When Bob Billingsley hired on with Norfolk Southern railway 31 years ago, he was a rookie on work crews that were closing unused lines as the nation's economy turned its back on the railroads.
Now he's in charge of raising the roof of a Norfolk Southern tunnel in southwestern Virginia to clear headroom for the double-stacked container cars that have become the symbol of the industry's sudden surge, thanks to a confluence of powerful global factors.
"For years, we were looking for ways to cut costs to increase profits," Billingsley said. "Now, we're building business to increase profits."
The freight railway industry is enjoying its biggest building boom in nearly a century, a turnaround as abrupt as it is ambitious. It is largely fueled by growing global trade and rising fuel costs for semitrailer trucks. In 2002, the major railroads laid off 4,700 workers; in 2006, they hired more than 5,000. Profit has doubled industry-wide since 2003, and stock prices have soared. The value of the largest railroad, the Union Pacific, has tripled since 2001.
This year alone, the railroads will spend nearly $10 billion to add track, build switchyards and terminals, and open tunnels to handle the coming flood of traffic. Freight rail tonnage will rise nearly 90 percent by 2035, according to the Transportation Department.
In the 1970s, tight federal regulation, cheap truck fuel and a wide-open interstate highway system conspired to cripple the railroad industry, driving many lines into bankruptcy. The nation's 300,000 miles of rails became a web of slow-moving, poorly maintained lines, so dilapidated in spots that tracks would give way under standing trains.
The Staggers Rail Act of 1980 largely deregulated the industry, leading to a wave of consolidation. More than 40 major lines condensed into the seven that remain, running on 162,000 miles of track
Friday, 2 January 2009
Seeing the world by rail
There are few better ways to see the world than from the comfortable seat of a passenger train. From the rolling hills of Europe to the beautiful mountainsides of Asia, the slow pace of the train allows sight seeing and relaxing away from the rigors of work. For drivers, engineers, and guards, the experience of seeing new places while doing a job they love is a motivating force to get involved in the railway industry. It is important to understand the international job market for railway professionals before leaping head first into a job in a far away place. The best place to consult market information for international railways is by consulting with several governing bodies. The International Union of Railways and the International Union of Public Transport, for example, provide information on transit and cargo railways throughout Europe.
One of the best places to find work in the railway industry is in Japan. The six Japan Railways companies, along with the extensive subway and monorail systems, employ hundreds of thousands of railway professionals to keep it running smoothly. Since the railway is the key manner of transit for travelers and residents alike, the railway is revered in Japan as a key part of daily life. Japanese railway positions require high technical aptitude, as the Japanese rail system features bullet trains and the cutting edge of railway technology.
Another great place to work for railway professionals looking for international work is mainland Europe. Austria features a strong railway network called the OBB, which is improving daily and requires skilled engineers and maintenance staff. Denmark's DSB system is surprisingly sophisticated in order to deal with the small land area that it covers, with rail management professionals needed to maintain an efficient system.
One of the biggest railway systems in the world, and one of the largest employers of rail professionals, is the state run Russian's railway, Russian Railways. The railway covers nearly 85,000 kilometers and employees more than a million engineering professionals to keep it running efficiently. Perhaps the biggest disadvantage to working in Russia is that some of the destinations are old industrial centers or out of the way places that are not entirely exotic. However, Russian companies rely on Russian Railways to transport goods and personnel to locations in outlying areas. This reliance means a consistent need for qualified professionals, which makes Russian Railways a secure move professionally.
One of the best places to find work in the railway industry is in Japan. The six Japan Railways companies, along with the extensive subway and monorail systems, employ hundreds of thousands of railway professionals to keep it running smoothly. Since the railway is the key manner of transit for travelers and residents alike, the railway is revered in Japan as a key part of daily life. Japanese railway positions require high technical aptitude, as the Japanese rail system features bullet trains and the cutting edge of railway technology.
Another great place to work for railway professionals looking for international work is mainland Europe. Austria features a strong railway network called the OBB, which is improving daily and requires skilled engineers and maintenance staff. Denmark's DSB system is surprisingly sophisticated in order to deal with the small land area that it covers, with rail management professionals needed to maintain an efficient system.
One of the biggest railway systems in the world, and one of the largest employers of rail professionals, is the state run Russian's railway, Russian Railways. The railway covers nearly 85,000 kilometers and employees more than a million engineering professionals to keep it running efficiently. Perhaps the biggest disadvantage to working in Russia is that some of the destinations are old industrial centers or out of the way places that are not entirely exotic. However, Russian companies rely on Russian Railways to transport goods and personnel to locations in outlying areas. This reliance means a consistent need for qualified professionals, which makes Russian Railways a secure move professionally.
Zurich Rail Services
Zurich is Switzerland's largest city, and also has one of Europe's greatest concentration of rail infrastructure. As well as a comprehensive tramway system, it is the focal point for local, national and international railway traffic.
"As well as a comprehensive tramway system, Zurich is the focal point for local, national and international railway traffic."Current projects such as the Glattalbahn (VBG) and Tram Zurich West light rail schemes were partly aimed at dispersing demand by creating more interchanges around the metropolitan area. Handling growing demand at the main station, Zurich Hauptbahnhof (HB) – nearing 3,000 trains daily – remains a great challenge. Switzerland's largest and busiest station by some margin, HB is mainly a surface terminus in the city centre.
Situated lengthways between the rivers Sihl and Limmat, it is fronted by busy tram stop, and its four-platform sub-surface station for S-Bahn trains (local/regional trains primarily for the Zurich canton) was turned into a through route in 1991.
However, even with the adoption of multiple units and push-pull formations which save the need for locomotive changes at surface-level platforms, reversal is still a time waster, and is inefficient use of platform and track space.
The project
Durchmesserlinie (the Diameter Line) Altstetten-Zurich HB-Oerlikon is the latest project to address the capacity issue. Bahnhof Oerlikon already handles traffic for the north and north east, each main rail arteries and including services routed via Zurich Airport. Many reverse at Zurich HB for destinations in a wide arc from Basel around to the Gotthard line and Chur, with other passengers needing to change trains for onward travel.
By allowing such services to pass through the HB hub, the Durchmesserlinie project represents a large-scale reshaping of Swiss train services with implications far beyond the confines of Zurich. Moreso than the 1991 tunnel opening, this will however allow for alterations and expansion of the S-Bahn services that account for a large proportion of train movements in the area, eventually adding long-distance trains. The symbolic groundbreaking for the project was in September 2007.
Infrastructure
Broadly describing an 'S' shape to link the end points yet incorporating Zurich HB, the Durchmesserlinie is 9.8km (6.1 miles) long. The approximately 5km (3.1 miles) Weinberg tunnel for which the tunnel boring machine began work in October 2008 is the core of the project.
Leaving the existing intensively used mainline via a reconfigured portal south of Oerlikon station, the twin-track tunnel will pass beneath the Limmat before broadening to a four-platform layout at a new Zurich HB Löwenstrasse station 16m beneath the main platforms, regaining the surface west of HB.
"Zurich uses a mix of rolling stock for S-Bahn services, including rebuilt RBe 540 EMUs mainly dating from the 1960s."Bahnhof Alstetten marks the western limit of the project, a busy suburban interchange that will also then be the western terminus of the new Tram Zurich West development.
The Weinberg tunnel passes under the south side of the HB, and like the to the north, under-cover connections will be possible entirely inside the complex which also houses a large shopping centre, RailCity, a development encouraged by trading laws that are less restrictive when within railway premises. As part of the national rail infrastructure, the line will be fitted with 15kV ac electrification.
Being met from national and cantonal public funds, the project cost estimate is CHF2.03bn (2005).
"As well as a comprehensive tramway system, Zurich is the focal point for local, national and international railway traffic."Current projects such as the Glattalbahn (VBG) and Tram Zurich West light rail schemes were partly aimed at dispersing demand by creating more interchanges around the metropolitan area. Handling growing demand at the main station, Zurich Hauptbahnhof (HB) – nearing 3,000 trains daily – remains a great challenge. Switzerland's largest and busiest station by some margin, HB is mainly a surface terminus in the city centre.
Situated lengthways between the rivers Sihl and Limmat, it is fronted by busy tram stop, and its four-platform sub-surface station for S-Bahn trains (local/regional trains primarily for the Zurich canton) was turned into a through route in 1991.
However, even with the adoption of multiple units and push-pull formations which save the need for locomotive changes at surface-level platforms, reversal is still a time waster, and is inefficient use of platform and track space.
The project
Durchmesserlinie (the Diameter Line) Altstetten-Zurich HB-Oerlikon is the latest project to address the capacity issue. Bahnhof Oerlikon already handles traffic for the north and north east, each main rail arteries and including services routed via Zurich Airport. Many reverse at Zurich HB for destinations in a wide arc from Basel around to the Gotthard line and Chur, with other passengers needing to change trains for onward travel.
By allowing such services to pass through the HB hub, the Durchmesserlinie project represents a large-scale reshaping of Swiss train services with implications far beyond the confines of Zurich. Moreso than the 1991 tunnel opening, this will however allow for alterations and expansion of the S-Bahn services that account for a large proportion of train movements in the area, eventually adding long-distance trains. The symbolic groundbreaking for the project was in September 2007.
Infrastructure
Broadly describing an 'S' shape to link the end points yet incorporating Zurich HB, the Durchmesserlinie is 9.8km (6.1 miles) long. The approximately 5km (3.1 miles) Weinberg tunnel for which the tunnel boring machine began work in October 2008 is the core of the project.
Leaving the existing intensively used mainline via a reconfigured portal south of Oerlikon station, the twin-track tunnel will pass beneath the Limmat before broadening to a four-platform layout at a new Zurich HB Löwenstrasse station 16m beneath the main platforms, regaining the surface west of HB.
"Zurich uses a mix of rolling stock for S-Bahn services, including rebuilt RBe 540 EMUs mainly dating from the 1960s."Bahnhof Alstetten marks the western limit of the project, a busy suburban interchange that will also then be the western terminus of the new Tram Zurich West development.
The Weinberg tunnel passes under the south side of the HB, and like the to the north, under-cover connections will be possible entirely inside the complex which also houses a large shopping centre, RailCity, a development encouraged by trading laws that are less restrictive when within railway premises. As part of the national rail infrastructure, the line will be fitted with 15kV ac electrification.
Being met from national and cantonal public funds, the project cost estimate is CHF2.03bn (2005).
London Underground
Transport for London (TfL) knows commuters have had some unfortunate experiences – crammed like sardines and sweltering onboard a tube during peak hours, praying for the doors to open and fresh air to flood in. For the general population, introducing air-conditioning seems a frustratingly obvious solution. Despite spending years searching for a solution, for TfL the challenge remains a complex one due to the set of environments and solutions unique to each line and location that must first be solved.
"The Tunnel Cooling programme hopes to mark the transition of a cooler London underground network from an 'if' into a 'when'."In an attempt to crack the solution to cooling London's underground network, which comprises 268 stations and approximately 400km of track, the Tunnel Cooling programme was launched. It hopes to mark the transition of a cooler London underground network from an 'if' into a 'when'. Over the last few years the programme's team has been conducting extensive research into the exact conditions of each underground line and developing possible solutions to combat rising temperatures.
By 2010, TfL and its supply-chain partner Metronet expect to deliver the first air-conditioned carriages to the London Underground's subsurface lines, namely the Metropolitan, Circle, Hammersmith & City and District lines. Tunnel Cooling Programme director Kevin Payne says the team is more than aware of the scale of the challenge it must face to reach this.
"These are not new challenges – they were being worked on 30 years ago," he says. "In fact, searching through our archives, we even discovered that a prototype air-con system on a Northern line cart was first trialled in 1935."
"It was already recognised back then, even with lower traffic densities, that the extra heat energy caused by the air-conditioning unit would cause a problem when the train stopped in a tunnel." Thirty years on the challenge remains the same – how to cool the tunnels, without effectively making them hotter.
Climbing climates in the underground
It is not only climate change that has caused temperatures in the underground to rise. Increasing passenger numbers have also caused a rise in traffic frequency, in turn meaning an undeniable rise in temperatures. In 1900, temperatures in the Bakerloo line were recorded at about 14°C. By 2007, that figure had more than doubled.
"In 1900, temperatures in the Bakerloo line were recorded at about 14°C. By 2007, that figure had more than doubled."The challenge for TfL, however, has not so much been the incremental rise in passenger numbers but the consumption of energy in the confined environment, particular on the narrower single-track deeper-ground lines. "There is a widespread perception that the heat in the underground is a result of the people using it which is false," says Payne.
The local government body has identified that 80% of the energy used on the network is a result of train operation, which includes the energy required to move the train and losses occurred through friction braking. A further 15% is accounted for by the operation of the station and tunnel services, which includes lighting and communication services. The remaining 5% is attributed to customers and staff.
The rise in energy consumption on the network coupled with 7% year-on-year passenger growth means the situation is one TfL cannot afford to leave unresolved, particularly given the fierce customer demand for journeys in comfort.
"We are on the brink of a line-up programme that will progressively tackle each of the deep tube lines in turn and in doing so will offer more trains, more capacity and ultimately more energy will be consumed," says Payne. "We need to ensure the more is as small as possible."
"The Tunnel Cooling programme hopes to mark the transition of a cooler London underground network from an 'if' into a 'when'."In an attempt to crack the solution to cooling London's underground network, which comprises 268 stations and approximately 400km of track, the Tunnel Cooling programme was launched. It hopes to mark the transition of a cooler London underground network from an 'if' into a 'when'. Over the last few years the programme's team has been conducting extensive research into the exact conditions of each underground line and developing possible solutions to combat rising temperatures.
By 2010, TfL and its supply-chain partner Metronet expect to deliver the first air-conditioned carriages to the London Underground's subsurface lines, namely the Metropolitan, Circle, Hammersmith & City and District lines. Tunnel Cooling Programme director Kevin Payne says the team is more than aware of the scale of the challenge it must face to reach this.
"These are not new challenges – they were being worked on 30 years ago," he says. "In fact, searching through our archives, we even discovered that a prototype air-con system on a Northern line cart was first trialled in 1935."
"It was already recognised back then, even with lower traffic densities, that the extra heat energy caused by the air-conditioning unit would cause a problem when the train stopped in a tunnel." Thirty years on the challenge remains the same – how to cool the tunnels, without effectively making them hotter.
Climbing climates in the underground
It is not only climate change that has caused temperatures in the underground to rise. Increasing passenger numbers have also caused a rise in traffic frequency, in turn meaning an undeniable rise in temperatures. In 1900, temperatures in the Bakerloo line were recorded at about 14°C. By 2007, that figure had more than doubled.
"In 1900, temperatures in the Bakerloo line were recorded at about 14°C. By 2007, that figure had more than doubled."The challenge for TfL, however, has not so much been the incremental rise in passenger numbers but the consumption of energy in the confined environment, particular on the narrower single-track deeper-ground lines. "There is a widespread perception that the heat in the underground is a result of the people using it which is false," says Payne.
The local government body has identified that 80% of the energy used on the network is a result of train operation, which includes the energy required to move the train and losses occurred through friction braking. A further 15% is accounted for by the operation of the station and tunnel services, which includes lighting and communication services. The remaining 5% is attributed to customers and staff.
The rise in energy consumption on the network coupled with 7% year-on-year passenger growth means the situation is one TfL cannot afford to leave unresolved, particularly given the fierce customer demand for journeys in comfort.
"We are on the brink of a line-up programme that will progressively tackle each of the deep tube lines in turn and in doing so will offer more trains, more capacity and ultimately more energy will be consumed," says Payne. "We need to ensure the more is as small as possible."
New York Underground
Getting in or out of New York via the Hudson River can be a traumatic experience for drivers and train passengers alike. While the roads are congested, the rail service is often disrupted by delays, which is hardly surprising considering the number of riders has quadrupled to 44 million from just 10 million in 1984. To make matters worse, the only passenger tunnel under the river is nearly 100 years old and only has two tracks – one in, one out.
The solution of adding extra train tracks seems obvious, especially if it means commuters not having to change trains to reach New York. Not only would it improve the commuters' rail experience, it would also encourage more people to ditch their cars.
"One of the biggest criticisms of the ARC project is that it does not go far enough, either metaphorically or physically."However, since New Jersey Transit (NJT) and the Port Authority of New York and New Jersey (PANYNJ) announced their $7.6bn plan to do just that by building a Trans Hudson Express [THE] tunnel, criticism of the proposals has been fierce. Under the banner of Access to the Region's Core [ARC], the project to date has been beset by problems.
One rail advocate described it as a "fiasco, boondoggle and pork barrel" and in October all 17 Republican members of the New Jersey senate signed a resolution to challenge the legality of one of the tunnel's proposed funding streams.
Problem – solution - problem
So how has such a seemingly straightforward solution to an increasingly troublesome problem become mired in controversy? More importantly, what does it mean for the future of the project?
One of the biggest criticisms of the ARC project is that it does not go far enough, either metaphorically or physically. When the feasibility of the project was being studied one of the proposals put forward, known as Alternative G, had twin tunnels connected directly to Penn station, added tracks within the station and tunnels connecting the system to Grand Central.
At the time Alternative G was overlooked in favour of the chosen proposal, known as Alternative P, which lacked the Grand Central connection.
"New Jersey Transit's project would not improve trans-Manhattan mobility for either residents of the greater New York area or for Amtrak intercity train passengers."But now rail advocates, including the independent not-for-profit Regional Plan Association, are calling for the extension to the ARC project tunnel to allow New Jersey commuters to reach Grand Central station, in-line with Alternative G.
"As proposed, New Jersey Transit's project would not improve trans-Manhattan mobility for either residents of the greater New York area or for Amtrak intercity train passengers," says retired transportation planner Howard Harding.
"The original intent of the ARC project was to permit through-running of regional and intercity trains across Manhattan via Penn and Grand Central Stations.
"These through routings would vastly improve the efficiency and convenience of existing services and reduce congestion within Manhattan, making it easier for both stations to handle greater train volumes.
However, by only connecting to a new small station deep below Penn Station, the new tunnels would exclude intercity trains from their use while precluding extension of tracks to Grand Central Station on Manhattan's east side. The through-running could therefore not occur."
The solution of adding extra train tracks seems obvious, especially if it means commuters not having to change trains to reach New York. Not only would it improve the commuters' rail experience, it would also encourage more people to ditch their cars.
"One of the biggest criticisms of the ARC project is that it does not go far enough, either metaphorically or physically."However, since New Jersey Transit (NJT) and the Port Authority of New York and New Jersey (PANYNJ) announced their $7.6bn plan to do just that by building a Trans Hudson Express [THE] tunnel, criticism of the proposals has been fierce. Under the banner of Access to the Region's Core [ARC], the project to date has been beset by problems.
One rail advocate described it as a "fiasco, boondoggle and pork barrel" and in October all 17 Republican members of the New Jersey senate signed a resolution to challenge the legality of one of the tunnel's proposed funding streams.
Problem – solution - problem
So how has such a seemingly straightforward solution to an increasingly troublesome problem become mired in controversy? More importantly, what does it mean for the future of the project?
One of the biggest criticisms of the ARC project is that it does not go far enough, either metaphorically or physically. When the feasibility of the project was being studied one of the proposals put forward, known as Alternative G, had twin tunnels connected directly to Penn station, added tracks within the station and tunnels connecting the system to Grand Central.
At the time Alternative G was overlooked in favour of the chosen proposal, known as Alternative P, which lacked the Grand Central connection.
"New Jersey Transit's project would not improve trans-Manhattan mobility for either residents of the greater New York area or for Amtrak intercity train passengers."But now rail advocates, including the independent not-for-profit Regional Plan Association, are calling for the extension to the ARC project tunnel to allow New Jersey commuters to reach Grand Central station, in-line with Alternative G.
"As proposed, New Jersey Transit's project would not improve trans-Manhattan mobility for either residents of the greater New York area or for Amtrak intercity train passengers," says retired transportation planner Howard Harding.
"The original intent of the ARC project was to permit through-running of regional and intercity trains across Manhattan via Penn and Grand Central Stations.
"These through routings would vastly improve the efficiency and convenience of existing services and reduce congestion within Manhattan, making it easier for both stations to handle greater train volumes.
However, by only connecting to a new small station deep below Penn Station, the new tunnels would exclude intercity trains from their use while precluding extension of tracks to Grand Central Station on Manhattan's east side. The through-running could therefore not occur."
USA rail transportation
Since President-elect Barack Obama's inauguration, senior transportation voices within the US have been drawing up wishlists for federal spending on a wide range of issues – rail investment being one of the main priorities. Their proposals call for a radical overhaul in rail policy, across the heavy, light and freight arenas. Obama's own statements of intent on reducing his nation's dependence on foreign oil imports and building a 'green' economy could very well mean that the time is right for investment.
"Rail is being seen as a way to help the US create jobs during the current economic downturn."Rail is also being seen as a way to help the US create jobs during the current economic downturn. The value of rail projects nationally as a source for growth and employment seems obvious to many US transport officials and consultants.
Schemes that may have stalled under the Bush administration are being dusted off, and the historical links to a highway-based economy and culture are crumbling as rapidly as the infrastructure on which the nation's near-250 million vehicles regularly travel.
Organisations such as Transportation for America, alongside key local and national governmental figures, argue that the nation must move forward and compete in global markets as a true 21st-century nation with a modern transportation network as its heart.
During his election campaign Obama rallied the call of stimulating the American economy through investment in tangible public works projects. It is also obvious to many that 'infrastructure' was going to be the political buzzword of 2009.
Link this to Obama's previously stated belief in a green economy, and it's easy to see how by the end of his (first) term in 2012 hundreds of thousands, if not millions of Americans, could be employed in lucrative jobs and contracts building transit lines, associated infrastructure and the wind turbines and hydroelectric power plants to power them.
For example, in late October 2008, the key New York Transportation players and their national partners promoted Transportation for America's 'Build for America: A Five Point Plan to Get Our Economy Moving' plan. These proposals have the potential to create 100,000 green jobs in New York alone, and millions more if rolled out nationally.
In New York, the rebuilding of the century-old subways is seen as a priority, along with completion of major projects such as the Second Avenue Subway, Access to the Region's Core (ARC) and East Side Access, along with the development of initiatives such as Bus Rapid Transit (BRT). As well as providing jobs, these will diversify the commuting choices for hundreds of thousands of New Yorkers, cut congestion, reduce the city's carbon footprint and drastically reduce America's dependence on oil.
Elliot Sander, executive director and CEO of the Metropolitan Transportation Authority (MTA) says it is impossible for New York to compete with other big cities around the world without the support of Congress to maintain and improve the city's public transit systems. "Our ridership has grown 40% over the past decade, and this year is up another 6%," he says. "The MTA's mass transit network keeps New York economically competitive, so it is vital to match investment with cities like London and Shanghai that are investing in their transit systems."
Obama – using rail to expand and compete
In 2009, Congress and Obama's administration face the expiration of the $286bn national transportation programme, in which historically oil and automaker lobbies have held a grip. But breaking this hold on the US economy won't solve the funding issue for rail projects altogether. New models need to be developed to fund growth, including partnerships with private industry. Models already in practice worldwide show capital and operating funding partnerships relieve some of the burden on federal finances by matching sums with local and state administrations and the private sector while maintaining public control.
While 78 metropolitan areas in the US have identified $240bn is needed in transit investments to expand or create service, it is also obvious that expenditure of that magnitude has to come from non-traditional, non-federal sources. In this context, the transportation agenda of the Obama Administration can be viewed as a two-stage strategy: a short-term action agenda and longer-term policy. A good portion of the short-term action agenda is already known; it is tied to a job stimulus (or 'economic recovery') bill – a $100bn spending package a portion of which (perhaps as much as $25bn) is expected to be dedicated to roads, bridges and other public infrastructure.
With new figures suggesting the typical American can achieve average annual savings of almost $10,000 by taking public transport instead of driving, immediate and significant projects have already received the popular vote. In addition to the Presidential election on 4 November, there were several state and local referendums to increase taxes and put the resulting billions into public transit.
Of 32 ballot measures in 17 states that asked for new or increased taxes or bond issues, 25 passed. Among these is the $9.9bn bond issue to help build the 340km/h high-speed train service from Los Angeles to San Francisco.
"Rail is being seen as a way to help the US create jobs during the current economic downturn."Rail is also being seen as a way to help the US create jobs during the current economic downturn. The value of rail projects nationally as a source for growth and employment seems obvious to many US transport officials and consultants.
Schemes that may have stalled under the Bush administration are being dusted off, and the historical links to a highway-based economy and culture are crumbling as rapidly as the infrastructure on which the nation's near-250 million vehicles regularly travel.
Organisations such as Transportation for America, alongside key local and national governmental figures, argue that the nation must move forward and compete in global markets as a true 21st-century nation with a modern transportation network as its heart.
During his election campaign Obama rallied the call of stimulating the American economy through investment in tangible public works projects. It is also obvious to many that 'infrastructure' was going to be the political buzzword of 2009.
Link this to Obama's previously stated belief in a green economy, and it's easy to see how by the end of his (first) term in 2012 hundreds of thousands, if not millions of Americans, could be employed in lucrative jobs and contracts building transit lines, associated infrastructure and the wind turbines and hydroelectric power plants to power them.
For example, in late October 2008, the key New York Transportation players and their national partners promoted Transportation for America's 'Build for America: A Five Point Plan to Get Our Economy Moving' plan. These proposals have the potential to create 100,000 green jobs in New York alone, and millions more if rolled out nationally.
In New York, the rebuilding of the century-old subways is seen as a priority, along with completion of major projects such as the Second Avenue Subway, Access to the Region's Core (ARC) and East Side Access, along with the development of initiatives such as Bus Rapid Transit (BRT). As well as providing jobs, these will diversify the commuting choices for hundreds of thousands of New Yorkers, cut congestion, reduce the city's carbon footprint and drastically reduce America's dependence on oil.
Elliot Sander, executive director and CEO of the Metropolitan Transportation Authority (MTA) says it is impossible for New York to compete with other big cities around the world without the support of Congress to maintain and improve the city's public transit systems. "Our ridership has grown 40% over the past decade, and this year is up another 6%," he says. "The MTA's mass transit network keeps New York economically competitive, so it is vital to match investment with cities like London and Shanghai that are investing in their transit systems."
Obama – using rail to expand and compete
In 2009, Congress and Obama's administration face the expiration of the $286bn national transportation programme, in which historically oil and automaker lobbies have held a grip. But breaking this hold on the US economy won't solve the funding issue for rail projects altogether. New models need to be developed to fund growth, including partnerships with private industry. Models already in practice worldwide show capital and operating funding partnerships relieve some of the burden on federal finances by matching sums with local and state administrations and the private sector while maintaining public control.
While 78 metropolitan areas in the US have identified $240bn is needed in transit investments to expand or create service, it is also obvious that expenditure of that magnitude has to come from non-traditional, non-federal sources. In this context, the transportation agenda of the Obama Administration can be viewed as a two-stage strategy: a short-term action agenda and longer-term policy. A good portion of the short-term action agenda is already known; it is tied to a job stimulus (or 'economic recovery') bill – a $100bn spending package a portion of which (perhaps as much as $25bn) is expected to be dedicated to roads, bridges and other public infrastructure.
With new figures suggesting the typical American can achieve average annual savings of almost $10,000 by taking public transport instead of driving, immediate and significant projects have already received the popular vote. In addition to the Presidential election on 4 November, there were several state and local referendums to increase taxes and put the resulting billions into public transit.
Of 32 ballot measures in 17 states that asked for new or increased taxes or bond issues, 25 passed. Among these is the $9.9bn bond issue to help build the 340km/h high-speed train service from Los Angeles to San Francisco.
Railway job opportunities 2009
How to get on the rail industry job ladderThe railway industry is one that requires a variety of skills. To keep the transport network running requires the skills of all types of engineers (transport, mechanical, electrical, civil and specialist railway infrastructure) as well as drivers, operators, IT personnel, business personnel, customer service personnel, station staff, chefs and a whole host of others. The industry is as diverse as it gets and the likelihood would be that an interested candidate could find a position to suit them.
Jobs with UK rail companies
Rail in the UK includes some of the country's largest employers with EWS (English, Welsh and Scottish Railways), the largest freight operator in the UK, employing over 5,000 people and First Great Western, one of the largest passenger companies, employing 4,500.
However, one of the most important companies in rail in the UK has to be Network Rail, responsible for the entire rail network and many of the stations, employing over 32,000 personnel. Network Rail's many responsibilities include the laying and maintenance of track, installing and maintenance of signalling and providing infrastructure improvements.
There are also many smaller companies to produce and supply a range of equipment for the network, who could also be prospective employers for those looking to get into the railway industry.
Graduate and apprentice recruitment schemes for railway jobs
Many of the larger companies have graduate and apprentice recruitment schemes, which will provide an excellent start for anyone wanting a job in the industry. First Great Western has a dedicated training academy which provides comprehensive training and development for its employees, whether they are graduates or apprentice level. Their courses are recognised by the City & Guilds and the Centre for Rail Skills and will ultimately provide the candidate with national qualifications while they earn and learn. There is also the Leadership Horizons programme, for first line managers, which can lead to a nationally recognised BTEC award in Advanced Leadership.
Network Rail runs a very comprehensive graduate program and has an annual intake of engineers and other graduates on six different schemes including civil engineering, mechanical engineering, electrical engineering, commercial property, finance and general management. The company is looking for graduates who have a minimum of a 2:2 honours degree (with accreditation by one of the recognised institutions) in civil engineering, mechanical engineering, electrical engineering or a land and property management and of course recognised business qualifications. Network Rail does not normally offer sponsorship but is involved in the ICE Quest Scheme for Civil Engineers. Starting salaries would be around £22k to £25k with an additional one-off £3k bonus when you start.
Transport for London is another company worth considering as they control the London Underground rail system. They have graduate training intakes each September in disciplines such as civil engineering, commercial management, electrical engineering and electronic engineering. It is always best to apply early in the year for graduate training as the places tend to fill up rather quickly. So the best advice is to do your research early and then submit your applications in plenty of time to give yourself the best possible choice of opportunities
Jobs with UK rail companies
Rail in the UK includes some of the country's largest employers with EWS (English, Welsh and Scottish Railways), the largest freight operator in the UK, employing over 5,000 people and First Great Western, one of the largest passenger companies, employing 4,500.
However, one of the most important companies in rail in the UK has to be Network Rail, responsible for the entire rail network and many of the stations, employing over 32,000 personnel. Network Rail's many responsibilities include the laying and maintenance of track, installing and maintenance of signalling and providing infrastructure improvements.
There are also many smaller companies to produce and supply a range of equipment for the network, who could also be prospective employers for those looking to get into the railway industry.
Graduate and apprentice recruitment schemes for railway jobs
Many of the larger companies have graduate and apprentice recruitment schemes, which will provide an excellent start for anyone wanting a job in the industry. First Great Western has a dedicated training academy which provides comprehensive training and development for its employees, whether they are graduates or apprentice level. Their courses are recognised by the City & Guilds and the Centre for Rail Skills and will ultimately provide the candidate with national qualifications while they earn and learn. There is also the Leadership Horizons programme, for first line managers, which can lead to a nationally recognised BTEC award in Advanced Leadership.
Network Rail runs a very comprehensive graduate program and has an annual intake of engineers and other graduates on six different schemes including civil engineering, mechanical engineering, electrical engineering, commercial property, finance and general management. The company is looking for graduates who have a minimum of a 2:2 honours degree (with accreditation by one of the recognised institutions) in civil engineering, mechanical engineering, electrical engineering or a land and property management and of course recognised business qualifications. Network Rail does not normally offer sponsorship but is involved in the ICE Quest Scheme for Civil Engineers. Starting salaries would be around £22k to £25k with an additional one-off £3k bonus when you start.
Transport for London is another company worth considering as they control the London Underground rail system. They have graduate training intakes each September in disciplines such as civil engineering, commercial management, electrical engineering and electronic engineering. It is always best to apply early in the year for graduate training as the places tend to fill up rather quickly. So the best advice is to do your research early and then submit your applications in plenty of time to give yourself the best possible choice of opportunities
China railway spend 2009
China says will raise spending on railway construction by 80 percent in 2009 to $88 billion
BEIJING (AP ) — China will raise its spending on railway construction by 80 percent in 2009 to $87.9 billion as part of a stimulus plan to boost domestic demand, state media said Wednesday.
The official Xinhua News Agency said the figure of 600 billion yuan ($87.9 billion) for railway infrastructure projects was announced at a national railway meeting. The country spent $48.35 billion (330 billion yuan) on railway construction in 2008, it said.
The spending is part of a $586 billion (4 trillion yuan) stimulus package announced by the government in November.
Xinhua did not say how much of the spending was new money and how much was previously budgeted.
It quoted Railway Minister Liu Zhijun as saying 3,200 miles (5,148 kilometers) of new lines would be built in 2009.
Five high-speed passenger lines will also go into operation next year, Liu said. Most of the lines are in southern China.
Liu said 70 projects would be started in 2009 as part of a goal of easing a rail transport strain by 2012.
"There could be a historic change in the country's railway transport by 2012. The bottleneck restraints both in passenger and cargo transportation could be removed," Liu was quoted as saying.
Total railway lines could reach 68,000 miles (110,000 kilometers) in 2012, up from 48,500 miles (78,000 kilometers) at the end of 2007.
Xinhua said about 1.46 billion people traveled by rail in 2008, up 10.9 percent from the previous year. About 3.3 billion tons of cargo was delivered by rail in 2008, up 4.9 percent from 2007, it said.
BEIJING (AP ) — China will raise its spending on railway construction by 80 percent in 2009 to $87.9 billion as part of a stimulus plan to boost domestic demand, state media said Wednesday.
The official Xinhua News Agency said the figure of 600 billion yuan ($87.9 billion) for railway infrastructure projects was announced at a national railway meeting. The country spent $48.35 billion (330 billion yuan) on railway construction in 2008, it said.
The spending is part of a $586 billion (4 trillion yuan) stimulus package announced by the government in November.
Xinhua did not say how much of the spending was new money and how much was previously budgeted.
It quoted Railway Minister Liu Zhijun as saying 3,200 miles (5,148 kilometers) of new lines would be built in 2009.
Five high-speed passenger lines will also go into operation next year, Liu said. Most of the lines are in southern China.
Liu said 70 projects would be started in 2009 as part of a goal of easing a rail transport strain by 2012.
"There could be a historic change in the country's railway transport by 2012. The bottleneck restraints both in passenger and cargo transportation could be removed," Liu was quoted as saying.
Total railway lines could reach 68,000 miles (110,000 kilometers) in 2012, up from 48,500 miles (78,000 kilometers) at the end of 2007.
Xinhua said about 1.46 billion people traveled by rail in 2008, up 10.9 percent from the previous year. About 3.3 billion tons of cargo was delivered by rail in 2008, up 4.9 percent from 2007, it said.
The Toenail ridge garden railway
There can't be many people who can say honestly that they bought a house on the basis of its suitability for a garden railway.
We did.
I became interested in Large-scale a number of years ago, after having built a model kit of the General, and then buying an old Lima O-scale train-set at a garage sale.
The Lima was very European, very modern (ie. no coal or steam bits) and very big compared to the N models I was struggling to see at the time.
I had been experimenting with scratch-built O-scale bodies on HO trucks as a kind of psuedo-narrow-gauge, when it hit me that a 1:24th. model built on O-scale trucks would make a nice decoration.
Subsequently, I made a board-by-board model of a free-lance narrow-gauge box-car, mounted on the frame and trucks of the Lima German 90 ft. goods wagon.
It was an eye-opener to find in this scale that the doors could be made to slide and latch, the brake rigging could be modeled instead of just suggested, and that balsa wood planks looked like real wood planks, complete with scale grain and paint absorption.
Needless to say (I know I am speaking to the converted!), the N-scale rapidly got sold off and the Large-scale search was on!
One of the early shocks I'm sure we all experience when moving to G from the little stuff is the sheer cost of it in comparison.
I decided very quickly that this foray into G was going to be more a scratch-building procedure than a purchasing one.
Over a few months, therefore, the balsa box-car was joined by half a dozen other pieces of rolling stock and a very second-hand Bachmann radio-controlled 10-wheeler.
The original box-car had MDC G-scale trucks mounted in place of the O-scale Limas, and they all sat proudly on pressed tin track on top of the bookcases.
About this time, a bushfire threatened our house and property and the decision was made to sell the 15 acres and move back into the suburbs.
The fire was the final decider but we were also tired of the upkeep that a large property requires and also the commuting to work was becoming a strain, and of course, I couldn't find a good, reasonably level spot for a railway.
We began the search for a normal house and property in the suburb closest to our work-place and anyone who has run the gambit of the Open House merry-go-round doesn't need me going into any details here about what the next 6 months were like.
Every place we entered, my wife Kathy would head for the kitchen and I would head for the back yard.
Found some lovely kitchens with lousy yards and lovely yards with lousy kitchens and some with lousy everythings.
Eventually, the ideal place came on the market, perfect kitchen and disused, elevated rear garden
We did.
I became interested in Large-scale a number of years ago, after having built a model kit of the General, and then buying an old Lima O-scale train-set at a garage sale.
The Lima was very European, very modern (ie. no coal or steam bits) and very big compared to the N models I was struggling to see at the time.
I had been experimenting with scratch-built O-scale bodies on HO trucks as a kind of psuedo-narrow-gauge, when it hit me that a 1:24th. model built on O-scale trucks would make a nice decoration.
Subsequently, I made a board-by-board model of a free-lance narrow-gauge box-car, mounted on the frame and trucks of the Lima German 90 ft. goods wagon.
It was an eye-opener to find in this scale that the doors could be made to slide and latch, the brake rigging could be modeled instead of just suggested, and that balsa wood planks looked like real wood planks, complete with scale grain and paint absorption.
Needless to say (I know I am speaking to the converted!), the N-scale rapidly got sold off and the Large-scale search was on!
One of the early shocks I'm sure we all experience when moving to G from the little stuff is the sheer cost of it in comparison.
I decided very quickly that this foray into G was going to be more a scratch-building procedure than a purchasing one.
Over a few months, therefore, the balsa box-car was joined by half a dozen other pieces of rolling stock and a very second-hand Bachmann radio-controlled 10-wheeler.
The original box-car had MDC G-scale trucks mounted in place of the O-scale Limas, and they all sat proudly on pressed tin track on top of the bookcases.
About this time, a bushfire threatened our house and property and the decision was made to sell the 15 acres and move back into the suburbs.
The fire was the final decider but we were also tired of the upkeep that a large property requires and also the commuting to work was becoming a strain, and of course, I couldn't find a good, reasonably level spot for a railway.
We began the search for a normal house and property in the suburb closest to our work-place and anyone who has run the gambit of the Open House merry-go-round doesn't need me going into any details here about what the next 6 months were like.
Every place we entered, my wife Kathy would head for the kitchen and I would head for the back yard.
Found some lovely kitchens with lousy yards and lovely yards with lousy kitchens and some with lousy everythings.
Eventually, the ideal place came on the market, perfect kitchen and disused, elevated rear garden
Railways
Outright purchases and consolidations are supplementing thc "community of interest" in overcoming the disabilities imposed upon the transportation companies by the anti-pooling provisions of the interstate commerce law, and the anti-rate agreement provisions of the anti-trust law. This tendency is not new, but its development just now is certainly noteworthy.
Related Results
Railway wins case against website.(Deutsche Bahn )(Brief Article)
SAUDI ARABIA: SAUDI RAILWAYS 5-YEAR PLAN.(Brief Article)(Statistical Data...
Jack Simmons.(historian of British railways)(Brief Article)(Obituary)
MIDDLE EAST: CONFERENCE OF THE ARAB RAILWAY FEDERATION.(Brief Article)
Railway Supply Institute: one year and counting - supply side - Brief Article Among all of the rumors of consolidations with which the daily papers have been filled during the past week, the only reports positively confirmed are that control of the Central Railroad of New Jersey has been passed to the Reading Company, and that a considerable amount of stock of the Lehigh Valley, formerly owned by the Packer estate and by Lehigh University, has been bought by J.P. Morgan and his associates. Floating rumors point once more to the absorption of the Delaware & Hudson by the New York Central.
That these actual and possible amalgamations involve nothing new in theory or in practice may be repeated with emphasis. Significantly, too, demagogical attacks upon the capital invested in the public service in transportation have not been for a long time less frequent or less persistent. Railroad companies have been uniting with each other ever since the beginning of railway history. Capitalists have invested without number in parallel and competing, as well as in connecting, lines. Evidence that such unions of interest have proved detrimental to society is altogether wanting. Indeed, abundant proof exists that the evolution of the railway system up to the present highly concentrated form has constantly promoted economy of service, into the fruits of which economy, as seen in the uninterrupted cheapening of the cost of transportation, the people at large have entered.
Related Results
Railway wins case against website.(Deutsche Bahn )(Brief Article)
SAUDI ARABIA: SAUDI RAILWAYS 5-YEAR PLAN.(Brief Article)(Statistical Data...
Jack Simmons.(historian of British railways)(Brief Article)(Obituary)
MIDDLE EAST: CONFERENCE OF THE ARAB RAILWAY FEDERATION.(Brief Article)
Railway Supply Institute: one year and counting - supply side - Brief Article Among all of the rumors of consolidations with which the daily papers have been filled during the past week, the only reports positively confirmed are that control of the Central Railroad of New Jersey has been passed to the Reading Company, and that a considerable amount of stock of the Lehigh Valley, formerly owned by the Packer estate and by Lehigh University, has been bought by J.P. Morgan and his associates. Floating rumors point once more to the absorption of the Delaware & Hudson by the New York Central.
That these actual and possible amalgamations involve nothing new in theory or in practice may be repeated with emphasis. Significantly, too, demagogical attacks upon the capital invested in the public service in transportation have not been for a long time less frequent or less persistent. Railroad companies have been uniting with each other ever since the beginning of railway history. Capitalists have invested without number in parallel and competing, as well as in connecting, lines. Evidence that such unions of interest have proved detrimental to society is altogether wanting. Indeed, abundant proof exists that the evolution of the railway system up to the present highly concentrated form has constantly promoted economy of service, into the fruits of which economy, as seen in the uninterrupted cheapening of the cost of transportation, the people at large have entered.
New Delhi Railway Tenders
NEW DELHI: The Centre's policy of providing reservation to Scheduled Castes, Scheduled Tribes, Other Backward Classes and minorities in commercial contracts has come under Supreme Court scanner. The apex court has asked the Centre to explain why preferential treatment
A Bench comprising Justice BN Agrawal and Justice PP Naolekar on Monday admitted a petition challenging the government's preferential treatment to such groups in the name of affirmative action while awarding catering tenders within the world's largest commercial and utility employer. The court issued notices to the Centre and others on the plea of Railway Catering Contractors' Association.
The court also directed continuation of its interim order. It had restrained the railway authorities from finalising the tenders. However, they could invite the bidding. Senior counsel Harish Salve, who appeared for the petitioner association, termed the government policy of extending reservation on matters of purely commercial transaction as "illegal and unconstitutional".
The court wanted to know from Attorney General, Milon K Banerjee, who represented the Centre, that under which provision of the Constitution, the government was going ahead with its reservation policy concerning purely commercial transactions. The court then glanced through the constitutional provisions that deal with government power on quotas. But it wondered if such a policy can be extended in the economic realm.
"Article 16 provides for reservation in public employment. Article 15 (5) deals with policy of reservation in education. Similarly, the state is empowered to come up with special provision for the advancement for SCs, STs and OBCs," the SC noted. "But does awarding of commercial contracts fall within any of the above-mentioned articles?" it asked.
Furthermore, the court took exception to the policy of reservation to the minorities in the government's commercial transactions. "Under which constitutional provision, you (Centre) are giving preferential treatment to minorities in commercial matters?" the court sought to know from the country's top law official.
When the AG replied that the government contracts were related to the services, the court said services and matters related to services were two different things. The AG also cited the Bombay High Court verdict relating to the dismissal of the plea of the appellant association. The court maintained that the issue had come up before it perhaps for the first time, as pointed out by Salve, and it wanted to know which constitutional provision allows reservation on commercial matters.
Following the query, the AG sought time to file reply. The court granted six weeks to the Centre and others while admitting the petition. Mr Salve then drew to the court's attention that the issue in question was significant and has come up for the first time before it. Though Balco case has economic undertones, it's mainly confined to the mining matter, Mr Salve contended.
A Bench comprising Justice BN Agrawal and Justice PP Naolekar on Monday admitted a petition challenging the government's preferential treatment to such groups in the name of affirmative action while awarding catering tenders within the world's largest commercial and utility employer. The court issued notices to the Centre and others on the plea of Railway Catering Contractors' Association.
The court also directed continuation of its interim order. It had restrained the railway authorities from finalising the tenders. However, they could invite the bidding. Senior counsel Harish Salve, who appeared for the petitioner association, termed the government policy of extending reservation on matters of purely commercial transaction as "illegal and unconstitutional".
The court wanted to know from Attorney General, Milon K Banerjee, who represented the Centre, that under which provision of the Constitution, the government was going ahead with its reservation policy concerning purely commercial transactions. The court then glanced through the constitutional provisions that deal with government power on quotas. But it wondered if such a policy can be extended in the economic realm.
"Article 16 provides for reservation in public employment. Article 15 (5) deals with policy of reservation in education. Similarly, the state is empowered to come up with special provision for the advancement for SCs, STs and OBCs," the SC noted. "But does awarding of commercial contracts fall within any of the above-mentioned articles?" it asked.
Furthermore, the court took exception to the policy of reservation to the minorities in the government's commercial transactions. "Under which constitutional provision, you (Centre) are giving preferential treatment to minorities in commercial matters?" the court sought to know from the country's top law official.
When the AG replied that the government contracts were related to the services, the court said services and matters related to services were two different things. The AG also cited the Bombay High Court verdict relating to the dismissal of the plea of the appellant association. The court maintained that the issue had come up before it perhaps for the first time, as pointed out by Salve, and it wanted to know which constitutional provision allows reservation on commercial matters.
Following the query, the AG sought time to file reply. The court granted six weeks to the Centre and others while admitting the petition. Mr Salve then drew to the court's attention that the issue in question was significant and has come up for the first time before it. Though Balco case has economic undertones, it's mainly confined to the mining matter, Mr Salve contended.
Railway Construction
The North Luzon railway, currently under construction from Metro Manila to Northern Luzon, is essential and necessary to the economic progress and prosperity of the Philippines, said Arsenio M. Bartolome III, President and Chief Executive of North Luzon Railways Corporation (Northrail).
He appealed to the public to support the project as it would benefit millions of Filipinos, including commuters, farmers, traders, workers and students, who would profit from the cheap and fast mass transportation system.
Bartolome explained that once Northrail becomes operational, it would accomplish four objectives: 1) it would provide fast, cheap and reliable mass transport services for passengers and goods from Metro Manila to Northern Luzon; 2) it would enhance and accelerate the development and growth of Central and Northern Luzon; 3), it would decongest motorized traffic in Metro Manila; and 4), it would provide linkages to the MRT and LRT light rail systems.
Bartolome added that the construction of the railway would also afford employment to hundreds of Filipinos, and benefit thousands of farmers by providing them with cheap access to markets.
Bartolome said that the Northrail was conceptualized in 1994 during the term of President Fidel Ramos. But it was only during the term of President Gloria Macapagal Arroyo when the project was firmed up with the signing of an executive agreement with the Peoples' Republic of China.
Under the agreement, the PROC shall design, supply and construct Phase 1 of the Northrail project. PROC designated China National Machinery and Equipment Corp (CNMEG) to handle the design, supply and construction of the project while the Export Import Bank of China takes care of its financing. Contracts and loan agreements have been finalized and signed and the construction has begun last month.
The project is divided into four phases -- Phase 1 from Caloocan to Clark Field, Pampanga; Phase 2 from Clark Field to Subic Bay; phase 3 from Caloocan to Fort Bonifacio, Taguig City, and Phase 4 from Clark Field, Pampanga to San Fernando, La Union.
According to Bartolome, Northrail will utilize the existing right of way of the Philippine National Railway (PNR) from Caloocan all the way to San Fernando, La Union. This right of way of PNR had been abandoned for more than 30 years.
Bartolome commended the National Housing Authority under the leadership of Vice President Noli de Castro for effectively and efficiently clearing all the informal settlers on the PNR right of way from Caloocan to Malolos, paving the way for the start of the construction. He described the two phases of the construction as follows:
Phase 1 is subdivided into two sections, namely, section 1 from Caloocan to Malolos, and section 2 from Malolos to Clark Field, Pampanga. The project cost for Section 1 is $ 421 million while Section 2 would cost $ 586 million.
The track length from Caloocan to Malolos is 32.5 kilometers with six stations located in Caloocan, Valenzuela, Marilao, Bocaue, Guiginto, Malolos. Travelling time will be cut to 30 minutes. It will be used by 19 diesel multiple units which are upgradeable to electric multiple units. Some 125,000 are expected to use the trains for the first months. Expected completion is the first semester or 2010.
Section 2 from Malolos to Clark Field Pampanga, will cover a distance is 51.5 kilometers with six stations located Malolos, Calumpit, Apalit, San Fernando, Angeles City and Clark Field. Travelling time is 30 minutes and number of trains is 23 Expected completion is 2011.
He appealed to the public to support the project as it would benefit millions of Filipinos, including commuters, farmers, traders, workers and students, who would profit from the cheap and fast mass transportation system.
Bartolome explained that once Northrail becomes operational, it would accomplish four objectives: 1) it would provide fast, cheap and reliable mass transport services for passengers and goods from Metro Manila to Northern Luzon; 2) it would enhance and accelerate the development and growth of Central and Northern Luzon; 3), it would decongest motorized traffic in Metro Manila; and 4), it would provide linkages to the MRT and LRT light rail systems.
Bartolome added that the construction of the railway would also afford employment to hundreds of Filipinos, and benefit thousands of farmers by providing them with cheap access to markets.
Bartolome said that the Northrail was conceptualized in 1994 during the term of President Fidel Ramos. But it was only during the term of President Gloria Macapagal Arroyo when the project was firmed up with the signing of an executive agreement with the Peoples' Republic of China.
Under the agreement, the PROC shall design, supply and construct Phase 1 of the Northrail project. PROC designated China National Machinery and Equipment Corp (CNMEG) to handle the design, supply and construction of the project while the Export Import Bank of China takes care of its financing. Contracts and loan agreements have been finalized and signed and the construction has begun last month.
The project is divided into four phases -- Phase 1 from Caloocan to Clark Field, Pampanga; Phase 2 from Clark Field to Subic Bay; phase 3 from Caloocan to Fort Bonifacio, Taguig City, and Phase 4 from Clark Field, Pampanga to San Fernando, La Union.
According to Bartolome, Northrail will utilize the existing right of way of the Philippine National Railway (PNR) from Caloocan all the way to San Fernando, La Union. This right of way of PNR had been abandoned for more than 30 years.
Bartolome commended the National Housing Authority under the leadership of Vice President Noli de Castro for effectively and efficiently clearing all the informal settlers on the PNR right of way from Caloocan to Malolos, paving the way for the start of the construction. He described the two phases of the construction as follows:
Phase 1 is subdivided into two sections, namely, section 1 from Caloocan to Malolos, and section 2 from Malolos to Clark Field, Pampanga. The project cost for Section 1 is $ 421 million while Section 2 would cost $ 586 million.
The track length from Caloocan to Malolos is 32.5 kilometers with six stations located in Caloocan, Valenzuela, Marilao, Bocaue, Guiginto, Malolos. Travelling time will be cut to 30 minutes. It will be used by 19 diesel multiple units which are upgradeable to electric multiple units. Some 125,000 are expected to use the trains for the first months. Expected completion is the first semester or 2010.
Section 2 from Malolos to Clark Field Pampanga, will cover a distance is 51.5 kilometers with six stations located Malolos, Calumpit, Apalit, San Fernando, Angeles City and Clark Field. Travelling time is 30 minutes and number of trains is 23 Expected completion is 2011.
Wednesday, 17 December 2008
Rail Prospects for 2009
The UK Rail Industry - Job Prospects for 2009
Everyone who rides the rails knows things have not been the same since efforts have been made towards privatisation. In a scramble to make things work, companies have been struggling to find qualified workers to help run a smoother and safer system. Rail jobs in the UK have become one of the fastest growing needs to fill.
Parliament has created policies which allowed an investment towards upgrading the rail infrastructure throughout the United Kingdom in 2008. This has forced the creation of new rail jobs, many with fantastic opportunities for those interested in pursuing a career within the transportation sector.
The rail industry is in a tough position when it comes to finding qualified engineers and construction workers who contribute to a safe and reliable rail network. Jobs in the rail industry cover a wide range of skills and talents from janitorial and ticket agents to engineering and management.
Professional, technical, managerial and supervisory personnel are needed by the industry to train operators, consultancies, contractors and manufacturing companies to help the rail system safely function. These positions require advance degrees and some level of experience. Although university graduates can start out in some entry-level positions in management, the greatest need is for engineers, particularly with some experience.
Ever since the London rail bombings, there is a greater need for security and it creates a niche for those who can serve as safety agents prepared to deal with emergency and/or criminal situations. These positions are ideal for former military enlistees who have served in some form of security.
People are also needed to help maintain the structure and integrity of the rail system. Construction on the rail lines is an ongoing need to assure the safety of the trains running on the tracks and that the trains are in perfect order. With a bit of mechanical or construction background, you might find a position working outdoors on the rails.
Customer service issues rank as one of the biggest complaints for riders. Rail companies are in dire need of professional ticket agents who can process ticket purchases in a speedy and courteous manner. These agents also need to be prepared to handle questions and complaints without putting off the customers. It does not take an advance degree to fulfill the requirements, but it does take dedication.
For young people just out of school, janitorial and minor maintenance work at the rail station can lead to greater opportunities later within the industry. Stations need to be kept clean and safe which require a bit of effort that does not take a lot of skills or require a university education.
If you are looking for a job, consider the great opportunities offered in the rail industry. This is a career path that is going to be in high demand for a long time.
Everyone who rides the rails knows things have not been the same since efforts have been made towards privatisation. In a scramble to make things work, companies have been struggling to find qualified workers to help run a smoother and safer system. Rail jobs in the UK have become one of the fastest growing needs to fill.
Parliament has created policies which allowed an investment towards upgrading the rail infrastructure throughout the United Kingdom in 2008. This has forced the creation of new rail jobs, many with fantastic opportunities for those interested in pursuing a career within the transportation sector.
The rail industry is in a tough position when it comes to finding qualified engineers and construction workers who contribute to a safe and reliable rail network. Jobs in the rail industry cover a wide range of skills and talents from janitorial and ticket agents to engineering and management.
Professional, technical, managerial and supervisory personnel are needed by the industry to train operators, consultancies, contractors and manufacturing companies to help the rail system safely function. These positions require advance degrees and some level of experience. Although university graduates can start out in some entry-level positions in management, the greatest need is for engineers, particularly with some experience.
Ever since the London rail bombings, there is a greater need for security and it creates a niche for those who can serve as safety agents prepared to deal with emergency and/or criminal situations. These positions are ideal for former military enlistees who have served in some form of security.
People are also needed to help maintain the structure and integrity of the rail system. Construction on the rail lines is an ongoing need to assure the safety of the trains running on the tracks and that the trains are in perfect order. With a bit of mechanical or construction background, you might find a position working outdoors on the rails.
Customer service issues rank as one of the biggest complaints for riders. Rail companies are in dire need of professional ticket agents who can process ticket purchases in a speedy and courteous manner. These agents also need to be prepared to handle questions and complaints without putting off the customers. It does not take an advance degree to fulfill the requirements, but it does take dedication.
For young people just out of school, janitorial and minor maintenance work at the rail station can lead to greater opportunities later within the industry. Stations need to be kept clean and safe which require a bit of effort that does not take a lot of skills or require a university education.
If you are looking for a job, consider the great opportunities offered in the rail industry. This is a career path that is going to be in high demand for a long time.
Thursday, 11 December 2008
Russian Railways Rescue
An ambitious plan to rejuvenate Russia’s sprawling and antiquated railways will cost the country hundreds of billions of dollars, and the nation’s rail freight system is leading a hunt for new capital in London with this week’s listing of Globaltrans.
Globaltrans, the second-biggest freight operator after the state-owned Russian Railways (RZD), has tapped the London market for $449 million (£228 million), but its move is only the start of a huge and lengthy fund-raising, according to the Russian Government, which intends to privatise the business of freight carriage, to replace 20,000 locomotives, overhaul a railway network of 84,000km (52,000 miles) and eventually bring private capital into the passenger transport network.
Dealings in Globaltrans stock will begin this week, valuing the company at about $1.5 billion, but further corporate activity is expected later in the year when RZD spins off Trans-container in a public offering. A 15 per cent stake in the freight subsidiary of the national railway was sold to a consortium of investors, including the European Bank for Reconstruction and Development, Moore Capital and GLG, for eight billion roubles (£171 million) and RZD plans to offer a further 30 per cent of the stock in November. First Freight, another freight company from the RZD stable, will be sold off next year.
Russian railway bonds, an icon of Imperial Russia in the 19th century, may soon return as a feature of global capital markets. RZD has approved an 80 billion rouble capital-raising via bonds in the local market, but it has plans to borrow 325 billion roubles by 2010, including $7 billion in overseas markets to fund expansion and upgrading.
Russia’s rail network is the backbone of a country divided by distance. The profitable business of moving the nation’s mineral resources has been lumbered until now with the task of subsidising unprofitable services. RZD reckons that the cost of subsidising the passenger is 53 billion roubles a year. The Government wants to liberate freight, to enable it to invest and improve the commercial infrastructure. Igor Levitin, the Transport Minister, has said that the company needed to raise nine trillion roubles for rail transport to rejuvenate a system that had received no investment for 20 years.
The burden of passenger traffic is huge and, in a three-stage reform programme, it was decided to remove the freight cross-subsidy, to bring private capital into freight transport and to shift the burden of supporting passenger traffic to a direct state subsidy.
The first stage, the creation of a joint stock holding company for OAO Russian Railways (RZD), was completed in 2003. The second stage is under way, with the hiving off of commercial activities, such as freight, into profit-making ventures. The final step is the most complicated and politically difficult, since involves the rejuvenation of the passenger service and solving the subsidy dilemma.
Mr Levitin said that vast distances in Russia made passenger rail transport costly. “The longer you go, the cheaper it is [for passengers] by kilometre,” he said. “The Government is going to have to compensate for this difference.”
Private operators will be brought in to run new high-speed trains on shorter routes that might compete with air traffic, but introducing private capital to passenger transport must wait until after 2015. The priority is to get freight moving more efficiently and profitably. Eighty per cent of freight goes by rail in Russia and 60 per cent of passenger traffic.
Mr Levitin said: “Reform of rail transport is a very challenging task and we could do it faster, but it is the backbone and blood vessels of the country. There must not be hesitation, but we must not make mistakes.”
Globaltrans, the second-biggest freight operator after the state-owned Russian Railways (RZD), has tapped the London market for $449 million (£228 million), but its move is only the start of a huge and lengthy fund-raising, according to the Russian Government, which intends to privatise the business of freight carriage, to replace 20,000 locomotives, overhaul a railway network of 84,000km (52,000 miles) and eventually bring private capital into the passenger transport network.
Dealings in Globaltrans stock will begin this week, valuing the company at about $1.5 billion, but further corporate activity is expected later in the year when RZD spins off Trans-container in a public offering. A 15 per cent stake in the freight subsidiary of the national railway was sold to a consortium of investors, including the European Bank for Reconstruction and Development, Moore Capital and GLG, for eight billion roubles (£171 million) and RZD plans to offer a further 30 per cent of the stock in November. First Freight, another freight company from the RZD stable, will be sold off next year.
Russian railway bonds, an icon of Imperial Russia in the 19th century, may soon return as a feature of global capital markets. RZD has approved an 80 billion rouble capital-raising via bonds in the local market, but it has plans to borrow 325 billion roubles by 2010, including $7 billion in overseas markets to fund expansion and upgrading.
Russia’s rail network is the backbone of a country divided by distance. The profitable business of moving the nation’s mineral resources has been lumbered until now with the task of subsidising unprofitable services. RZD reckons that the cost of subsidising the passenger is 53 billion roubles a year. The Government wants to liberate freight, to enable it to invest and improve the commercial infrastructure. Igor Levitin, the Transport Minister, has said that the company needed to raise nine trillion roubles for rail transport to rejuvenate a system that had received no investment for 20 years.
The burden of passenger traffic is huge and, in a three-stage reform programme, it was decided to remove the freight cross-subsidy, to bring private capital into freight transport and to shift the burden of supporting passenger traffic to a direct state subsidy.
The first stage, the creation of a joint stock holding company for OAO Russian Railways (RZD), was completed in 2003. The second stage is under way, with the hiving off of commercial activities, such as freight, into profit-making ventures. The final step is the most complicated and politically difficult, since involves the rejuvenation of the passenger service and solving the subsidy dilemma.
Mr Levitin said that vast distances in Russia made passenger rail transport costly. “The longer you go, the cheaper it is [for passengers] by kilometre,” he said. “The Government is going to have to compensate for this difference.”
Private operators will be brought in to run new high-speed trains on shorter routes that might compete with air traffic, but introducing private capital to passenger transport must wait until after 2015. The priority is to get freight moving more efficiently and profitably. Eighty per cent of freight goes by rail in Russia and 60 per cent of passenger traffic.
Mr Levitin said: “Reform of rail transport is a very challenging task and we could do it faster, but it is the backbone and blood vessels of the country. There must not be hesitation, but we must not make mistakes.”
Rescuing The Railways
Sir, Currently, in real terms, the £5 billion total cost to the State of funding the railways is more than three times greater than that of the former nationalised British Rail (report, Nov 22). This financial commitment is unsustainable and passenger fares must continue to increase. Already, the Government has shifted a considerable burden of funding to the rail traveller. Within the next six years passengers who currently contribute 50 per cent of the cost of operating the railways will see their contribution increase to more than 67 per cent.
Many train operators, especially in the South East, obtained their franchises based on highly optimistic levels of predicted growth in passenger numbers. Most of these train companies have high fixed costs and are unable to reduce their main costs either quickly or meaningfully in an economic downturn. In a recession, the loss of a relatively small volume of commuter and leisure traffic will result in significant trading losses for train operating companies.
The recession in the early 1990s provided evidence of how relatively small declines in passenger numbers can rapidly hit the bottom line. If the present economic turmoil becomes deeper than previous recessions then it is likely that it will be the rail passenger — and not the Government — that will foot a financial rescue package for the train operators.
John Stittle
Essex Business School
The Times
Many train operators, especially in the South East, obtained their franchises based on highly optimistic levels of predicted growth in passenger numbers. Most of these train companies have high fixed costs and are unable to reduce their main costs either quickly or meaningfully in an economic downturn. In a recession, the loss of a relatively small volume of commuter and leisure traffic will result in significant trading losses for train operating companies.
The recession in the early 1990s provided evidence of how relatively small declines in passenger numbers can rapidly hit the bottom line. If the present economic turmoil becomes deeper than previous recessions then it is likely that it will be the rail passenger — and not the Government — that will foot a financial rescue package for the train operators.
John Stittle
Essex Business School
The Times
Dissatisfied Rail Service users
I commute daily to London from Peterborough and although it is my choice to do so, I do it to earn a living. I feel commuters and rail passengers are held to ransom by the rail companies as they know they have a captive audience. The fare for me has just increased to over £600 per month. I have to pay this fare regardless as to whether I get a seat or not. My feeling is that if you buy a ticket, you should buy a seat. Rail travel in Britain is hugely more expensive than in France, Italy and even Switzerland. In Italy last year I travelled the equivalent distance that I travel here daily for £11 return! The train was on time, clean and was an express. The reason being of course that Trenitalia is subsidised. Public services should not be run for profit, they are an essential part of a civilised society. The maintenance work that has just been done over the Christmas period is long overdue but were not done without the shareholders taking their cut first of course.
Stephen Palmer, Peterborough, Cambridgeshire
Railwasy -"company structure, which can then be held financially accountable for any failures" - it is the shareholders not the passengers who would benefit or lose. I am a customer of the railways companies but have no say whatsoever.
Jane Fleming, Whittlesey, CAMBRIDGESHIRE
Stephen Palmer, Peterborough, Cambridgeshire
Railwasy -"company structure, which can then be held financially accountable for any failures" - it is the shareholders not the passengers who would benefit or lose. I am a customer of the railways companies but have no say whatsoever.
Jane Fleming, Whittlesey, CAMBRIDGESHIRE
Look after the Railways
Sir, I am surprised at the lack of comment from government ministers over the recent fiascos at Rugby and Liverpool Street (report, Jan 3). This is in contrast to the manner in which the Government spoke out whenever Railtrack failed in its duty.
Perhaps there is some embarrassment that the Government’s own creation is proving to be so incompetent and a dawning realisation that if you create a “not for profit” company there is no way that you can punish it by hitting shareholders through a financial penalty — any penalty will only reduce the funds available for improvements and repairs.
Come on, ministers, face up to your responsibilities and integrate track and operations through the private company structure, which can then be held financially accountable for any failures and rewarded for success.
Brian Noton
Cowbridge, Glamorgan
Sir, On Wednesday I returned to work to find Liverpool Street station closed and all trains terminating at Stratford, where our train arrived 50 minutes late because of the difficulty of turning trains around there. Our driver informed us that the police were limiting the number of trains at Stratford because of overcrowding, and when we finally got there we concluded that the police were not wrong.
This is the station that in four years’ time will have to cope with crowds exceeding even the weekly rush hour. It is surely not a moment too soon for those responsible to set about enabling Stratford station to do just that, to prevent the London Olympics from turning into a travellers’ nightmare.
Hazel R. Morgan
Witham, Essex
Sir, In the internet age, the concept of shuttling workers hundreds of miles back and forth every day is ludicrous. No one “forces” commuters to commute, and train operators are entitled to charge the best market rate they can get.
Let’s phase out subsidies and let prices rip: employers can then decide whether they want to provide workspaces where people live, or pay their employees enough to live where the work is.
Ian Morrison
Wareham, Dorset
Sir, The railways need to be on a level playing field with other forms of transport.
A coach pays £165 a year in road fund licence for which it has access to a maintained, improved and policed infrastructure. If a single passenger rail carriage of similar size paid the same sum for access to the rail infrastructure would any further subsidy be required?
Better still, the electric car pays no road licence or tax on the fuel it uses but still has access to the whole of the road infrastructure on environmental grounds, so presumably an electric train should make no contribution at all.
David Crick
Barnstaple, Devon
Sir, Roger Lewis attributes the success of Chiltern Railways to the former “investment by BR in the early 1990s” (Jan 3). He is mistaken. Chiltern’s performance is the consequence of its own massive investment in redoubling track (reduced to single by BR), rebuilt and new stations, and good management that cares for trains and motivates its staff, communicates with customers and negotiates with skill the minefield of Network Rail and the DfT.
Geoffrey Holroyde
Warwick
Sir, How nice to read the words “railways” and “renationalisation” on your front page (Jan 4). The idiocy of having one company manage the trains and another manage the tracks was obvious to the layman from the word go. I never thought I would say it, but come back British Rail, all is forgiven.
Jo Rees
Cheltenham
Perhaps there is some embarrassment that the Government’s own creation is proving to be so incompetent and a dawning realisation that if you create a “not for profit” company there is no way that you can punish it by hitting shareholders through a financial penalty — any penalty will only reduce the funds available for improvements and repairs.
Come on, ministers, face up to your responsibilities and integrate track and operations through the private company structure, which can then be held financially accountable for any failures and rewarded for success.
Brian Noton
Cowbridge, Glamorgan
Sir, On Wednesday I returned to work to find Liverpool Street station closed and all trains terminating at Stratford, where our train arrived 50 minutes late because of the difficulty of turning trains around there. Our driver informed us that the police were limiting the number of trains at Stratford because of overcrowding, and when we finally got there we concluded that the police were not wrong.
This is the station that in four years’ time will have to cope with crowds exceeding even the weekly rush hour. It is surely not a moment too soon for those responsible to set about enabling Stratford station to do just that, to prevent the London Olympics from turning into a travellers’ nightmare.
Hazel R. Morgan
Witham, Essex
Sir, In the internet age, the concept of shuttling workers hundreds of miles back and forth every day is ludicrous. No one “forces” commuters to commute, and train operators are entitled to charge the best market rate they can get.
Let’s phase out subsidies and let prices rip: employers can then decide whether they want to provide workspaces where people live, or pay their employees enough to live where the work is.
Ian Morrison
Wareham, Dorset
Sir, The railways need to be on a level playing field with other forms of transport.
A coach pays £165 a year in road fund licence for which it has access to a maintained, improved and policed infrastructure. If a single passenger rail carriage of similar size paid the same sum for access to the rail infrastructure would any further subsidy be required?
Better still, the electric car pays no road licence or tax on the fuel it uses but still has access to the whole of the road infrastructure on environmental grounds, so presumably an electric train should make no contribution at all.
David Crick
Barnstaple, Devon
Sir, Roger Lewis attributes the success of Chiltern Railways to the former “investment by BR in the early 1990s” (Jan 3). He is mistaken. Chiltern’s performance is the consequence of its own massive investment in redoubling track (reduced to single by BR), rebuilt and new stations, and good management that cares for trains and motivates its staff, communicates with customers and negotiates with skill the minefield of Network Rail and the DfT.
Geoffrey Holroyde
Warwick
Sir, How nice to read the words “railways” and “renationalisation” on your front page (Jan 4). The idiocy of having one company manage the trains and another manage the tracks was obvious to the layman from the word go. I never thought I would say it, but come back British Rail, all is forgiven.
Jo Rees
Cheltenham
King of Tracks
If you get on an early-morning train somewhere on the Oxford line and notice a crop-haired man in a train worker’s jacket sinking a little lower in his seat, you’re probably squashed next to the head of Britain’s rail network.
Iain Coucher wears his Network Rail coat, with a badge displaying his name and title, whenever he travels. “If you don’t believe me, look, here’s my iPod,” he says, emptying the pockets of the anorak hanging on the back of his executive chair.
It’s brave, because only a few months after he became chief executive, the company had a PR disaster. Tens of thousands of passengers were left without trains on the West Coast line because Network Rail couldn’t finish repairs in time.
Mr Coucher, whose organisation demands £5 billion of taxpayers’ money a year, will receive the biggest public questioning of his life in front of MPs in the next few days.
He says that when commuters nobble him on the train, their attitude is . . . what? Tearful? Hostile? Violent? No, he says: “Sympathetic.”
What? They don’t complain, not even since the new year fiasco?
“No, no, they don’t complain.” This is hard to believe. “Honestly, I kid you not. A couple of people will say, ‘I’ve had disrupted journeys’.” And here he recounts being on a train down from Bolton last week, which came to a grinding halt.
“The driver spoke about a signalling problem. In reality, we were actually held there because we had reports of vandals putting stuff on the track, and we wanted to make sure it had been cleared. So when I spoke to them, they went, ‘Thank you very much for explaining, now I understand. Can you tell me about the works on the West Coast? When are they going to be completed?’.”
They talk of “disrupted journeys” rather than complain – through the sheer steely force of his character Mr Coucher manages to transform what sounds like a grumble into a vote of support.
It is a talent that will serve him well in the coming weeks as, after the honeymoon years when everyone was just so pleased they were better than the old Railtrack, Mr Coucher is coming under fire from all sides.
His task is to drag a Victorian system into the 21st century, making Britain a greener, faster, prouder nation. Fans say this driven “hard man” (“I’m ambitious, I’m driven, I like to push people hard”) is one of the few people forceful enough for this challenge, but he can also be just as dogmatic in his resistance to radical change.
On a rail map of Britain on his wall, his 12-year-old son has written his father’s job description in felt tip, “King of Tracks/Dad”.
Yet our King of the Tracks is an unlikely railwayman, arriving almost by chance via aviation and IT: he rides a mountain bike, and confesses to sometimes driving home in his Aston Martin.
As a boy he preferred Airfix planes to train sets, never wanted to be an engine driver, and the closest he came to feeling that trainspotter tingle was illegally jumping across the tracks that ran near the back of his home in Leeds.
“Like many kids, I was bored, I found myself playing on the railways. Only now do I realise the danger of doing so.”
Does he love trains? “I’ve learnt to love them . . . It’s now reaching a point where we are seeing a genuine renaissance in rail. For the past 50 years or so, it was an industry which wasn’t going anywhere, and now we’re combining the heritage and legacy that we’ve got, a proud history of huge great bridges and stations and saying, ‘Actually, we’re going to build something new and better’.”
On the back of his office door are lots of drawings that his children have done of trains, all with plumes of smoke.
“They say choo-choo, and they go clackety-clack, which of course trains don’t do these days. They have never seen a steam train as far as I know, but they still like to draw steam coming out of trains. It’s a little thing that makes me smile.”
So his children didn’t learn that the sounds trains emit is not choo-choo but “we’re sorry for the delays”?
“No because there’s never any delays,” he says with a wry smile – delays, have, admittedly, fallen dramatically.
Later, when one of us complains that a romantic weekend was spoilt by an eternal rain journey, he jokes about providing “quality time”.
He’s mostly deadly serious about modernising. “Because we’ve got such a huge demand for railway now, we need to do things differently. We now need to run railways every single day of the week, we need to run them on Christmas Day and Boxing Day.
“We have traditionally taken weekends and Bank Holidays to do engineering work, but we know that there is demand to use the railways 365 days a year so we’ve got to change what we do and how we do it, and find ways in which we can do both: improve the railway, invest in the railway; and allow people to use it later at night, earlier in the morning, Bank Holidays and weekends.” It sounds as if he is planning to put the trains on his own relentless work schedule.
He gets up at 6am in his London pad, at which time he will, most mornings, be greeted by a call telling him of problems on their 22,000 miles of track. Anything serious, they’ll wake him in the night. He works until 8pm, and goes home to his family in Banbury only on Wednesday nights and weekends.
“I’m sure that my family would like to see me more, but I try to make the most of what time I have with them.” When things go wrong, as with this new year, journalists camp outside his home: “It’s difficult on the family.”
Meanwhile, Mr Coucher was hauled in to see the Transport Secretary, Ruth Kelly, recently. Was she furious? “I’m not going to say exactly the mood of the meeting, but it was – you know, we let the passengers down, we let our stakeholders down, and we resolved to make sure that doesn’t happen again. But, yeah, it was serious stuff.”
Some were surprised that Mr Coucher was not more visible during that crisis. What they did not know was that just as the news broke, his father died. When we ask about it, he says: “I don’t want people to use that as an excuse.”
Once, he said that his job was the most thankless in Britain. “Sometimes it feels like that,” he says. “It can be a thankless task, because we are measured against perfection.
“For us, if everything goes perfectly, everybody’s happy, but sadly we’re such a large railway, moving parts, so many things going on in any one day, roughly 10 per cent of the trains will be late. With three million people travelling every day, that’s a lot of people that can be affected. So, you know, always, at some part of the country, that somebody’s going to be upset.
“But,” he says quickly, aware he has become downbeat, “we’ve made a huge difference in what we do, which in itself is translated into a much better railway for people who use it every single day, so that side is very rewarding.
“It’s a great challenge, and I’ve always been attracted by challenges and seemingly impossible jobs, and this is one of those.”
Is his determination blinding him to the need for change? Over the new year he said that the disruptions were “inexcusable” – a nod, perhaps to the weariness train users have with endless and sometimes farcical excuses for train delays. In the intervening weeks he seems to have mustered his, well, excuses.
Of course, “with hindsight”, he would have done things differently, and he’s very sorry, but the project was huge, the timescale was short, etc, etc. He excuses himself at length without addressing the reasons for his failure.
He hopes that MPs will give him an “objective and fair hearing”, but instead they may challenge him on greater reform.
What about changing the strange, nonaccountable nature of Network Rail’s board?
“The last thing that this industry can need is fundamental change. We have got too big an agenda now, that the passengers need investment, we need to get on and do that, quickly and efficiently without having to constantly reexamine structures and . . . We can’t hang around, there’s a lot of work to be done.”
What about experimenting with a company owning track and trains? “The last thing this industry needs is radical restructuring and change. The passengers won’t see a better railway for it, it won’t save any money, it won’t make it any safer and it won’t make it perform better . . . Change will be the enemy of the passenger.”
Mr Coucher may be the man with a great, Victorian-scale vision, for a second age of the train. But first he has to get on friendly terms with change.
Iain Coucher wears his Network Rail coat, with a badge displaying his name and title, whenever he travels. “If you don’t believe me, look, here’s my iPod,” he says, emptying the pockets of the anorak hanging on the back of his executive chair.
It’s brave, because only a few months after he became chief executive, the company had a PR disaster. Tens of thousands of passengers were left without trains on the West Coast line because Network Rail couldn’t finish repairs in time.
Mr Coucher, whose organisation demands £5 billion of taxpayers’ money a year, will receive the biggest public questioning of his life in front of MPs in the next few days.
He says that when commuters nobble him on the train, their attitude is . . . what? Tearful? Hostile? Violent? No, he says: “Sympathetic.”
What? They don’t complain, not even since the new year fiasco?
“No, no, they don’t complain.” This is hard to believe. “Honestly, I kid you not. A couple of people will say, ‘I’ve had disrupted journeys’.” And here he recounts being on a train down from Bolton last week, which came to a grinding halt.
“The driver spoke about a signalling problem. In reality, we were actually held there because we had reports of vandals putting stuff on the track, and we wanted to make sure it had been cleared. So when I spoke to them, they went, ‘Thank you very much for explaining, now I understand. Can you tell me about the works on the West Coast? When are they going to be completed?’.”
They talk of “disrupted journeys” rather than complain – through the sheer steely force of his character Mr Coucher manages to transform what sounds like a grumble into a vote of support.
It is a talent that will serve him well in the coming weeks as, after the honeymoon years when everyone was just so pleased they were better than the old Railtrack, Mr Coucher is coming under fire from all sides.
His task is to drag a Victorian system into the 21st century, making Britain a greener, faster, prouder nation. Fans say this driven “hard man” (“I’m ambitious, I’m driven, I like to push people hard”) is one of the few people forceful enough for this challenge, but he can also be just as dogmatic in his resistance to radical change.
On a rail map of Britain on his wall, his 12-year-old son has written his father’s job description in felt tip, “King of Tracks/Dad”.
Yet our King of the Tracks is an unlikely railwayman, arriving almost by chance via aviation and IT: he rides a mountain bike, and confesses to sometimes driving home in his Aston Martin.
As a boy he preferred Airfix planes to train sets, never wanted to be an engine driver, and the closest he came to feeling that trainspotter tingle was illegally jumping across the tracks that ran near the back of his home in Leeds.
“Like many kids, I was bored, I found myself playing on the railways. Only now do I realise the danger of doing so.”
Does he love trains? “I’ve learnt to love them . . . It’s now reaching a point where we are seeing a genuine renaissance in rail. For the past 50 years or so, it was an industry which wasn’t going anywhere, and now we’re combining the heritage and legacy that we’ve got, a proud history of huge great bridges and stations and saying, ‘Actually, we’re going to build something new and better’.”
On the back of his office door are lots of drawings that his children have done of trains, all with plumes of smoke.
“They say choo-choo, and they go clackety-clack, which of course trains don’t do these days. They have never seen a steam train as far as I know, but they still like to draw steam coming out of trains. It’s a little thing that makes me smile.”
So his children didn’t learn that the sounds trains emit is not choo-choo but “we’re sorry for the delays”?
“No because there’s never any delays,” he says with a wry smile – delays, have, admittedly, fallen dramatically.
Later, when one of us complains that a romantic weekend was spoilt by an eternal rain journey, he jokes about providing “quality time”.
He’s mostly deadly serious about modernising. “Because we’ve got such a huge demand for railway now, we need to do things differently. We now need to run railways every single day of the week, we need to run them on Christmas Day and Boxing Day.
“We have traditionally taken weekends and Bank Holidays to do engineering work, but we know that there is demand to use the railways 365 days a year so we’ve got to change what we do and how we do it, and find ways in which we can do both: improve the railway, invest in the railway; and allow people to use it later at night, earlier in the morning, Bank Holidays and weekends.” It sounds as if he is planning to put the trains on his own relentless work schedule.
He gets up at 6am in his London pad, at which time he will, most mornings, be greeted by a call telling him of problems on their 22,000 miles of track. Anything serious, they’ll wake him in the night. He works until 8pm, and goes home to his family in Banbury only on Wednesday nights and weekends.
“I’m sure that my family would like to see me more, but I try to make the most of what time I have with them.” When things go wrong, as with this new year, journalists camp outside his home: “It’s difficult on the family.”
Meanwhile, Mr Coucher was hauled in to see the Transport Secretary, Ruth Kelly, recently. Was she furious? “I’m not going to say exactly the mood of the meeting, but it was – you know, we let the passengers down, we let our stakeholders down, and we resolved to make sure that doesn’t happen again. But, yeah, it was serious stuff.”
Some were surprised that Mr Coucher was not more visible during that crisis. What they did not know was that just as the news broke, his father died. When we ask about it, he says: “I don’t want people to use that as an excuse.”
Once, he said that his job was the most thankless in Britain. “Sometimes it feels like that,” he says. “It can be a thankless task, because we are measured against perfection.
“For us, if everything goes perfectly, everybody’s happy, but sadly we’re such a large railway, moving parts, so many things going on in any one day, roughly 10 per cent of the trains will be late. With three million people travelling every day, that’s a lot of people that can be affected. So, you know, always, at some part of the country, that somebody’s going to be upset.
“But,” he says quickly, aware he has become downbeat, “we’ve made a huge difference in what we do, which in itself is translated into a much better railway for people who use it every single day, so that side is very rewarding.
“It’s a great challenge, and I’ve always been attracted by challenges and seemingly impossible jobs, and this is one of those.”
Is his determination blinding him to the need for change? Over the new year he said that the disruptions were “inexcusable” – a nod, perhaps to the weariness train users have with endless and sometimes farcical excuses for train delays. In the intervening weeks he seems to have mustered his, well, excuses.
Of course, “with hindsight”, he would have done things differently, and he’s very sorry, but the project was huge, the timescale was short, etc, etc. He excuses himself at length without addressing the reasons for his failure.
He hopes that MPs will give him an “objective and fair hearing”, but instead they may challenge him on greater reform.
What about changing the strange, nonaccountable nature of Network Rail’s board?
“The last thing that this industry can need is fundamental change. We have got too big an agenda now, that the passengers need investment, we need to get on and do that, quickly and efficiently without having to constantly reexamine structures and . . . We can’t hang around, there’s a lot of work to be done.”
What about experimenting with a company owning track and trains? “The last thing this industry needs is radical restructuring and change. The passengers won’t see a better railway for it, it won’t save any money, it won’t make it any safer and it won’t make it perform better . . . Change will be the enemy of the passenger.”
Mr Coucher may be the man with a great, Victorian-scale vision, for a second age of the train. But first he has to get on friendly terms with change.
Rescuing the Railways
Sir, Currently, in real terms, the £5 billion total cost to the State of funding the railways is more than three times greater than that of the former nationalised British Rail (report, Nov 22). This financial commitment is unsustainable and passenger fares must continue to increase. Already, the Government has shifted a considerable burden of funding to the rail traveller. Within the next six years passengers who currently contribute 50 per cent of the cost of operating the railways will see their contribution increase to more than 67 per cent.
Many train operators, especially in the South East, obtained their franchises based on highly optimistic levels of predicted growth in passenger numbers. Most of these train companies have high fixed costs and are unable to reduce their main costs either quickly or meaningfully in an economic downturn. In a recession, the loss of a relatively small volume of commuter and leisure traffic will result in significant trading losses for train operating companies.
The recession in the early 1990s provided evidence of how relatively small declines in passenger numbers can rapidly hit the bottom line. If the present economic turmoil becomes deeper than previous recessions then it is likely that it will be the rail passenger — and not the Government — that will foot a financial rescue package for the train operators.
John Stittle
Many train operators, especially in the South East, obtained their franchises based on highly optimistic levels of predicted growth in passenger numbers. Most of these train companies have high fixed costs and are unable to reduce their main costs either quickly or meaningfully in an economic downturn. In a recession, the loss of a relatively small volume of commuter and leisure traffic will result in significant trading losses for train operating companies.
The recession in the early 1990s provided evidence of how relatively small declines in passenger numbers can rapidly hit the bottom line. If the present economic turmoil becomes deeper than previous recessions then it is likely that it will be the rail passenger — and not the Government — that will foot a financial rescue package for the train operators.
John Stittle
Wednesday, 10 December 2008
Graduate Careers in the credit crunch
Like the winter weather, the employment landscape seems to be getting steadily bleaker. For students who face the prospect of job-hunting in Britain’s worst recession since the early Nineties, it is likely to mean tough choices.
A year ago, many would have left university to go into highly paid City careers, but the downturn has radically altered their choice of employment, according to a survey of 1,000 final-year undergraduates by TMP Worldwide, a recruitment communications agency and the Association of Graduate Recruiters (AGR) .
Working in the public sector has become much more appealing to graduates – the Civil Service has risen from eighth to fourth-most popular destination and teaching from seventh to sixth. Investment banking has fallen in popularity from second place to ninth (see graphic, right). Accountancy remains the most stable career choice and the finalists’ top choice, regardless of the credit crunch.
“At the moment, graduates are going for what they see as safer career options. It will be interesting to see whether the Civil Service and teaching professions have a problem retaining graduates in two or three years’ time,” Neil Harrison, the head of research and planning at TMP Worldwide, said.
Top 100 Graduate employers: Transport for London
The drop in graduates’ confidence has been rapid. When the AGR undertook the same survey in April, 55 per cent said that they were “very confident” of finding a job. Now only 10 per cent are very confident. Almost half say that they are not confident.
Undergraduates who might once have turned up at the university career service brandishing their degree certificate are being forced to be more proactive, Mr Harrison said. “People are getting their applications in earlier and spreading the net wider.” About 4 per cent admitted to embellishing their CVs in order to get a job, he said.
Two thirds said that they would accept a lower salary and be “much more flexible” on where they worked, while 47 per cent would put up with a poor work-life balance while they rode out the recession.
Yet most will not compromise on training, the survey found. Carl Gilleard, chief executive of the AGR, said: “It doesn’t matter what the state of the market is – graduates always want to work for jobs they will grow in. This generation puts enormous value on career development.”
Mr Gilleard predicted that 30 per cent of graduate recruiters would recruit fewer graduates this year. Starting salaries were unlikely to fall but fewer jobs could mean settling for less, he said. Some graduates plan to ride out the financial storm by going travelling or returning to study. However, Mr Gilleard said: “We are not sure that 2010 will be a better year. Employers won’t penalise you for taking time out if you can point to the skills and experiences that have made you a better prospect.”
Alexandra Harrison, 23, graduated with a 2.1 in English from Southampton University and is studying for a masters. She is applying for graduate schemes in marketing and retail management: “I probably wouldn’t have chosen to do a masters if I’d known what the market would be like. Hopefully, it will give me a bit of extra employability. There are jobs out there, but the competition will be harder.”
Laura Fletcher, 21, is in her final year of a child psychology degree at Oxford Brookes University. “I was originally planning to go straight into work in September, but I’ve decided to take time out to earn money and do a PA [personal assistant] course, which I hope will improve my prospects,” she said.
A year ago, many would have left university to go into highly paid City careers, but the downturn has radically altered their choice of employment, according to a survey of 1,000 final-year undergraduates by TMP Worldwide, a recruitment communications agency and the Association of Graduate Recruiters (AGR) .
Working in the public sector has become much more appealing to graduates – the Civil Service has risen from eighth to fourth-most popular destination and teaching from seventh to sixth. Investment banking has fallen in popularity from second place to ninth (see graphic, right). Accountancy remains the most stable career choice and the finalists’ top choice, regardless of the credit crunch.
“At the moment, graduates are going for what they see as safer career options. It will be interesting to see whether the Civil Service and teaching professions have a problem retaining graduates in two or three years’ time,” Neil Harrison, the head of research and planning at TMP Worldwide, said.
Top 100 Graduate employers: Transport for London
The drop in graduates’ confidence has been rapid. When the AGR undertook the same survey in April, 55 per cent said that they were “very confident” of finding a job. Now only 10 per cent are very confident. Almost half say that they are not confident.
Undergraduates who might once have turned up at the university career service brandishing their degree certificate are being forced to be more proactive, Mr Harrison said. “People are getting their applications in earlier and spreading the net wider.” About 4 per cent admitted to embellishing their CVs in order to get a job, he said.
Two thirds said that they would accept a lower salary and be “much more flexible” on where they worked, while 47 per cent would put up with a poor work-life balance while they rode out the recession.
Yet most will not compromise on training, the survey found. Carl Gilleard, chief executive of the AGR, said: “It doesn’t matter what the state of the market is – graduates always want to work for jobs they will grow in. This generation puts enormous value on career development.”
Mr Gilleard predicted that 30 per cent of graduate recruiters would recruit fewer graduates this year. Starting salaries were unlikely to fall but fewer jobs could mean settling for less, he said. Some graduates plan to ride out the financial storm by going travelling or returning to study. However, Mr Gilleard said: “We are not sure that 2010 will be a better year. Employers won’t penalise you for taking time out if you can point to the skills and experiences that have made you a better prospect.”
Alexandra Harrison, 23, graduated with a 2.1 in English from Southampton University and is studying for a masters. She is applying for graduate schemes in marketing and retail management: “I probably wouldn’t have chosen to do a masters if I’d known what the market would be like. Hopefully, it will give me a bit of extra employability. There are jobs out there, but the competition will be harder.”
Laura Fletcher, 21, is in her final year of a child psychology degree at Oxford Brookes University. “I was originally planning to go straight into work in September, but I’ve decided to take time out to earn money and do a PA [personal assistant] course, which I hope will improve my prospects,” she said.
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