Dr Fiona Scott FIMechE

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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RSSB carries out research to benefit the GB rail industry - and we make clear how our activities address the #RailTechnicalStrategy priorities. Read our Spring 2024 Research Highlights for findings you can put into practice now, what's in the pipeline, and how to get involved. #RSSBResearch  https://lnkd.in/e7izWym2

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'Rail innovation is one area where the new UK government has a unique opportunity to take early and positive steps as part of its new industrial strategy. I believe that the new government could consider staking out a bold policy ambition of establishing the UK as the world’s leading home for rail and mobility innovation – a place known internationally for not just product and technology innovation, but cutting edge standards and safety development – a place that leads the world in the development and practical delivery of tomorrow’s sustainable transport infrastructure.' Global Centre Of Rail Excellence Chief Executive Simon Jones has written a piece for our website today looking at the opportunities for rail in the new UK Government's commitment to industrial strategy. GCRE would be a facility for world class rail research, testing and innovation that would be unique in Europe in terms of the capabilities and services it could offer, providing the opportunity for a new and distinctive cluster of industrial strength to be built into the Welsh and UK economy. https://lnkd.in/d-_JTxE8 #RailInnovation #IndustrialStrategy #GCRE

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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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HS2 unable to confirm level boarding accessibility at £1.6bn Old Oak Common station HS2 (High Speed Two) Ltd cannot guarantee there will be #levelboarding for #conventional rail and Elizabeth line services at its £1.67bn Old Oak Common station in west London, which #accessibility campaigners have deemed “scandalous”. Level boarding is an #accessibilityrequirement that ensures that the height of train floors is the same as that at station platforms so that people in wheelchairs and with other disabilities can enter and exit carriages. A spotlight was shone on the lack of level boarding and the general inaccessibility of UK stations when #Paralympian and member of the House of Lords Tanni Grey-Thompson was forced to crawl off a train at King’s Cross. In her reaction to the Grey-Thompson incident, Transport for All head of policy, public affairs and campaigns Emma Vogelmann highlighted that “#inaccessible stations are still being #built, including some of the biggest ones on the #HS2 route”. #NCE put Vogelmann’s concerns about the inaccessibility of HS2’s stations to the company and it effectively confirmed that level boarding is not currently part of its designs for access between non-HS2 trains and platforms at Old Oak Common. The under construction £1.67bn “super hub” will be a key interchange between HS2 services and trains for people heading into central London or Heathrow Airport. It will have six HS2 platforms a further eight for conventional rail services, #HeathrowExpress and the #Elizabethline. An HS2 spokesperson said: “HS2 is constructing the platforms for the conventional rail lines through the station to Network Rail standards. “This includes all platforms that will be served by GWR (Great Western Railway), Elizabeth Line and Heathrow Express services, which all have different floor heights. “Our designers are progressing a feasibility study with Department for Transport and Network Rail that will assess options to achieve level boarding for Elizabeth Line services at Old Oak Common Station which, is influenced by many factors.” The spokesperson pointed out that “all three stations [Heathrow Express, Elizabeth line, conventional rail] will be step free with level access from street to seat on HS2 services. “The same would have applied to Euston, including a major upgrade of the tube station to make that fully accessible before the last government decided to pause the project.” The #DfT declined to comment. Full Article: https://lnkd.in/erVthY_T

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A new report published by the Rail Safety and Standards Board (RSSB) highlights how research is improving Britain’s railway. The report shows 58 per cent of its research projects were classed as significant for the rail industry. 74 per cent of these are now in use across the network. Over 180 projects have delivered practical solutions since 2013. #railnews #railways #ukrail #rail 

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Great British Railways’ 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 Peter, Lord Hendy of Richmond Hill 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 #businessplan and leaves wiggle room for the IRB to change it after publication, so the interviewees were asked if this was the right approach. 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”. Haines commented that the Department for Transport (DfT), United Kingdom 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. “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.” In the following session of the transport select committee, rail minister Huw Merriman and DfT director general for rail services Alex Hynes were asked for their thoughts on the requirements for a GBR business plan and what form it might take. Merriman said it would work similarly to the current Network Rail control periods. “The plan is initially determined as to how the high-level output specifications – the statement of funds availability – will be operating. Then that plan is put forward,” Merriman said. “In that regard, I think it actually works rather well.” He continued: “I think the thing I’d be keen to ensure is we don’t have a sort of lag as one five-year period ends and another one starts; we’ve heard about those before.

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re: https://lnkd.in/gN3tJSe9 This effort to rouse a modicum of common sense here must be given support by all to have any chance. Consider the following: 1. The principle, it would link by rail, into one of the most tourist attractive places to visit in Wales and of international renown Caernarfon for example and 3 University sites, of which Lampeter is under threat, access and brown field demand being two, which rail could serve if the old route and station site is returned to railway use. 2. North Wales terminal Branch into Caernarfon and take on the constantly upgraded A487 trunk road and reduce more pressure on the A55. You get more roads and motorway designs if you do not restore or new-build a local rail alternative. 3. It would be new-build in some cases, so for example Aberystwyth, the old route went in from the north and reversed and had a circuitous route to the south, could a town bypass straight down be considered with an edge of town and Vale of Rheidol Railway with parking for multiple use access and help declutter Aberystwyth town centre? 4. Existing Cambrian lines have been subject to closures, pruning off feeder routes, beit Gobowen or Ruabon links, let alone Blaenau Ffestiniog to Bala! They have also been subject to decades of rationalisation, beit cutting out passing loops (capacity) and modernisation to automation brought savings, but little investment beyond newer trains but capacity on and off the rails is the key critical issue, as overcrowding and inability to see out of a window in a pleasant environment, means deterrent to potential would-be rail users, which in turn sends a negative downward spiral, when the line is brimming with beauty, potential and could be doing a lot more all-year-round trade in these days of 'get it right and demand and supply is the name of the game'. 5. Doing nothing is not an option. 6. Government has to decide which way to go, avoiding the fudge of 'all things to all people, but falling short of pleasing any but shareholders The Welsh Assembly needs a rota of places to meet like Cardiff, Machynlleth (Mid Wales) and North Wales (Llandudno) or 'profiteering going out of industries.' All tiers of governance and transport responsibility need to consult the public, come up with nurturing use and demand and service it. In Switzerland they have special wrap-around windows for some scenic railways and good seating for example, courting audiences to enjoy the railway travel experience. But small-loads of post, pallets and parcels for example, could also have designed-in to normal stock - bring back the modern equivalent of the Guard's Van vestibule for example. But hauled specials, seasonal steam, good, regular normal timetables, can all add up to making the most of an environmentally friendly asset.  7. Coming to Carmarthen - Bangor, yes £2 billion is not to be sneezed at, but would play out in rising usage and modal sustainability for decades if done.

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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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Today's rail headlines - #InTheNews: Major IT issues effecting trains, draft legislation to renationalise the country's rail services, Severn Tunnel work complete, and Railway Children funding. Listen here: #UKrail #railways #headlines

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DfT achieved ‘very little’ on rail reform with Great British Railways role unclear, PAC reports The Department for Transport (DfT), United Kingdom) has “has achieved very little” in its efforts to bring in #rail reform, with Great British Railways’ responsibilities remaining unclear and #taxpayers losing out, according to the Public Accounts Committee. The House of Commons cross-party #parliamentary group has released its latest report into the long-awaited transformation of the #UK’s #railways, taking the #DfT to task for its lack of urgency and progress in the six years since it identified the need for rail reform. Additionally, the #PAC has “yet to see convincing evidence that this #reform programme will turn out to be any different” from other rail reviews that have taken place in the last 20 years. The PAC has urged that DfT to set out a plan for “how and when it will successfully deliver the reforms that are urgently needed in the rail sector” as soon as possible in the new Parliament. This will be contingent on the next government wanting to continue with rail reform, which is likely. The #Labour Party released its strategy for rail in April and it does not stray too far from the #Conservatives’ plan, with the central idea of creating an integrated rail body – known as Great British Railways (#GBR) – being a common factor. However, the PAC contests that, even after six years of work on overhauling the UK’s railways, the DfT “has failed to resolve the fundamental disagreements and clarify key aspects of reform”. Disagreements still persist with HM Treasury and other stakeholders, while “unresolved issues remain regarding the extent of GBR’s role and responsibilities including the level of independence and ability it will have to be a ‘guiding mind’ for the railways”. The DfT must therefore “urgently resolve disagreements ahead of taking forward reform in the next Parliament”, according to the PAC.

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£300M design framework to support Northern Powerhouse Rail and Eastern routes tendered Network Rail Infrastructure has commenced procurement on a £300M development and design partnership framework (DDPF) to support Northern Powerhouse Railway (NPR), the Integrated Rail Plan (IRP), Network North and the Eastern region. The rail infrastructure body is seeking four suppliers on its DDPF which has a geographic scope within the Eastern region as well those routes covered by NPR, IRP and Network North. The scope of the framework covers the provision of professional development, design, technical, and all the services to deliver Engineering Stage (ES) 1 to 5 for the DDPF. Any programme allocated to the framework suppliers will be instructed to proceed through the following ES only: ES1: Requirements defined and baseline ES2: Constraints identified and project feasibility confirmed ES3: Minimum Viable Product single option identified and endorsed ES4: Approval in principle ES5: Construction ready design approved and requirements validated The framework will be awarded through a single lot. The £300M valuation on the contract notice is a an estimate only and, as such, “the framework value and associated workbank is not guaranteed”, according to Network Rail. The workbank allocated through the framework will be subject to allocation and funding from the Department for Transport (DfT), which is the client. The initial term of the framework is five years with the option to be extended in yearly increments for a further three years. The DDPF’s commercial model contains an incentivisation mechanism based on a weighted scorecard that is driven by key performance indicators. This mechanism is driven by critical success factors and will provide a series of commercial opportunities to high-performing suppliers. This includes advancement into further ES for incumbent suppliers and the allocation of new programmes based on a “competitive performance leaderboard”. The contractual documentation is not open to negotiation but there will be opportunity to comment on it and Network Rail will determine if any revisions should be made to the DDPF “based on the objective merit of the proposed changes”. There will be negotiations on the commercial element and participants will have an opportunity to update their tenders following these negotiations. Initial tenders will be evaluated but the feedback will not be shared with the participants. Only the feedback on final tenders will be shared. To aid the supply chain in responding to the tender when it is released, Network Rail has set up a launch briefing on 7 June at 3pm, which will take place via MS Teams. The full tender documentation, featuring illustrations of all the routes and projects covered by the framework will also be released tomorrow, 7 June. https://lnkd.in/eQcJ3EMp

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#Electric #Road Systems (ERS) dynamically charge EVs in motion, helping #decarbonize road transport. #ERS tech is maturing globally, promising efficient, cost-effective solutions. Collaboration among stakeholders is key. Read about ERS & its potential A new report by PIARC - World Road Association

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For those following the Go-op project, the waiting game continues. Discussions with the Regulator are ongoing, and while these must remain confidential, the subject areas accounted for recently include rail crossings upgrades and demand forecasts. Go-op has produced, and submitted, detailed reports in response to all feedback, and looks forward to receiving a positive response to its application for track access in due course. On a separate note, Go-op plans to become the UK's next open access passenger rail service operator. For any unfamiliar with the complexities of this business model, today's report published in the Metro can fill that particular gap. With the Go-op project nicely positioned in the accompanying image. https://lnkd.in/ei66A4gg

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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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