Neil Ovenden

Great British Railways Transition Team (GBRTT)’ long-term business plan must be informed by five-year funding cycles Great British Railways’ (GBR) long-term business plan must be informed by short-term funding settlements because a long-term operational funding commitment “wouldn’t be realistic” according to Network Rail chiefs. GBR is the working name for the integrated rail body (IRB) that will be created when the Rail Reform Bill becomes law. This will bring the UK’s railway infrastructure and services together under one “guiding mind” that is expected create efficiencies and smoother operating of the railway network. The Rail Reform Bill is currently in draft and undergoing pre-legislative scrutiny by the House of Commons transport select committee, which took oral evidence from Network Rail chief executive and GBR Transition Team lead Andrew Haines and Network Rail chair Lord Peter Hendy on Wednesday 22 May. A main topic of discussion was the business plan that the IRB will be required to produce when it is officially formed. The Bill does not stipulate any timeframes or consultations for the production of the business plan and leaves wiggle room for the IRB to change it after publication, so the interviewees were asked if this was the right approach. Excerpt from draft Rail Reform Bill with stipulations for IRB/GBR business plan Hendy it’s “very helpful” that the direction to create a business plan is “generalised” as this will allow the people who draw it up to interpret what it needs to contain. “You would want to see a long-term plan [with] the budget and business plan on the short-term basis being an interpretation of that,” he added. This would have to “meet the bottom line for the railway in profit and loss terms, which is demanded by government”. “I don’t think it’s that difficult,” he said. “For me it’s so obvious that I don’t think it needs to be said.” Haines commented that the Department for Transport (DfT) has asked his team to develop a long-term strategic plan that looks 20 to 30 years ahead, but this does not set out funding requirements. “I would love to say that there was a cheque from the Treasury for 10 to 15 years, but it’s not credible to think that you’re going to get that level of certainty for your operating expenditure,” he said. “Indeed, when the railways experimented with very long franchises […] they ended up with break clauses because it doesn’t suit anyone to be tied to a funding stream for 10 to 15 years, which then can’t accommodate shocks or changes.” He added that “understanding the interplay between a long-term strategic plan and the five-year cycles of funding is something to be worked through”, but that this level of detail is not necessary to include in the Rail Reform Bill” https://lnkd.in/eaeGXqDP

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📢 New paper alert - 'Practitioner views on transport planning's evolution - a Sisyphean task still ahead?' by Daniela Paddeu, Glenn Lyons, Kiron Chatterjee and Tom Calvert Transport planning as a formalised profession is relatively young and there is no doubt it has evolved over time. In Europe, Sustainable Urban Mobility Plans reflect a change in emphasis from keeping traffic moving to place-based, people-centric planning. Three new developments of significance present themselves to contemporary transport planning: the collision and merging of the digital age with the motor age; a widespread sense of deep (and possibly deepening) uncertainty about the future; and the imperative to address the climate emergency and decarbonise transport. Taken together, such developments are reflected in the recent notion of Triple Access Planning which sits within a so-called ‘decide and provide’ paradigm – contrasted with traditional transport planning within the ‘predict and provide’ paradigm. The world is changing significantly with a strong sense that transport planning needs to change accordingly. This paper draws upon the ‘7 Questions Interview’  technique to explore with 23 practitioners in the UK their experience of transport planning practice over time, their hopes and fears for its future and what could be achieved, and their views on enablers of, and barriers to, positive change. The interviews reveal a strong sense that transport planning can face a Sisyphean (seemingly impossible) task of advocating measures that could push towards realisation of  economic, social and environmental aspirations, only to find progress with measure approval and implementation thwarted by perennial challenges including lack of political will and public buy-in. While the three new developments mentioned represent potential catalysts for significant change, such change relies on multiple other factors. These include collaborative cross-sector working, a long-term perspective, appropriate funding and political agency, and enhanced communication skills to win hearts and minds. The paper concludes that Sisyphus may continue to struggle to push the transport planning boulder to the top of the hill; unless perhaps Hercules can lend a hand. Download for free here: https://lnkd.in/eEQtagg8 #transportplanning #decideandprovide #tripleaccessplanning

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Sheffield’s new Aurora trains to London. Starting next year, #Sheffield will see the new Hitachi #Aurora trains taking over from the 20 year old Meridian fleet on Sheffield’s #London train service. East Midlands Railway have produced a video showing the design of the new fleet. The link to it is here: 👇 https://lnkd.in/ekatStGp If you do not want to watch all 13 minutes, then let me help you by focusing in on 2 key issues that have come my way time and time again on Linked In: 1) WIFI and phone connectivity. Starting 6 mins 30 seconds in, is a 2 minute piece on connectivity. Things will be better than the old fleet. Why better and not brilliant? My understanding is that the on train WIFI kit searches for the best phone signal but still has to be in range of a mast. That is challenging on occasions, as the Midland Main Line is not built on a billiard table. Until Network Rail or someone else installs lineside telecoms technology for passenger use, there will still be dead spots. 2) Seats The Aurora is a Hitachi product but 3 metres per coach shorter than the other Hitachi IETs out there already because of the length of the platforms at St Pancras International. A major complaint from regular users has been the seat comfort on the Hitachi trains. EMR have put a lot of effort into the seats for their new Aurora trains. There is a section in the video from 8 mins 30 seconds about the design and comfort. Having tried them, I found them comfortable. Sheffield Chamber of Commerce Sheffield City Council Sheffield Hallam University The University of Sheffield Irwin Mitchell CMS UK Tom Hunt Tom Finnegan-Smith South Yorkshire Mayoral Combined Authority Alex Forrest Rachel Sprigg Melanie Corcoran Oliver Coppard George Selby Laura Etheridge Will Rogers Kate Josephs CB Tracy Viner Sam Chapman William Stewart Louisa Harrison-Walker #sheffieldissuper #sheffieldtransport #sheffieldbusiness #sheffieldrail Hitachi Rail Rachel Turner

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For the rail industry, the travelling public and freight, rail reform is one of the top priorities a new government. Read the Railway Industry Association recommendations to the next government.

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This should be given more support by Government and Industry players: https://heathrowrail.com/ The rail link should, like Chiltern Railways have baying platforms designed-in at the emergent Old Oak Common (OOC) - BRTA was calling for this years ago and likewise a tunnel to link Chiltern with HYeathrow Railway Link, to informa direct #Banbury/#Aylesbury rail arc, jobs, lower traffic, cleaner air, better connectivity - what is to lose? If #Heathrow is closed and redeveloped, what a sustainable railway platform for subsequent users and demand alongside potential #London orbital rail capacity creation? Please join our BRTA email loop for updates via [email protected] #Heathrow #transport #rail #railways #trains #freight #capacity #landuse #environment #emissions #Guildford #Aylesbury #arc #London

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Glad I had the closing statement in New Civil Engineer's article on the troubles with the UK's rollout of rail electrification. In the UK, we obsess about value engineering but ignore that procurement & contracting strategies and how we manage access and risk have a vastly more significant impact on project costs than the size of bolts or whether we can save 100mm from a pile. Great British Railways may happen at a future point and it may recommend further electrification - whether there is a UK rail electrification market left by then is a real risk.

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Out now: RSSB’s latest issue of Right Track! Packed with operational insights for the front line, this issue includes my colleague’s experience of the Morpeth derailment in 1984, reflections on the India train collision in 2023, and the link between the Ladbroke Grove accident and incidents today. Check it out here >> https://bit.ly/3ySzoLW #TeamRSSB

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C-Roads has published its road-map for C-ITS services. If you are interested in which services are deployed or which services are in preparation, have a look at the document. You will recognise that C-ITS is much more than supporting individual vehicles. C-ITS supports public transport as well as emergency services and is prepared to support CCAM. #croads #cits #itsdirective

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Disappointing news today that 𝗥𝗼𝘆𝗮𝗹 𝗠𝗮𝗶𝗹 𝗶𝘀 𝘁𝗼 𝗰𝗲𝗮𝘀𝗲 𝘂𝘀𝗶𝗻𝗴 𝗿𝗮𝗶𝗹 𝗳𝗿𝗲𝗶𝗴𝗵𝘁 𝗳𝗼𝗿 𝗹𝗼𝗻𝗴-𝗱𝗶𝘀𝘁𝗮𝗻𝗰𝗲 𝗯𝘂𝗹𝗸 𝗱𝗲𝗹𝗶𝘃𝗲𝗿𝗶𝗲𝘀 from October. As reported by railbusinessdaily.com, the postal service – which is chaired by Keith Williams, who is also the chair of the Board of the Great British Railways Transition Team and the man behind the Williams Rail Review – informed staff on Wednesday of its plans to sell off its freight trains and switch to road deliveries. This is despite previous commitments to increase its use of rail freight to help meet its own net zero targets, and following the opening of its largest UK parcel facility launched at Daventry International Rail Freight Terminal late last year. Andrea Rossi, CEO of DB Cargo (UK) Limited, which has been contracted to operate and maintain Royal Mail’s 15-strong fleet of Class 325 electric trains for the last 11 years, said: “Today’s decision is a blow for DB Cargo UK and our many dedicated colleagues who have worked incredibly successfully over the years to meet Royal Mail’s demands and regarding reliability and punctuality. “Our performance for Royal Mail has consistently high throughout the term of the contract, and Royal Mail have clearly stated that this decision has not been made due to any performance concerns. “To learn that Royal Mail is now planning to rely solely on road haulage to move customers’ letters and parcels around the UK is not just disappointing for DB Cargo UK, but the wider rail freight sector too.” Maryam Eslamdoust, General Secretary of the (TSSA Union) Transport Salaried Staffs Association, added: "Royal Mail's planned complete withdrawal from rail freight is an act of incredible shortsightedness and shows the failings of privatisation. "Royal Mail will regret turning away from rail freight, which is key to our economy's low carbon future. "TSSA is ready and willing to work closely with the Labour government and our sister trade unions to reverse this disastrous decision." The decision harks back to 9 June 2003, when a House of Commons Early Day Motion signed by 75 MPs and sponsored by six The Labour Party members, stated that "This House deplores the decision of Royal Mail to cease using rail transport for the delivery of post; notes that increased use of air and road transport will add to pollution and to congestion; and condemns Royal Mail's failure to pursue a sustainable development strategy for its business." Will the new Labour Government stand up to the principles of its forebears and similarly deplore Royal Mail's actions?

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Rail Christmas learning tid-bits 4/12. Railways beauty isn't just skin deep. What's underneath, like skyscrapers, is as important as what is on top to influence stability and performance. Substructures such as ballast, subgrade, and drainage systems are vital in supporting the immense weight of trains over decades of service ensuring smooth operations. Find out more in this 7 min video. https://bit.ly/49fXspL #RailwayEngineering #rail #railway #engineering #STEM #rail101

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It's fascinating to see PPPs for complex railway schemes come round once again, as before under a Labour government. That's not to say that PPPs can't work in rail. They've been successful in Canada, France and even the UK (HS1, Northern Line trains). But there is vast scope for them to go wrong. I hope the protagonists read the NAO report on the collapse on Metronet (2009): https://lnkd.in/e4FtJqCb The state can borrow more cheaply than the private sector. Unless there's an efficiency gain to offset this (the opposite of what happened on the LU PPP) it is not worth doing. Euston HS2 has all the same precursors of disaster: multiple agencies; complexity; possibly naive politicians; politically variable scope. I hope I'm wrong because I'd like to have another pint at the Exmouth Arms, without being surrounded by hoardings, before I die. Meanwhile FWIW I wrote a somewhat shorter albeit less authoritative piece on the subject in 2021: The Collapse of the London Underground PPP: What Can We Learn From It? https://lnkd.in/eAakdeUV

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Central government decision-making in rail investment and electrification has led to a constant cycle of boom and bust. Right now, we’re in one of the low points. In contrast, when regional leaders are given control, they tend to invest more consistently and sustainably in high-quality public transport. Quiet, green, frequent, and reliable trains directly impact the quality of life for the people they serve—and the voters they answer to. We all want to get work/school/hospital on time and have a seat. We have to change the way projects are funded in the UK, if we ever want to break the cycle. My thoughts in New Civil Engineer https://lnkd.in/eRGf__GM

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In the rail industry safety always comes first. The latest edition of Rail Director has some excellent articles to keep you up to date and learn from what other are doing. Enjoy

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Do you know of a historic railway item that should be preserved? As explained in this Rail Director article 👇 this is the job of the Railway Heritage Designation Advisory Board. They need help understanding what should be preserved once it is no longer required operationally. Recent examples include HST power cars, but they are interested in the whole range of potentially historic items. Please complete their short questionnaire to help them understand what is out there. https://rb.gy/w7hnda

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Railways are about people. You often hear that phrase repeated and it’s true. When you are building a new railway you aim for it to be safe, easy, satisfying, even delightful for people to use whether they are a customer, member of staff, supplier or passing member of the public. To give yourself the best chance of that being true you need good Ergonomists and Human Factors specialists. Fortunately in HS2 we have the very best. Anthony Coplestone and his team are brilliant! They won the Presidents medal from their Institution as proof of that. I really recommend taking a look at this article. Ask yourself whether your project is getting sufficient Ergonomics and Human Factors advice.

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The Global Centre Of Rail Excellence is delighted to be referenced in a major new RSSB document: 'Guidance to railway testing and validation in Great Britain' published recently. The guidance provides a high-level overview of rail testing, offering information on roles and responsibilities in the industry, why testing is important and how and where testing can be carried out. It also points to key resources that those involved in testing should be aware of. As a site for world class rail research, testing and certification of rolling stock, infrastructure and cutting edge new technologies, the Global Centre Of Rail Excellence will be a facility unique in Europe in terms of the wide range of services it will provide. GCRE will significantly enhance the rail industry's testing and validation capabilities and support manufacturers, governments, regulators and infrastructure managers across Europe, the Middle East and beyond. You can find the guidance here: https://lnkd.in/eJNnFNDT #GCRE #GlobalCentreOfRailExcellence #RailInnovation

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The King’s Speech today underlines the importance of the rail sector to our new government’s plans. No less than three seperate pieces of legislation to deliver the reform the industry so badly needs and also to address the bottleneck that exists between Crewe and Manchester on the network. As an industry and supply chain we should get behind these changes to make the railway best placed to deliver the needs of passengers and freight customers.

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Is a unified approach the key to solving the UK's rail industry challenges? James Holmes, Rail Sector Director for Amey, shares how Transport for Wales and Scotland’s Railway have demonstrated the transformational potential of a vertically integrated approach. Aligning operations and infrastructure for improved efficiency. Read the whole feature by James Holmes here: 🔗https://ow.ly/HUYE50UAs5S #RailIndustry #Transportation #Infrastructure #RailReform #TLImagazine

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