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Adam Hewitt
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No need to be glum As
RTM went to press, the DfT and Siemens finally
completed negotiations for the Thameslink rolling stock order, two years after the German firm was originally named the preferred bidder.
The 10-day standstill period passed without incident, meaning the deal is concluded after many months of delays. Nobody intended it to drag on this long, and the delays gave campaigners opposed to the deal plenty of ammunition to attack the way the tendering was handled and the fact that a German company had the temerity to win the contract.
© Copyright 2013 Cognitive Publishing Ltd. ISSN 1471-0668
The opinions and views expressed in the magazine are not necessarily those of the management or the publishers.
Its beaten rival, Bombardier, is not a British company of course, but it does run the last proper train manufacturing facility in the country, and unions and campaigners made valid points about the wider effects of the decision. Even after two years, the sides remained as entrenched as ever, with those opposed to the Siemens deal saying the decision was based on financials and credit ratings rather than technical superiority, but others saying Bombardier was too complacent in its bid.
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Those arguments will not end now, but they will become more subdued. There are many reasons that the picture is not all doom and gloom for the British rolling stock industry, let alone the wider rail industry. Hitachi, for example, is creating thousands of jobs here for assembly, testing and maintenance of the IEP trains; Siemens itself
has a long history in the UK and is creating jobs here too; Bombardier’s Derby plant has won more orders since its 2011 defeat in the Thameslink competition, and is still in contention for the Crossrail order. Crossrail is good for British rail business more generally: as explained on page 54, there are tens of thousands of opportunities available. HS2 will be similar.
It’s not just business deals where things are looking rosy: the upcoming infrastructure and investment programmes across the network will be good for jobs too. NSARE, in its skills forecast, has outlined the huge need for more training, skills, and employment generally. Electrification alone will make huge demands on manpower, plant and skilled engineers – just how big a demand is set out over pages 70-72. Suffice to say, the timescales, possession and
access, logistics and materials requirements for so many concurrent electrification projects are truly startling.
Elsewhere in this edition, we review Railtex 2013, which was a bigger show than it has been for years, again showing that there is plenty of vitality and innovation out there in the rail sector. Attendees also got to find out more about our own UK Rail Industry Training Trust (UKRITT) charity and the UK Rail Industry Awards, 20% of the proceeds of which are going towards the charity to encourage more young people to choose rail as a career. Turn to page 28 to find out more about how to enter – we’ve had plenty of outstanding entries already, and it will be a tough competition to judge.
Adam Hewitt Editor
16 Funding innovation The EIT’s David Clarke on the ‘Radical Train’ competition.
32 Tube sponsorship
Should TfL seek private sector money through station naming?
47 Infrastructure Projects Engaging the supply chain and working more closely with partners.
59 Room to stand The secrets of good rolling stock, by Passenger Focus.
rail technology magazine Jun/Jul 13 | 1
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