HS2, HS3, Crossrail 2....the number of proposed projects grows, but some cold water appears to have been thrown on large infrastructure projects by the National Audit Office.
Meanwhile, in today's world, Network Rail uploads videos showing how level crossings are to be made safe on the ECML so that people can cross safely.....a video showing the work of a ballast cleaner to keep the trackbed safe... and a video showing the installing signalling equipment at London bridge last weekend.
Christian Wolmar gives his thoughts on HS3 or replace the aging Pacers... and the importance of new technology.....
Crossrail 2 is outlined, explained and supported.......
And a link to an article about Nicholas Winton's selfless efforts to save nearly 700 Jewish children from the Nazis......
Click on the links.....
Headlines
UK
High-speed rail is the best argument yet for elected regional government.(The Guardian)
We're studying the feasibility of closing level crossings on the East Coast Main Line (ECML) between London and Doncaster as part of our commitment to deliver a safer, more efficient and reliable railway.
Network Rail - High Output Ballast Cleaner (Network Rail on YouTube)
The High Output Ballast Cleaner provides a safe, well-drained bed for the track to sit on and is absolutely vital to improving performance. It's the railway’s equivalent of resurfacing a busy road. Running a safe, reliable railway depends on the track being in good condition – not just the metal rails, but the foundations on which they sit too.
The night the clocks went back... at London Bridge (Network Rail on YouTube)
As everyone enjoyed an extra hour in bed, 100 Network Rail engineers worked through the night to install new signalling at London Bridge. More at http://www.thameslinkprogramme.co.uk/
HS2 station at Crewe could be hard lines for Stoke.(BBC News)
New rail academy (transportgovuk on YouTube)
The new academy for rail, jointly funded by the government and the rail industry, will give a new generation of young people the skills to succeed.
Opening in autumn 2015, the academy will boost the UK’s expertise and skills level in rail engineering, plugging the skills gap that could otherwise become a barrier to growth. Thousands of young people will gain vital training in specialist traction and rolling stock and many others will learn the skills they need to respond to new technology in the UK rail industry.
The Department for Transport, the Department for Business, Innovation & Skills and the National Skills Academy for Rail Engineering have provided £3.5 million for the National Training Academy for Rail (NTAR), with industry partner Siemens contributing the rest.
The academy will be housed in a state-of-the-art facility in Kings Heath, Northampton, and will establish a centre of excellence that will combine the use of unique practical workshop facilities with classroom-based teaching.
Around 100 jobs will be created in the construction and subsequent operation of the academy.
Find out more
Full press release: https://www.gov.uk/government/news/ne...
Great Eastern rail investment 'fundamental' to East Anglia economy.(BBC News)
Lessons from major rail infrastructure programmes
This review of five major rail projects highlights lessons the Department for Transport should apply to current and future rail programmes.
A National Audit Office review today of five major rail projects* sponsored by the Department for Transport since 1998 highlights 11 lessons it should apply to its current and future rail programmes.
Today’s review, which draws on published NAO value for money studies, highlights the many challenges the Department has encountered in these projects which are large in scale and complex, with construction either expected to or having taken 9 to 10 years, at a cost of up to £21.4 billion. It concludes that the Department has made progress in its management of rail infrastructure programmes and responded well on programmes such as Thameslink and Crossrail to manage risks and control costs. Overall, the NAO studies indicate an improvement in the Department’s sponsorship of major rail infrastructure programmes. Today’s review shows that the Department has taken action in relation to many issues raised in the NAO studiesHowever, as current and future rail programmes develop, there remain areas which the Department needs to address or where it needs to provide more focus.
- Developing clear strategic business cases and scrutinising economic analysis of the estimated benefits of new railways. The strategic case is vital where the Department is looking to do more than increase capacity or meet other transport needs. Failing to explain the rationale for its investment can undermine the support the Department needs for a programme to go ahead. Programmes that aim to bring wider national and economic benefits, such as High Speed 1 and High Speed 2 (HS2), face the problem of a lack of evidence to demonstrate such impacts. Economic analysis must be checked to ensure it is realistic. The Department is improving quality assurance of its analysis. Such scrutiny might have identified errors in early analysis of phase 1 of HS2 which led to an initial benefit-cost ratio of 2.4:1 [restated in the 2013 NAO report to 2.6:1]since revised to 1.4:1 which is more in line with equivalent programmes.
- Economic assumptions also need to reflect changes in real-life behaviour. The Department is well regarded in government and internationally for its economic analysis. However, it was slow to take account of potentially significant changes to passenger behaviour in its initial economic analysis for HS2. It has subsequently revised its business case to include new evidence on the value of business travellers’ time and has a programme of further research to understand how passenger behaviour has changed now that new technology is available such as laptops, tablets and internet connections on trains.
- The Department needs more programme management capacity and skills. The Department has sought to manage its limited pool of experienced programme managers by rotating senior staff between programmes, putting the most experienced people on the highest risk programmes and appointing experts to do detailed reviews. These actions demonstrate that it has a shortage of skilled staff and this is an issue which the NAO and the Committee of Public Accounts have repeatedly commented upon. The Department also needs to use its experienced staff to build skills and capability in their teams so that it has sufficient capacity for the number and scale of programmes for which it is responsible. Securing such skills may become more difficult in the future given the number of large infrastructure projects currently in progress and planned.
- Beneficiaries of new transport could contribute more funding and finance. On Crossrail, sponsors have used a mixed model of public and private funding. Beneficiaries of the line are providing funding through a business rate supplement and negotiated contributions from private sources although the Department did not secure all the contributions that it initially expected and may have to contribute an extra £160 million. On HS2 there remains uncertainty as to how much private sector contribution the Treasury is seeking and for which elements it would wish others to pay. The Department needs a better understanding of the wider benefits transport investment brings, through evaluation, to negotiate larger contributions for future programmes.
Downloads
London Crossrail 2 'preferred route' outlined by mayor.(BBC News)
Crossrail 2 would help to relieve congestion on busy mainline routes into central London and on the Underground network, while allowing communities around London to benefit from the creation of new jobs and new homes.
Trains and platforms would be less crowded and journeys into the capital would be faster, enabling London to continue growing and drive the UK economy forward.
The objectives
- Reduced crowding: relieving crowding on the Victoria, Piccadilly and Northern lines, and National Rail services into Waterloo and Liverpool Street. This will make terminus stations less crowded, improve capacity and support London’s growth and economic prosperity.
- Greater connectivity: adding substantial capacity and improved connections on London’s rail network, as well as helping to potentially unlock capacity on mainline rail routes.
- Boosting economic growth and regeneration: supporting development in local opportunity areas, and helping to improve people’s access to employment and housing.
- Improved transport: providing new direct, quicker, less crowded journeys.
- Greener journeys: reducing CO2 emissions through encouraging people to shift to more sustainable modes for their journeys.
- Supports high speed rail: providing capacity and connectivity that supports plans for the new high speed rail line with connections to Leeds and Manchester.
The proposed route for Crossrail 2 will help relieve congestion on busy routes into central London and support economic development in and around the capital, specifically targeting some key opportunity areas, such as the Upper Lea Valley, Victoria and King’s Cross.
It would create better connections across London and a new Euston St Pancras station providing direct access to the new High Speed 2 line, Thameslink and Eurostar services.
All material drawn from http://crossrail2.co.uk/
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New trains now, not HS3 in the vague future
It will take more than the promise of a few faster trains in some distant decade to satisfy my friends in the North. They have put up with sub-standard trains for decades and only last month were hit by a series of stealth fare rises inflicted only on the Northern rail franchise which covers most train services in the region.
Rail passengers in the North have been complaining about a particularly cheap and nasty type of train called Pacers which were introduced in the 1980s in response to a temporary shortage of rolling stock. Despite promises they were only a short term measure, more than 30 years later 140 of the 165 sets originally built still rattle along tracks in the north. They are rather like buses on wheels with hard bus-type seats and would no more be tolerated by commuters down south than the open decked cattle trucks run by the Great Western in the 1840s.
Despite long campaigning by passenger groups to see off the Pacers, a consultation document issued in January by the Department for Transport on the future of rail in the north suggested that they may still be around for another couple of decades. Rather than, as previously expected, being scrapped in 2019 because they do not comply with disability legislation, they might be ‘adapted’ to keep them operating into the 2020s and 2030s, when possibly they might connect with shiny multimillion pound new HS2 trainsets to take passengers to smaller Northern towns. The document seemed to suggest, too, that there was a trade off for rail passengers in the north between either having new trains or facing cuts on routes and massive fare rises.
As if that hadn’t angered northern rail passengers enough, they found themselves facing fare rises way above the rate of inflation last month. One of the compensations of travelling on the ancient trains is that they were cheap, especially when travelling into the big town centres for a night on the razz. However, in a little-publicised move, Abellio, the Dutch state owned train operator, under orders from the Department for Transport decided to scrap the provision of cheap return fares in the evening peak. That meant, for example, a peak return from Rochdale to Wigan rose from the previous off-peak fare of £4.20 to £11, a 162 per cent rise. Local bars, restaurants and even theatres are reporting lower patronage and the reduction in passenger numbers may lead to train services being withdrawn.
So here’s a plan to get back in the North’s good books. HS2 is an overpriced railway costing £50bn which is unlikely to bring about the promised regeneration of the North and, in fact, according to some economists may have the opposite effect of boosting investment in an already overheated London. Therefore, how about scrapping or postponing HS2 and using the money to provide new trains and faster services in the North, which might even help the Tories to an odd seat or two in the region at the forthcoming general election, since a vague promise of HS3 will certainly not do that?
Rail passengers in the North have been complaining about a particularly cheap and nasty type of train called Pacers which were introduced in the 1980s in response to a temporary shortage of rolling stock. Despite promises they were only a short term measure, more than 30 years later 140 of the 165 sets originally built still rattle along tracks in the north. They are rather like buses on wheels with hard bus-type seats and would no more be tolerated by commuters down south than the open decked cattle trucks run by the Great Western in the 1840s.
Despite long campaigning by passenger groups to see off the Pacers, a consultation document issued in January by the Department for Transport on the future of rail in the north suggested that they may still be around for another couple of decades. Rather than, as previously expected, being scrapped in 2019 because they do not comply with disability legislation, they might be ‘adapted’ to keep them operating into the 2020s and 2030s, when possibly they might connect with shiny multimillion pound new HS2 trainsets to take passengers to smaller Northern towns. The document seemed to suggest, too, that there was a trade off for rail passengers in the north between either having new trains or facing cuts on routes and massive fare rises.
As if that hadn’t angered northern rail passengers enough, they found themselves facing fare rises way above the rate of inflation last month. One of the compensations of travelling on the ancient trains is that they were cheap, especially when travelling into the big town centres for a night on the razz. However, in a little-publicised move, Abellio, the Dutch state owned train operator, under orders from the Department for Transport decided to scrap the provision of cheap return fares in the evening peak. That meant, for example, a peak return from Rochdale to Wigan rose from the previous off-peak fare of £4.20 to £11, a 162 per cent rise. Local bars, restaurants and even theatres are reporting lower patronage and the reduction in passenger numbers may lead to train services being withdrawn.
So here’s a plan to get back in the North’s good books. HS2 is an overpriced railway costing £50bn which is unlikely to bring about the promised regeneration of the North and, in fact, according to some economists may have the opposite effect of boosting investment in an already overheated London. Therefore, how about scrapping or postponing HS2 and using the money to provide new trains and faster services in the North, which might even help the Tories to an odd seat or two in the region at the forthcoming general election, since a vague promise of HS3 will certainly not do that?
Rail 757: industry catching up with technology at last
There is something rather troubling about standing at a platform and seeing a train indicator suggest a conflicting movement. For example, recently at Cheltenham, the indicator suggested that a late running Swindon service was going to arrive at the same platform simultaneously with a Cross Country service. Now I have enough knowledge to realise that this was not going to happen but it is perhaps unnerving for some passengers who might think that if this kind of conflict is occurring in the electronic ether, perhaps, just perhaps, it might happen in reality – rather worse, in fact, than wrong type of snow announcements.
The cause of this misinformation was the fact that there are numerous sources of data that found their way into station information systems. Indeed, according to the Rail Delivery Group, there used to be 66 different systems feeding into the network. Given that some had different algorithms or were on a different time scale, misinformation was an all too frequent hazard.
Now this is going to end. Now, over the next few months, all these data streams will be rolled into an existing system called Darwin which has the scheduled timetable as its base but adjust it with real time train movement information from across the network. Crucially it will now incorporate all information about cancellations, something that had been lacking before with the result that some apps on people’s smartphones showed trains that had, in fact, been cancelled. Darwin (it is not actually an acronym) is a ‘predictive real time train information system’ (ah, trust the rail industry to come up with snappy names) that will now also be available on board trains, allowing much better provision of information to passengers.
Moreover, it will be available to app developers, mostly for free, though there is a charge for the really big users, those who have more than five million users in a four week period. Even then it is pretty cheap at £400 per million. Already 400 clients have been signed up to receive the data, most for free, and more are expected to come on stream.
This is a true information revolution and is part of a wider technological change on the railways. The new boss of Network Rail, Mark Carne, an outsider who has come in from the oil industry, sees the faster introduction of technology as one of his key aims – along with improving safety and performance. He is frustrated that some aspects of the railway still seem to have 19th century characteristics. Indeed, there are aspects of signalling, for example, which are on the face of it little changed. Some stations are offer little more than they did a hundred years ago and sitting on a Pacer is probably not that much more comfortable than being hauled by Stephenson’s Rocket. There are too many level crossings on the railway, posing one of the greatest dangers, to both passengers and the general public, and it is right to ensure that those which are not closed have more sophisticated technology to boost safety.
Therefore I have some sympathy with Mr Carne’s aims. Certainly there are parts of the operation of the railway which need to embrace the technological revolution. It is somewhat unambitious, for example, to be saying that we can wait for the ETCS (European Train Control System) Level Two in-cab signalling for another 50 years when even many of our children will be pushing up daisies, let alone ourselves. Preparing a plan for quicker implementation should definitely be considered and in order to stimulate progress on this and other technical fronts, Network Rail is setting up ‘banging heads’ committee in the next few weeks.
Network Rail is right to take stock and to try to press ahead with progress. At times, the railways can be slow to adapt to change. It was, ironically, easier in the days of British Rail. Not only was there a unified railway, but in one of the more crass and short sighted aspects of the break up of the industry (and there are many contenders for the worst one), British Rail’s Research Department was sold hastily and effectively killed off. It had developed innovations such as the Advanced Passenger Train, the first tilting train which was within a hair’s breadth of being a world wide leader. Subsequently spending on R & D by Railtrack and then Network Rail has been pitiful.
However, as my example relating to the coordination of information shows, the railway has not stood still in the past 20 years. The railways, despite being hampered by fragmentation have made enormous progress in many areas. Just think of the comfort of modern trains compared with those built 30 years ago. I accept that Mk 3 coaches remain the high point but in general trains are quieter, air conditioned, give a smoother ride and are safer. Look too how Network Rail is gradually getting rid of signal boxes, consolidating the railway into a few control centres. And just think of the improvements to stations across the network which have been completely modernised with all sorts of high tech accoutrements.
Some things undoubtedly could be done quicker. Indeed, one aspect where the railway has failed is in using technology to cut costs. The technology does seem to get introduced, but where are the savings? The problem there, though, is not so much technical but organisational. There is no one, as George Muir formerly the boss of the Association of Train Operating Companies wrote recently, in the railway who has sole responsibility for driving down costs, as there was in the days of British Rail. That is probably an even bigger challenge than simply introducing new technology. It has to be done at the right price.
Meanwhile, to learn more about all this, I am off to go on a yellow Network Rail train to find out what they really do – and whether they are really better than the men tapping rails and walking the track all night long.
Mystic Wolmar scores early
I do not want to gloat – well I do really – but it took less than a fortnight for Mystic Wolmar to be proved right over rail fares. George Osborne clearly decided to go early with the announcement about rail fares not going up by more than RPI (Retail Price Index) and abolishing flex by making it on the Andrew Marr Show to distract from the bad news on the opinion poll on Scottish independence that morning, rather than waiting for the December Autumn Statement.
That was fortunate for the rail companies who last year had lots of frantic recalculating to do as the announcement was made at the last minute. So clearly we are in a new world where RPI is the norm but this still means that fares are going up and not, as much of the coverage implies, being ‘capped’. Moreover, many commuters, particularly those in the public sector, are receiving wage rises well below RPI and consequently are still losing out.
The most hilarious sight was the Rail Delivery Group (by the way do they know there is going to be a Rail Delivery Authority in the Department soon so they will have to change their silly name then?) justifying the reduction in rail fare rises with virtually the same statement as before. Its boss and fellow QPR fan (Is that relevant? ed; yes, because he can’t be all bad!) Michael Roberts who the previous week was applauding the higher rise, now commented: ‘We support the government’s decision to ensure a real terms freeze in next year’s season tickets and other regulated fares. The rail industry will continue investing in more trains, faster services and better stations while getting more out of every pound spent.’ One suspects that the RDG would support the government if it advocated ripping out half the tracks on the network or shooting every second passenger!
There was, of course, no mention of the fact that supposedly there would be £40m less for investment next year – that’s because, as explained in the last issue, the relationship between investment and fares rise is tenuous – or rather non-existent.
Nor was there any word about the poor passengers in the North who suddenly, in a gesture that seems more borne of spite than economics, have had their right to use off-peak fares in the afternoon peak removed. This happened in mid-year with very little warning. Where is an organisation speaking up for the rail industry when you need one?
Future Christian Wolmar Talks.......
The cause of this misinformation was the fact that there are numerous sources of data that found their way into station information systems. Indeed, according to the Rail Delivery Group, there used to be 66 different systems feeding into the network. Given that some had different algorithms or were on a different time scale, misinformation was an all too frequent hazard.
Some things undoubtedly could be done quicker. Indeed, one aspect where the railway has failed is in using technology to cut costs. The technology does seem to get introduced, but where are the savings? The problem there, though, is not so much technical but organisational. There is no one, as George Muir formerly the boss of the Association of Train Operating Companies wrote recently, in the railway who has sole responsibility for driving down costs, as there was in the days of British Rail. That is probably an even bigger challenge than simply introducing new technology. It has to be done at the right price.
Meanwhile, to learn more about all this, I am off to go on a yellow Network Rail train to find out what they really do – and whether they are really better than the men tapping rails and walking the track all night long.
Mystic Wolmar scores early
I do not want to gloat – well I do really – but it took less than a fortnight for Mystic Wolmar to be proved right over rail fares. George Osborne clearly decided to go early with the announcement about rail fares not going up by more than RPI (Retail Price Index) and abolishing flex by making it on the Andrew Marr Show to distract from the bad news on the opinion poll on Scottish independence that morning, rather than waiting for the December Autumn Statement.
That was fortunate for the rail companies who last year had lots of frantic recalculating to do as the announcement was made at the last minute. So clearly we are in a new world where RPI is the norm but this still means that fares are going up and not, as much of the coverage implies, being ‘capped’. Moreover, many commuters, particularly those in the public sector, are receiving wage rises well below RPI and consequently are still losing out.
The most hilarious sight was the Rail Delivery Group (by the way do they know there is going to be a Rail Delivery Authority in the Department soon so they will have to change their silly name then?) justifying the reduction in rail fare rises with virtually the same statement as before. Its boss and fellow QPR fan (Is that relevant? ed; yes, because he can’t be all bad!) Michael Roberts who the previous week was applauding the higher rise, now commented: ‘We support the government’s decision to ensure a real terms freeze in next year’s season tickets and other regulated fares. The rail industry will continue investing in more trains, faster services and better stations while getting more out of every pound spent.’ One suspects that the RDG would support the government if it advocated ripping out half the tracks on the network or shooting every second passenger!
There was, of course, no mention of the fact that supposedly there would be £40m less for investment next year – that’s because, as explained in the last issue, the relationship between investment and fares rise is tenuous – or rather non-existent.
Nor was there any word about the poor passengers in the North who suddenly, in a gesture that seems more borne of spite than economics, have had their right to use off-peak fares in the afternoon peak removed. This happened in mid-year with very little warning. Where is an organisation speaking up for the rail industry when you need one?
| Monday, November 10 2014
All Day
| Fire and Steam
Mycenae House, London
|
| Wednesday, November 12 2014
6:30 pm - 8:00 pm
| How the railways made London
London Transport Museum, London
|
| Thursday, November 20 2014
7:45 pm - 9:30 pm
| The transsiberian railway
west hampstead library, London NW6 1AU
|
| Thursday, December 4 2014
6:30 pm - 8:30 pm
| Derby Rail meeting on HS2
Derby Council House, Derby
|
| Wednesday, December 10 2014
6:00 pm - 8:00 pm
| What is franchising for?
London school of economics, London
|
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GWR - Gloucestershire's mainline heritage railway - GWR orders first 80 lengths of rail for Broadway as share offer passes target.
International
GWR - Gloucestershire's mainline heritage railway - GWR orders first 80 lengths of rail for Broadway as share offer passes target.
Africa
GRINDROD’S NEW COST-EFFECTIVE 800HP SHUNTER
GRINDROD SETS IT OUT
GIBELA TRAIN MANUFACTURING FACILITY
TRANSNET BUILDS MORE CLASS 43
EAST LONDON ELECTRIFICATION
VALE’S NEW LINE THROUGH MALAWI
PROPOSED CAPRIVI RAILWAY TO ZAMBIA
Singapore to Kunming by high speed rail in 10 hours (VIDEO) (MalayMail Online)
USA
InnoTrans 2014: U.S. rail supplier participation jumps 70 percent
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Other Railway Press & Events
www.railway-technology.com.
Bombardier unveils new Innovia Metro 300 design for Riyadh Metro Orange line
Issue 20 | November 2014
This month London Underground revealed designs for a new generation of driverless trains which will be introduced to the network from the mid-2020s and could potentially operate autonomously in the future. We take a look at the designs to find out what Tube travel will look like for the decades to come. Staying with ambitious plans for the UK capital, we also find out more about Mayor Boris Johnson's plans for a new orbital railway and how viable they are.
Bombardier unveils new Innovia Metro 300 design for Riyadh Metro Orange line
Train manufacturer Bombardier Transportation has unveiled the new Innovia Metro 300 design for the Riyadh Metro Orange line in Saudi Arabia.
Transport technology manufacturer Vossloh has received approval for its four-axle diesel-electric DE 12 and DE 18 locomotives from Germany's federal railway authority Eisenbahn-Bundesamt (EBA) to operate in the country.
Australian Rail Track Corporation (ARTC) has signed a contract with Lockheed Martin Australia to bring the advanced train management system (ATMS) on the national rail network.
Construction on the UK's new training facility National Training Academy for Rail (NTAR) is on track to boost rail engineering skills in the country when it opens in late 2015.
Issue 20 | November 2014
This month London Underground revealed designs for a new generation of driverless trains which will be introduced to the network from the mid-2020s and could potentially operate autonomously in the future. We take a look at the designs to find out what Tube travel will look like for the decades to come. Staying with ambitious plans for the UK capital, we also find out more about Mayor Boris Johnson's plans for a new orbital railway and how viable they are.
Meanwhile, Arup has also cast its eyes to the future with a new report detailing its vision for rail in 2050. We explore the engineering firm's proposal of weird and wonderful solutions to the potential challenges awaiting rail operators in the future.
We also speak to Honeywell about how tried and tested airport security technology could be applied to rail stations to reduce high crime rates, find out which benefits Samsung's data-driven B2B tech could bring to rail operators, and catch up with China's ambitious plans to take on the international high-speed market.
Network Rail's Peter Ellis: 'UAV technology is the future for rail surveillance'
Higher volumes but higher subsidies
Interview: Pierre Mongin On Game Changing Rail Technology
InnoTrans 2014: The latest rail innovations
Read more....HERE
The Secure Rail Conference will be held at the Sheraton Lake Buena Vista Orlando, FL
February 3-4, 2015, Orlando, FL, Sheraton Lake Buena Vista
A new conference focused on protecting and managing the security of rail technology, assets and people.
Progressive Railroading’s Secure Rail Conference Announces New Educational Sessions
Agenda now includes “TSA’s Vision for Rail Security,” “Hazmat Security: Beyond the Tank Car” and “Rail Police Panel”
October 29, 2014 — Milwaukee — Progressive Railroading’s Secure Rail Conference, focused on protecting and managing the security of rail technology, assets and people, announced three new educational sessions added to the conference agenda. They are “TSA’s Vision for Rail Security,” “Hazmat Security: Beyond the Tank Car” and “Rail Police Panel.” Secure Rail takes place February 3-4, 2015, at the Sheraton Lake Buena Vista Resort in Orlando, FL.
“The sheer size of the United States rail lines makes security a difficult undertaking, but when railroads work together with local, state and federal government agencies we can reduce the risks,” says Amy Brown, Director of Education and Conferencing. “Together with the editorial team at Progressive Railroading, we have created an agenda that will discuss security procedures, policies and technologies specific to freight and passenger rail.”
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Don't miss this high-level event for the European rail industry.
Watch the European Rail Summit on the web - join the debate live!
The European Rail Summit will bring together leading figures from the European Parliament, Commission and Council, along with senior railway representatives and customers from around the world to discuss the future of Europe's railways.
As part of European Union’s vision for transport between now and 2050, rail is expected to play an increasing role in moving freight and passenger traffic across the Single Market.
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| You can take part in European Rail Summit via a live and interactive online broadcast. Registration is free and includes:
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An amazing journey to three countries in three weeks. Three different cultures, united by the railway – from Moscow to Beijing! Thanks to Stanislas Giroux!
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