Reflections from a Sustainability Study Day

This week, I was published on the ICE Civil Engineer blog explaining how engineers can use our development action plans and CPD records to grow our own careers and serve society better. I have written previously about the challenges within my discipline to adapt to the increased frequency and impact of extreme weather events, as illustrated in this article from Iain McKenzie reflecting on the challenges of maintaining earthworks for Welsh roads (“Can we make it rain less in Wales, or maybe flatten out some of those pesky mountains? If not, are we headed for a managed decline in performance?")

But when engineers talk about climate change, we have a tendency to focus on adapting to its effects rather than addressing the root cause, so a key objective for me this year is to improve my understanding of low carbon and energy saving solutions which are applicable to the rail sector.

Mental Models of the Underworld

This is the first in a series of posts inspired by the Bryan Lovell Meeting at the Geological Society, 24th to 25th Nov 2016. More details here

At the end of two days talking about watery hazards such as flooding, drought, landslips and sinkholes came a session focused upon communication skills to explain those risks to the people who are affected by them. But there's a catch: it's not enough just to use what you think are simplified words in place of your usual engineering or geological jargon. First, you need to establish whether you have any concepts in common to which you can refer!

Engineering: The Perfect Retirement Job?

I was interested to read a piece in Infrastructure Intelligence this week which suggested that the engineering industry is losing out on the experience of older people by failing to support them in later life. This surprised me, because that hasn't been my experience at all. 
I'm thinking of several people for whom engineering has proved the ideal retirement job, provided that companies allow them to focus on doing what they do best: great technical work and passing on their expertise to the next generation. After all, who would willingly give up a job as endlessly fascinating and useful as bridges and railways, roads and flood defences?

International Women's Day: Why I'm Pledging for Parity in the Rail Industry

The theme for this year's International Women's Day is to Pledge for Parity: "to change everything, we need everyone" because everyone can contribute to creating an inclusive culture. So what does that look like in engineering, and particularly the rail industry? I highly recommend the ICE's series of Engineering Change short talks (you could use these as conversation starters in a team briefing this month!)

Engineering change takes all of us - yes, you too! (image (c) Institution of Civil Engineers)

The Perfect Storm? Climate Change, Flooding and Resilience

Following the flooding across Yorkshire over Christmas, this week I'm speaking at a panel debate in York entitled "A Perfect Storm: Climate Change, Cuts and Floods", bringing a civil engineering perspective to a national (and international) problem. Come and join us at 7.30pm on Thursday 18th Feb, Quaker Meeting House, Friargate. 
So how can I summarise in a ten minute opening speech (alongside contributions from a climate expert, a flooded resident and a firefighter) what are the most important things we need to do to become more resilient to flooding, and are we doing them? Well, as I've written in my earlier posts, to consider a problem holistically I like to start from first principles. So here is the flooding problem as we face it in the UK: 

1) Rain falls out of the sky (and more rain is coming)
We live on an island next to the Atlantic Ocean, which is warming up as a result of climate change. The prevailing wind blows warm wet air over the UK, depositing its moisture as it goes (especially on the west side of the Pennines - sorry Cumbria!). My gut feeling in December was that something was seriously wrong with the weather and our infrastructure was likely to suffer the consequences. The Met Office confirmed this as the average temperature over the month of December was 8.0 degrees, a whopping 4.1 degrees higher than the long term average of 4 degrees and much larger than the previous record (6.9 degrees in 1934). 
Warm winters usually mean wet and windy ones, as storms blow in off the sea and this winter has been unusual, but not unexpected given what we know about climate impacts. Therefore, while we cannot control the weather itself, we do have a choice about limiting our carbon emissions now to prevent making it worse. 

ICE Triennial 2: Why Engineering Change Needs All of Us to Get Involved

This morning, an opinion piece about the value of learning by heart got me thinking. Does the ubiquitous  availability of sat-navs mean that the Knowledge, the detailed memorisation of routes through Central London required to become a London taxi driver, is no longer necessary? Or is there value in spending several years and discipline to get by hard work what any visitor can get off their smart phone? 

You could ask a similar question about engineering practice. A trend in the rail industry, where a quarter of experienced rail engineers are expected to retire in the next ten years, is to meet the shortage of skilled resources with project managers and new software to automate planning processes as much as possible. The ICE have been asking what the role of engineers will be in the future, in an age of Building Information Modelling (BIM), driverless cars and other technologies such a 3D printing or off-site fabrication. When people can look up anything that interests them on the internet, do we still need textbooks and engineering courses? 

In Praise of Precision

If you care about using language precisely, does that make you a pedant or a good engineer? This question has been coming up a lot lately, because people regularly use embankment, cutting and earthwork as if all three words mean exactly the same thing, whereas to a ground engineer like me, they are completely different. What's the difference then? 

• An embankment supports the railway track above natural ground level and was built by human hands, usually from poorly compacted soil, ash or rubble (because the Victorians had no access to the kind of compaction plant we would use today). The only way to find out what an embankment is made from is to drill boreholes, because there are no decent construction records from the 1830s and it could vary dramatically over a very short distance. If an embankment fails, your track could be left dangling in mid-air like those photos from Dawlish.
• A cutting is where the natural ground level is higher than the railway, so material can fall off or be washed onto the track, which can cause a derailment (whether this material is soil, pieces of rock or rotten tree stumps). Cuttings are slopes within the natural ground, so there might be layers of different types of soil, bands of hard and soft rock or places where groundwater emerges onto the slope (springs). You need to consult the geological map (and ideally some borehole data) to work out the ground conditions.
• An earthwork is "any structure made of earth" ie it is the general team we use to mean both embankments and cuttings.

So why use language precisely? Firstly to aid communication, because you can then ensure that you're not talking at cross purposes, and secondly because the public expects professional people to know what we are talking about. 

ICE Triennial #1: On Desmond and Destruction

It was a dark and stormy night...

So I began my blog two years ago in December 2013 telling my engineer's tales of how climate change is affecting UK infrastructure through storms, floods and landslides. This week, as the COP21 climate negotiations in Paris have worked through many stormy nights (literal and metaphorical) to try and hammer out a deal, the ICE hosted the Triennial Summit with the American and Canadian societies of civil engineers, a conference about resilience, climate and meeting the infrastructure needs of the future for cities around the world.

A review of 2013/14
2013/14 was a bad winter for the railways, as I wrote about in more detail a few months later in March 2014, when it had been confirmed as the wettest three month period in UK history in some places. The railway at Dawlish was wrecked by ferocious waves caused by the St Jude storm's high winds, cutting off rail access to Cornwall and it was only reopened in time for Easter.
There were over 100 landslides on the rail network, including several places like the Hastings line where multiple incidents happened on the same line. A presentation by a rail engineer for Kent at the Yorkshire Geotechnical Group in May told a sorry tale of fighting the elements to get the lines reopened again, but in some cases it took many weeks because it was impossible to get materials in or out by rail where the line was blocked in both directions.

Living Life in Orange

As the time approaches for me to renew my Personal Track Safety (PTS) accreditation, here's a summary of the things that I get asked most frequently about how the railway really works. 
Disclaimer: this post is obviously NOT intended to be a substitute for the PTS course! If you want more information on railway safety, see the videos and resources on Network Rail's Safety Central site or read some of the incident reports produced by the RAIB.
One reason for the course is that most people underestimate just how dangerous the railway environment is. After all, from the perspective of passengers, the railway is as safe as we can possibly make it, and you are considerably less likely to be killed or injured as a train passenger than by driving to your destination. But this leads to problems at level crossings, the one place where members of the public interact with trains travelling at their normal speed. People tend to assume that the stopping distance for a train is similar to a bus or a lorry travelling at 30mph on an urban road.

Inspiration and Ideas: Transport Books

Looking for more book reviews or reading suggestions? Follow posts tagged "Inspiration and Ideas"...
Being a rail engineer, I read plenty of books about transport (as previously noted, these are not usually the ones featuring steam trains!) So here are my current favourites:

1) Planning Sustainable Transport, Barry Hutton (Routledge, 2014)
This is currently my favourite book about transport, because it really opened my mind to concepts that make a great deal of sense but are rarely discussed. For example, consider the space budget, beautifully illustrated by this sequence of images showing how much space 200 people take up in 170 cars, two buses, on foot or bike or on a tram. Or, consider how transport planning usually assumes that people have a fixed start and end point and a choice of the way in which you get there. This isn't actually true, for example out-of-town shopping centres which assume you travel by car: people avoid congestion in central York by changing their destination as well! So land use is intimately linked to transport options, but are usually considered completely separately.

In Fog 5: The Changing Face of Railway Safety

It's fair to say that if you want to create drama about the railways, this usually involves staging a crash of one form or another. So it should be no surprise that both productions at the Railway Museum this summer feature either a crash averted by waving some famous red knickers (The Railway Children) or a financial and physical train crash (In Fog and Falling Snow). 

You would think that watching this happen night after night, we would become inured to it, but I wasn't expecting the emotional impact. I spend every working day maintaining railway earthworks to protect the travelling public. Part of my training is to read the detailed Rail Accident Investigation Branch reports which detail the consequences of not doing so (including the many minor incidents which could have been so much worse). So watching people scream for help amid the wreckage of a train (even one made of large wooden boxes) is literally my worst nightmare, and it frequently made me cry during the show. It probably didn't help that the news was full of sad stories from "7/7 ten years on" during the last week of the production.

In Fog 4: The Out-Takes

You may have noticed I've been taking a rest from blogging while I was performing in "In Fog and Falling Snow", so this is a chance to reflect on how it went. June and July were fairly intense, with choir rehearsals or performances most evenings and every Saturday, and family visiting me to come and see the play. It was worth it, because we produced something amazing. Indeed, one person who came to see it told our choir director they were so engrossed in the choir, they totally missed some of what happened on stage, like Richard Nicholson's suicide...

The lovely choir with choir director Maddy in the middle

We got fantastic write-ups including four stars from the Guardian and a full set of reviews are available here. The choir was a great group of friends, many of whom had sung in York Theatre Royal's previous community productions (the Mystery Plays and Blood and Chocolate). When not on stage, most of the choir are members of other choirs around the city, so there's a great culture of invitations: I can be sure that if I try out any choir in York, there'll be someone I know! We'll be reconvening next year for the Mystery Plays, to be held next May in the Minster for Corpus Christi.

In Fog 3: Railway Jobs You’ve Never Thought Of

This is the third in a series of posts about my role in the choir in York Theatre Royal's production In Fog and Falling Snow (26th June to 11th July). See links below to follow this series!

Ask any 10-year-old to suggest a couple of jobs you could do if you want to work on the railways, and you’ll get three answers: train driver, ticket collector and station staff. Ask most adults, and you’ll get the same three answers, with the possible addition of “the man who opens the level crossing gate at Poppleton station” (in places with antiquated signalling systems like the Harrogate line!) or “manufacturing trains” (especially if you happen to ask people in places like Stafford, Derby or York with a long history of train building, although the UK's biggest train factory opened earlier this year in County Durham).

Hitachi's new IEP train, being manufactured
in County Durham and coming soon
to a mainline near you!

I mentioned previously in this series that since York’s carriage building workshops closed down, the rail workforce has been spread around the city’s offices out of sight, so many people don’t realise that the rail industry still employs thousands of York (and Yorkshire)’s brightest and best. So here’s just a few of the more unusual jobs that happen behind the scenes here in York. If you want to know more, see the great videos here (including my friend Philippa Jefferis!).

Operations

Psychologist

The biggest cause of safety incidents on the railway is human error. So how can we predict what a driver will do when she’s done this route 50 times, but today something is different? Or whether the many alarms and flashing lights on a signaller’s workstation will lead to action or just distraction, with too many things to concentrate on at once? Or how a crowd of passengers will behave in an emergency situation? Railway safety depends on psychologists who are experts in human behaviour and can ensure that systems work as designed when faced with real human beings!

In Fog 2: An Engineer Who Loves to Sing

This is part of a series of posts telling my stories as a choir member in York Theatre Royal's show "In Fog and Falling Snow" (tickets available here). 

Given there are 150 people in the cast & choir, there's not much room in the programme, so here's my long answer to the question people are frequently asking me at the moment: how exactly did you get into singing at the National Railway Museum?

My first theatrical outing in York was the Poppleton Panto in Feb 2013 shortly after we moved here, where I played a “Scottish Doll” and rather surprisingly managed to convince quite a few local people I was Scottish (much to my amusement). This was where I first formulated the York Railway Game: since it is impossible to attend any social function in York without encountering someone who works on the railway, the game is to see how long it takes to find that person at any given gathering. Being in panto means that whenever I need to talk to Network Rail’s Head of Track for the whole North East region, our conversations now start with “How’s your daughter doing with her singing?” Based on her star performance as the lead in this year's Sleeping Beauty, I’d say rather well…!

My band The Spectacles features my husband Ed on guitar, folky vocals from me, with songs mostly written by Ed inspired by Dido and Kirsty McColl. We've played several gigs in York, including events for York Fairtrade Forum and Christian Aid Collective at City Screen Basement and at various open mic nights. If you're looking for a band for an event you're planning, feel free to leave a comment! 

In Fog 1: York's Railway History on Stage

This is the first in a series of posts about my role as part of York Theatre Royal's production In Fog and Falling Snow (26th June to 11th July). See links below to follow this series!

Something exciting is happening in York this Summer and I'm really glad to be part of it by singing in the choir. York Theatre Royal have a history of organising top quality productions with a large community cast, including the Mystery Plays (which I saw in 2012) and Blood & Chocolate, a promenade performance around the city centre in 2014 telling stories about how World War One affected York's chocolate makers.

The Signal Box Theatre under construction at the NRM

How did York become the centre of the rail industry that it is today? The answer rests on one man, as hated as he was loved, George Hudson, and his story will be told this summer by the people of York around the steam engines and carriages of the National Railway Museum in a new play, "In Fog and Falling Snow". The play will make use of a new temporary "Signal Box Theatre" (built around existing rail lines in the South Yard at the NRM and includes a genuine signal box where the stage manager will be keeping us in order...) 

Energy and Transport: How the Railways Moved From Freight to Passengers

When the railways were first built, they were conceived as a method of carrying goods efficiently from one place to another, and passengers were something of an afterthought. The opposite is now true: most people think first of passenger trains and freight has often seemed the "poor relation" (for example, freight-only routes are usually designated "secondary" with a lower standard of maintenance and investment than high speed passenger routes such as the East Coast Mainline). 

While freight continues to be a vital part of the rail network (and estimated to grow by 30% over the next 5 years), what and how materials are transported are a world away from the original design. This can be illustrated by the small goods depot at Poppleton station, which I photographed on my way home. Under the original model, railways were statutorily required to accept any and all goods at all stations to any destination, whether a crate of chickens or milk churns going to market or coal to factories, homes or local "town gas" plants/power stations. 

All that changed when energy started being supplied differently: rather than having a power station for every town, we now distribute electricity via pylons and the National Grid from a few large power stations miles away.

Rail electrification at last for the North?

I have previously written about the Harrogate Line and thesignificant barriers which it presents to people who want to travel between Leeds, Harrogate and York without resorting to a car, and about the difficulties that short-term thinking has presented to our efforts to improve the line (not least bridges which are not wide enough or high enough). So it’s time for some good news, and over the last few weeks there has been a flurry of it!

 

Firstly, engagement with bidders for the various franchises has resulted in a promise by Virgin East Coast to provide a two-hourly direct service from Harrogate to London and back (7 trains per day in each direction) which is a vast improvement on the current situation where there is only one early morning train to London and one late evening train back again.   

Following the Yellow Train!

“Yellow Car” is a good way to keep children quiet on long journeys, as you score points if you’re the first person to shout whenever you spot one (and other than my friend Miles, there aren’t that many yellow cars on the road. I like playing a different version when I’m out on track, because spotting the yellow train is even more rare (there is only one which covers the whole country!)

So why is it painted yellow? This is Network Rail’s colour, chosen to look like no-one else’s livery and probably also because most of the “yellow plant” (rail-mounted kit for maintaining the track and wires) and engineering trains (essentially freight trains transporting ballast or track) need to be visible in the dark, because we rail engineers rarely have the luxury of being able to do construction work during the day!

But the yellow train I like to watch out for is an HST (that’s your average intercity-type passenger train to non-trainspotters) painted bright yellow and marked “New Measurement Train” on the side. This one train is a piece of technology that has revolutionised how we maintain the UK railway because it travels the whole passenger network over a regular cycle and measures the condition of the track and the overhead wires (are they in the right place and delivering the right amount of power?), saving thousands of hours of track inspection time. 

Thinking Long Term: Learning from the Railways

This post is part of a series inspired by the book "Sustainable Infrastructure: Principles into Practice" (see the introduction to the series here). Having examined the issue of intergenerational stewardship and thinking long term about infrastructure (Principle 3) in my last post, how can we put this knowledge into practice in real civil engineering situations such as the railways?

Putting it into Practice 3.1: Plan for the Long Term

There is a need for future proofing, but all our predictions are scenarios: we need a clear statement for each line of what it would ideally look like in 20 years time, such that all projects work together to either facilitate the vision, or at the very least not get in the way. For example, the Harrogate Line was reduced from two tracks to one between Poppleton and Hammerton in the early 1970s, which means that it is now only possible to run one train per hour between York and Harrogate and any delays quickly escalate because the train in one direction can't pass a train which is running late in the other direction, so only 85% of trains run on time. 

Putting it into practice 1: How do we live within our limits?

This post is part of a series inspired by the book "Sustainable Infrastructure: Principles into Practice" (see the introduction to the series here). Having examined the issue of planetary boundaries (Principle 1) in my last post, how can we put this knowledge into practice in real civil engineering situations? 

Two "operational" rules of thumb are proposed to ensure that all our buildings, transport etc protect rather than damage our planet's capacity to support life:

1.1: Set targets and measure against environmental limits
"If you can measure it, you can manage it"