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. 

Sustainable Infrastructure 1: Understanding the Problem

This is the first in a series of posts inspired by the book “Sustainable Infrastructure: Principles into Practice”, written by Charles Ainger and Richard Fenner from the Centre for Sustainable Development at the Cambridge University Engineering Department. My fourth year MEng project involved conducting research to develop improved ceramic water filters for use in developing countries working with the Centre for Sustainable Development, so I feel a personal connection with the authors as well as the subject matter.

The question I want to address is this: how do we get the step change in the infrastructure we need to  build and maintain to avoid locking ourselves into high-carbon, environmentally damaging solutions for the next 50 years?

Getting Transport Policy Right: The Harrogate Line Blues

Since August, my new job in Harrogate has meant a daily commute on the York – Harrogate – Leeds line, a secondary route in need of some TLC. But before I explain the problems, here are four things I love about my daily train journey:

1. The fantastic view over Knaresborough and the Nidd gorge from the Nidd Viaduct.
2. Mist rising gently over the flat fields of the Vale of York between York and Knaresborough (ie before it gets into the hills).

Making a difference in Manchester

A group of London engineers recently made a video of "Engineering Happiness" featuring engineers dancing to the song "Happy" at locations around the capital where civil engineers have changed lives, from the Thames Barrier and sewage works to the Olympic Park and the new Crossrail tunnels.

Here's my own story of engineering pride: I saw a tram today at Manchester Airport.

If there is no home for nature..

If there is no home for nature

There will be no evening starling chatter,

Nor swifts left to soar.

There will be no hedgehogs nestled in your garden,

No woodlands to explore.

Spring will pass without a bluebell,

And June without a bee.

Butterflies will flounder without a flower,

And the birds without a tree.

If there’s no home for nature,

The wonders on our doorstep will diappear.

There will be no place to play,

No meadows. No moorlands. No wilderness. No adventure.

If there’s no home for nature,

There will be no nature.

This poem was printed in the Guardian last week, and struck me to the core, the last couplet ringing in my ears long after I had read it.

Of Rationality, Engineering and Faith

On Sunday I joined the audience for “The Big Questions”, a BBC2 debate filmed in York to be broadcast Sun 4th May at 10am. I listened to a range of speakers (including author Alastair McGrath, who was sitting in front of me) on the question, “Is it rational to believe in God?”

This got me thinking that in matters of both faith and engineering, reason can only take you so far, because there are limits to what we can know. Every day I try to apply scientific principles to model how a structure or slope will work, based on the evidence I have been able to obtain. But can we ever truly predict the loads that will be applied to a structure or the worst credible weather event that might occur? And performance will be significantly affected by how people actually use or maintain the structure over its 120 year design life, which might be completely different to what we expect (could the Victorians have predicted the rise of the motor car?)

Learning to see

Having celebrated the joyful hope of new life at Easter with a great feast at my brother's house (thanks Mick!) I have a new challenge for the next seven weeks up to Pentecost: I want to learn to recognise more wildlife.

As an engineer, it's obvious that I notice different things than other people in the landscape because I know what I'm looking for and I'm interested in what things are for. So on train rides, I notice radio masts, retaining walls and rock netting and as a cyclist I know every set of traffic lights on my routes around York. I know which ones are old fashioned and based on a fixed sequence and timing, which are camera controlled (eg PUFFIN crossings which allow elderly and disabled people more time to cross) and which rely on pressure pads in the road to detect traffic wanting to turn (which don't work when you're not as heavy as a car!)

But while I enjoy seeing flowers in gardens and have learned to tell the difference between a courgette and a bean plant by growing them myself, I often don't know the names of the trees, plants, butterflies and birds I see every day when out and about - and I think that's a shame.

Can we engineer an environmentally responsible HS2?

On the HS2 front, I think we should take the position of a "critical friend" - my previous post argues that there is a genuine need to be addressed and therefore I believe we should support the principle of building new rail capacity (it's not a vanity project as some have characterised it), but the detail of where and how we build it needs a lot of careful thought. Route selection for London to Birmingham is slowly getting there, but the preferred route for the sections further north is still under discussion and we can have an influence here (the route will eventually go to Manchester and Leeds and then on to Scotland). 

Should an environmentalist support HS2?

I have promised previously to write about HS2 and this week presented an opportunity as I debated the issue with friends from Christian Ecology Link. The discussion was sparked off by a recent Guardian article which concluded that “areas of irreplaceable natural value along the planned HS2 route, including 48 ancient woodlands that are home to rare bats and butterflies would be damaged by just phase one of the route (London to Birmingham)”. So is it possible to justify such destruction and still call myself an environmentalist?

Winter Woes for a (not very) resilient railway

This week, I had an interesting discussion with the asset management engineer at Network Rail who is responsible for all the earthworks between London and the Scottish border on the east side of the Pennines. On his wall, he had a set of Met Office maps which compare the rainfall in a particular month with the 30-year average: the South East and South West are completely covered in deep blue, indicating greater than 200% and 300% of the normal average rainfall for three months in a row (Dec 2013 to Feb 2014). Fortunately for my colleague, the East Coast Mainline has mainly kept out of the danger zone, so we've escaped the worst of the problems.

2014: Review of the first quarter!

We're nearly at the end of the first quarter of 2014 and I think that makes it time for a review of the year so far. I've been a bit quiet on the blogging front lately but I'm hoping to make up for that in April – I have loads of ideas and looking forward to some time over Easter to put them onto paper (virtually, at least). I set myself the aim this year that every month I will try to make a difference to climate change in four areas: personal and work-related carbon emissions, campaigning and prayer.

A Knotty Question: Green or Greenwashed?

I set myself the challenge this month of reading my company's annual sustainability report. There's some great stuff in here which we can be justly proud of. We are one of the world's biggest environmental and engineering consultants, with some impressive stories from low carbon buildings to new wastewater treatment plants that can remove much higher proportions of pollutants such as nitrates from sewage and capture methane from solid sludge as a source of energy for the plant. We have also worked with councils to change user behaviour when it comes to waste and divert 95% of waste away from landfill. We have committed to WRAP's commitment to halve the volume of construction waste arising from our projects which goes to landfill.

Bike + Train = ?

As mentioned in my carbon footprint results, I cycle or take the train everywhere (with the occasional walk or bus). So this post is about what happens when you try to mix the two, ie take your bike on the train? There isn't a simple answer to this (hence the question mark) because we have a variety of different train companies which have different approaches to fulfilling the law that requires that all trains must be able to carry at least 2 bikes.
So my experiences have been pretty variable and here's a guide to the different attitudes I have experienced:

Towards a Sustainable Railway - Part 2

A few weeks ago, I met an environmental consultant who told me about a small architectural practice which he had helped to implement an environmental management system accredited under ISO14001 – but this ONLY related to their office environment, not their project work. I'm not sure which of us was more surprised by this conversation: me, that any company could be stupid enough to think that recycling the office's waste paper is 'doing enough' while failing to address energy efficiency and waste in the buildings they design, or him, when I told him that no public sector client would ever employ a consultant engineering firm in today's marketplace who doesn't have an effective EMS for their projects.
But sometimes I wonder if we have allowed this to put sustainability in a box.

Carbon calculator: The results!

I have used the method set out in the book 'Carbon Detox' by George Marshall (highly recommended!) to calculate my personal carbon emissions in six main areas: energy for the home, transport (land/international), food, goods and services. Note that this is (necessarily) an estimate, but the purpose is to provide an indication of where my biggest carbon emissions are and opportunities to reduce them.

Towards a Sustainable Railway – Part 1

My first stage in working out where I can usefully contribute to making the railways more sustainable is to consider where our environmental impacts are coming from. Today I'll consider the impacts from normal operation of the railway, for example powering trains, buildings and encouraging passengers and freight to use more sustainable forms of transport.

Good news - British railways are getting better!

Here is a good news story that you don't hear very often: Britain is currently undergoing the biggest investment in railway infrastructure since the  Victorian era, with plans now approved for £37bn of investment over the next 5 years (note that this figure includes normal operations and maintenance as well as enhancement work).
And no, I'm not talking about HS2, being the only railway project most people have heard of! In fact, I'm talking about what's happening to improve our existing railways: Network Rail has a big vision for how we could make the railways work better and the long term funding to make it happen. And a recent report by the European Commission which compared progress in all EU countries since 1990 concluded that we have the most improved railway network in Europe. 

Storms, Floods and Landslides - An Engineer's Tale

At this point in my blog, I could try to explain to you the science behind climate change, and the ever-growing body of evidence demonstrating that the atmosphere is getting warmer and that this is almost certainly the result of human activity releasing astonishingly huge quantities of greenhouse gases. I could show you the 5^th report from the Intergovernmental Panel on Climate Change (IPCC) published this year demonstrating yet again the consensus from scientists across the world about this problem.
But I won't, because you learned the basics of the greenhouse effect at school and people have an uncanny tendency to switch off as soon as anything is mentioned that relies upon them understanding any details about the workings of the troposphere. I am not a climate scientist, I'm a civil engineer. So instead, I will tell my own story of how the change in our climate is already affecting us in the UK and my daily work through storms, floods and landslides.

2014: The Challenge

In 2014 I want to live differently.  Instead of a traditional New Year's Resolution to lose weight or whatever, I want to start taking the environment seriously and make effective, long term changes to my habits and behaviour to reduce my contribution to environmental damage.  That is, I want to lose some carbon and keep it off!

I am sure that this year, as every year, the newspapers will be full of stories about New Year's Resolutions that apparently most people only manage to keep theirs for about a fortnight. But last year we tried something different in my workplace: the 'Change One Thing' campaign encouraged people to make just ONE change that they can sustain.