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London
Bridge
Blockade Summer 2017 update
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16 Feature
06
News
Alstom, Heathrow, Jurassic, Grinders.
10
London Bridge blockade
Clive Kessell describes the work carried out over the
August Bank Holiday.
16
Major closure at Waterloo: August 2017
Mark Phillips went to see what happened at Waterloo over
24 days in August.
Concrete/
20
Waterloo woes
While the project was a success overall, a couple of things
Earthworks/ didn’t go to plan.
Drainage
22 44
Three projects in concrete
A dream becomes reality
This month’s Concrete Focus starts with a look at
Peter Stanton watched the Great Central Railway ‘bridge
enhancing capacity in Wessex.
the gap’ at Loughborough.
26 48
Chipping Sodbury – a saturated environment Lighter and Brighter
Collin Carr reports on work to dry out a soggy tunnel.
Stuart Marsh goes up onto the new roof at Carlisle Citadel
station.
30 52
Best laid plans
Unlucky 13
Graeme Bickerdike explains why the bridge at Moses
Gate sprung a leak. Lydgate viaduct in the Pennines has 13 arches – and one
was giving trouble…
34 58
Low probability – high impact
It’s all down to good planning
Keith Fender investigates why Europe’s busiest
Dr Francis Paonessa, Network Rail’s Infrastructure Projects
railway collapsed at Rastatt.
head, speaks frankly.
40 64
A second bridge at Kenilworth Digital Railway Realism – it’s not just about technology
Graham Construction was tasked with building a How Thales is approaching the digital railway, in the UK
new bridge at a new station. and elsewhere.
Innovation
72
Detecting wheel flats and more
Vortok’s new Train Fault Detector also
reveals hot wheels and bearings.
74
East West Rail and TroPath
Paul Darlington investigates a polymer
cable trough that’s also a safe walkway.
30 78
Innovation & light bulbs
Vislink and Panasonic have developed
data downlinks for high-speed vehicles.
78
68
And the next challenge is…
Malcolm Dobell attended Richard McClean’s
inaugural address to the IMechE.
86 82
Measuring efficiently
Leaf fall on the Underground
How Korec uses Trimble Gedo
Chris Parker explains why and how an under-
equipment to survey in 3D.
ground railway controls vegetation.
84
Practical innovation
89
Schooling local signalling skills Generac is improving lighting and
MPI and Siemens are tackling the skills gap combatting ballast dust.
at a new school in Glasgow.
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Learning lessons
Each year, Network Rail spends around £4 billion on enhancements We also report on three projects that illustrate the ingenuity and
and £3 billion on renewals. This is 22 per cent of Britain’s infrastructure expertise needed to restore aging railway infrastructure and improve
investment expenditure, the equivalent of building an Olympic its resilience. Stuart Marsh describes how Carlisle is the latest station to
stadium each month. Undertaking work on this scale, whilst keeping an have a lightweight ETFE roof glazing system, which replaces 114 tonnes
overcrowded railway running, will inevitably cause disruption with the of glass. Colin Carr explains why Chipping Sodbury tunnel is subject to
potential for high-profile possession overruns. frequent flooding and describes the major work underway to alleviate
Dr Francis Paonessa knows this all too well. Just after becoming this. In a geologically challenging Pennine valley, Lydgate viaduct has
Network Rail’s Infrastructure Projects managing director, he had to deal been ever-so-slowly on the move since the 1920s. Graeme Bickerdike
with the repercussions of the 2014 Christmas engineering work overruns tells the fascinating tale of this viaduct and its remediation work.
at Kings Cross and Paddington. The following year, he had to support Off, but over, the main line network, the heritage Great Central Railway
Network Rail’s chief executive, Mark Carne in his unenviable task of is reinstating a demolished bridge across the Midland main line. Peter
explaining to the public accounts committee why the delayed Great Stanton explains why this is so important for the railway and how it is
Western electrification project was costing three times its 2013 estimate realising this long-awaited goal. Another off-the-mainline feature is
of £874 million. Chris Parker’s description of the Piccadilly line’s approach to the leaf fall
Nigel Wordsworth interviewed Francis for our key feature, in which season, which highlights its integrated management of the resultant
he is open about the mistakes that have been made. He explains adhesion problem.
how lessons from problematic high-profile projects, such as Great The new chair of the IMechE’s Railway Division is Richard McClean,
Western electrification, have been learned and what has been done managing director of Grand Central. Malcolm Dobell describes his
to prevent bank holiday engineering work overruns. With only one address on the relevance of rail in which Richard highlights the need
significant possession overrun since 2014, this new approach seems to to make railway engineering an attractive career and get across the
be working. There is also evidence that Network Rail’s new project cost message that “the ability to work with detailed processes, awesome
control approach is working. This no longer commits to final investment plant and great people means you can never be bored, while putting
decisions until project development has produced a realistic cost your customer, the passenger, on the production line means that you can
estimate. never let your attention wander.”
However, the legacy of the GW electrification’s £2 billion overspend is Wandering attention can certainly result in things going wrong. The
cancellation of future electrification schemes and a marked drop-off in precise cause of the collapse of a new rail tunnel bore at Rastatt under
projected workload at the end of Control Period 5. Furthermore, the CP6 Europe’s busiest double track main line has yet to be determined.
high-level output specification is to focus on renewals with a “pipeline” However, as Keith Fender describes, whatever the resultant engineering
approach for enhancements, each of which will require a separate recommendations, there are also significant lessons to be learnt
funding package. regarding the management of the huge disruption from this failure.
As the railway supply chain faces tough times ahead, one answer The failure of a retaining wall and water main at Moses Gate during the
is for it to seek partnerships to finance and deliver enhancements in recent Bolton blockade closed the line for a further seven days. However,
accordance with the recommendations of Professor Hansford’s review. as we describe, the way design, procurement and logistical challenges
There is no doubt that Network Rail would welcome this approach. were rapidly overcome prevented the line from being closed for much
The August bank holiday saw large parts of Waterloo and London longer.
Bridge stations shut during blockade work. Mark Phillips reports on the The 24-day partial blockade at Waterloo was an almost perfect project.
major work done to reconfigure the approach to Waterloo and extend Unfortunately, as we report, disruption from extended signalling testing
Platforms 1 to 4 for 10-car trains. In another feature, he describes how made this the most significant possession overrun since Christmas
this platform extension was one of three Waterloo capacity projects 2014. Worryingly, during the blockade, a passenger train derailed due
that require 2,100 tonnes of concrete. The others were the former to misaligned points whose control system
international approach viaduct and work at Vauxhall station in 2018. had been temporarily modified. Lessons from
Clive Kessell’s report on the latest London Bridge blockade this incident need to be learnt as a matter of
explains how the layout of the station and tracks beyond it have been urgency.
progressively transformed to create extra capacity with dedicated DAVID
RAIL ENGINEER EDITOR SHIRRES
Thameslink platforms. This year’s Christmas blockade will complete this
transformation.
Editor
David Shirres
david.shirres@railengineer.uk
Production Editor
Nigel Wordsworth
nigel.wordsworth@railengineer.uk
Engineering writers
bob.wright@railengineer.uk
chris.parker@railengineer.uk
clive.kessell@railengineer.uk
collin.carr@railengineer.uk
david.bickell@railengineer.uk
graeme.bickerdike@railengineer.uk
grahame.taylor@railengineer.uk
lesley.brown@railengineer.uk
malcolm.dobell@railengineer.uk
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ROLLING STOCK / DEPOTS
New designs, Components, Interiors, Refurbishment,
Maintenance, Lighting, Fuel, Equipment, Vehicle
Maintenance, Condition Monitoring, Lifting, Train
Washing, Inspection
Plans are for a new stage which will bring further DECEMBER 2017
eight-mile rail link, running stakeholder engagement.
alongside the M25, which will AECOM chief executive David ELECTRIFICATION / POWER
connect the west end of the Barwell announced: “As a long- Transformers, Generators, OLE, Distribution Networks,
Terminal 5 station with the term partner to government, Monitoring, Earthing, Lightning Protection, Control
Windsor-Staines line. This will AECOM is delighted to bring Equipment and Systems
enable rail connections with its development, engineering
London Waterloo via Clapham and delivery capability to LIGHT RAIL / METRO
Junction. resolve current and future Vehicles, Rail, Electrication, Signalling, Tram, Tram-Train,
In addition, plans are to infrastructure needs and to Underground, Operating Systems, Platform Screen
continue the new line to bring private sector funding to Doors, Automation
Chertsey, from whence trains accelerate the delivery of critical
will be able to go on to Woking, public infrastructure”
Guildford and Basingstoke. The Heathrow Southern
The development of the Rail scheme complements JANUARY 2018
scheme has been bolstered Network Rail’s plans for a new
by an announcement that chord linking Heathrow to the STATIONS
engineering consultant AECOM westbound Great Western Rail Engineer reports on Stations, the passenger
has ‘bought into’ the scheme, main line towards Reading and experience through a station, and key
supplying funding for the next Bristol. developments below:
Accessibility, Architecture, BIM, Barriers, Buildings,
CCTV, Car Parks, Catering, Cleaning, Escalators,
Landlord Permissions, Lifts, Lighting, Maintenance,
Passenger Information Systems, Planning Issues,
Platform Screen Doors, Platforms, Records,
Refurbishment, Reporting, Retail, Security, Software,
Smart Ticketing, Wheel / Rail Interface
Alstom's new Widnes facility is now well-and-truly open for business as the first repainted
Pendolino train was handed back to Virgin Trains recently.
However, it doesn’t have to be that way. unit is only 5.72 metres long, means it can services. Surface finish is < 10µm and the
Tisséo, the operator of the Toulouse tram be pulled by a Unimog, and it operates at unit has a range of around 20km.
network in France, recently awarded a three- speeds of up to 60km/h. So even though Sparks and dust are contained under the
year framework contract to Vossloh to carry it only removes 0.01mm for each pass, so machine’s cover and are sucked up by a
out preventative maintenance on its tracks. taking 10 passes to remove 0.1mm, which vacuum recovery system.
Vossloh brought along an HSG-City high- is thought of as being the best amount to Since the prototype was launched in 2014,
speed grinder to remove surface defects take to keep rails in good condition, it can the unit has been used in Germany, China,
and restore rail profile. Its small size, the be done quickly and without interrupting Denmark and now France.
www.jobson-james.co.uk/rail
London
Bridge
Blockade Summer 2017 update
CLIVE
KESSELL
L
ong blockades of major stations at public and bank
holiday times have become part of rail engineering
custom and always attract media attention, most of it
critical. Is this adverse press comment justified?
Rail Engineer went to see what was happening at London The blockade
Bridge during the recent blockade period, to see at first hand commenced on Saturday
what was actually involved and the steps taken to minimise 26 August and lasted
disruption to the travelling public. until Sunday 3 September.
During the first weekend, all
lines were closed except one
(which was signalled for reversible
working) to allow limited access to
some platforms on the low level (Central)
side of the station. No trains could access
the high level (South Eastern) platforms, thus
necessitating the closure of Charing Cross and
Cannon Street stations.
Fortunately for intending passengers, there were alternative
train services from most places in Kent and Sussex into Victoria
or Blackfriars. From Bank Holiday Monday, all low level lines and
platforms were re-opened as were the lines through the high-
level section of the station to Cannon Street, but trains did not
call at the associated platforms as work on these and the street
level concourse extension will not be finished until Christmas. On
Saturday 2 September, test trains were operating through the
station and onwards to Charing Cross with a limited timetable
operating on Sunday and a full service at the start of the working
week on Monday 4 September.
BE DIV
BE DIV
one through line, all of which extended SLEW 7 SLEW 7
RM E-U
RM E-U
ON ND
ON ND
ARING CROSS TO CHARING CROSS 8 8
onwards through the notorious Borough
DS ER
DS ER
8 9 8 9 SUSSEX SUSSEX
EY
EY
9 9 LINES LINES
Market Junction to either Charing Cross or
10 10 DS DS
10 10
Cannon Street termini, historically being 11 11 DF DF
part of the South Eastern 11 12
and Chatham 11 12
UF UF
US US
Railway.LONDON BRIDGE LONDON BRIDGE
LOW LEVEL LOW LEVEL
Some cross-connections 13 14 between the 13 14 NEW CROSS NEW CROSS
SOUTH SOUTH GATE GATE
two sides south of the station allowed BERMONDSEY BERMONDSEY
15 15
off-peak Caterham and Tattenham Corner
trains from Charing Cross to route towards
New Cross Gate and East Croydon. This
layout and TO
TO CANNON ST
arrangement
CANNON ST
was never ideal TRACK
much slower line via Tulse HillLAYOUTTRACK
AFTER
and missing LAYOUT
AUGUST AFTER
high level 2017
withAUGUST
BLOCKADE
1, 2, and2017 BLOCKADE
3 broadly leading
but the operators became slick at making out the important interchange at London to Cannon Street, 4 and 5 dedicated to
LONDON BRIDGE LONDON BRIDGE
CKFRIARS TO BLACKFRIARS
the best ofTO a CANNON
bad jobHIGH
ST
asLEVEL
the cost and
HIGH LEVEL Bridge. TO GREENWICH Thameslink TRACK
TO GREENWICH
KENT 6,LAYOUT
andNEW 7,CROSSKENTAT
8 and JULYCROSS
9 serving
NEW 2017
the
LINES LINES
1
scale of improving the throughput was 1 1 Secondly, the
1 new grade-separated route to Charing
DS Cross. At
DS the terminal
LONDON BRIDGE
TO BLACKFRIARS
considered prohibitive.2 3 HIGH LEVEL 2
2 3
junction at New2 Cross Gate on to platforms, these have been
US
TO GREENWICH US reduced
KENT NEW CROSSto six
LINES
3 3
Two major changes to train services 1 the revamped 1 East London line to (numbers 10 to 15), the work
DS here being
4 4 DF DF
forced the situation to 4be5 resolved. Firstly, 4 5
2 3 5
Whitechapel52 and the Docklands area, and essentiallyUFcomplete. US UF
the advent of the Thameslink south- 6 the through 63services over this route now There are 11 parallel access lines to the
6 7 6 7 4 DF
BE DIV
BE DIV
RM E-U
TEMP UF
ON ND
ON D
DS ER
8 9
N
6 SUSSEX SUSSEX
EY
EY
6 7 9 9 LINES LINES
BE DIV
SLEW 7
the Snow Hill link to Farringdon, routed trains to access the low-level terminal Street trains,DS 4 and 5 for DS Thameslink, 6
RM E-U
10 10
ON ND
TO CHARING CROSS 10 10 8
additional trains across the connection platforms. 11 to 8 for Charing Cross trains and 9 to 11
DS ER
8 9 11 DF DF
SUSSEX
EY
9 LINES
This resulted UF and out of
for trains into UF
the terminal
from low-level to high-level 11 12 lines just11 12 10 in surplus capacity on DS
10 US US
outsideLONDON
London BRIDGE
Bridge
LOW LEVEL
LONDON BRIDGE
station, thus
LOW LEVEL
the low level11and a serious shortage of platforms. Some lines areDFsignalled for
13 14 13 14 NEW CROSSUF NEW CROSS
creating more flat junction conflict and 11 12 capacity and throughput on the high level. reversible working,GATE thus catering for peak
GATE
SOUTH SOUTH US
further pressure on the LONDON BRIDGEused
platforms BERMONDSEY
If Thameslink was ever to achieveBERMONDSEY
the flows in opposite directions. Crossovers do
15 LOW LEVEL 15
NEW CROSS
by the Charing Cross services. It was 13 14 status of a cross city RER type line, then permit trains to access different platforms
GATE
SOUTH
deemed impossible to path Thameslink something would have to be done. BERMONDSEY from those listed above to cater for
15
trains through London Bridge in the peak The ultimate result is to equip London signalling failures, maintenance work or
hours,
TO CANNON ST forcing themSTto be routed on to the
TO CANNON Bridge with nine through platforms FINAL
on the TRACKany
FINAL
LAYOUT TRACK
other JANUARYLAYOUT
eventuality. 2018 JANUARY 2018
LONDON BRIDGE LONDON BRIDGE
CKFRIARS TO BLACKFRIARS
HIGH LEVEL
TO CANNON ST
HIGH LEVEL TRACK LAYOUT
TO GREENWICH AFTER
KENT AUGUST
TO GREENWICH 2017
KENT BLOCKADE
NEW CROSS NEW CROSS
LINES LINES
1 1
1 1 DS DS
LONDON BRIDGE
TO BLACKFRIARS
HIGH LEVEL 2 2 US
TO GREENWICH US
KENT NEW CROSS
2 3 2 3 LINES
1 3 3
1 DS
4 4 DF DF
4 5 4 5 2 US
2 3 5 5 SR SR UF UF
3
6 6
6 7 6 7 4 DF
4 5 7 7
ARING CROSS TO CHARING CROSS 5 UF
8 8
8 9 8 9 6 SUSSEX SUSSEX
6 7 9 9 LINES LINES
BE DIV
7
RM E-U
10 10 DS DS
ON ND
TO CHARING CROSS 10 10 8
DS ER
8 9 11 11 DF DF
SUSSEX
EY
9 LINES
UF UF
11 12 11 12 10 DS
LONDON BRIDGE LONDON BRIDGE 10 US US
11 DF
LOW LEVEL LOW LEVEL
13 14 13 14 NEW CROSSUF NEW CROSS
11 12 SOUTH SOUTH GATE GATE
LONDON BRIDGE US
BERMONDSEY BERMONDSEY
15 LOW LEVEL 15
13 14 NEW CROSS
SOUTH GATE
BERMONDSEY
15
WN SLOW DS
DF DOWN
DOWNSLOW
FAST DF UP
US DOWN FAST UF US
SLOW UP UP
FAST UF UP FAST
SLOW SR SOUTHWARK SR SOUTHWARK
SOUTHEASTERN SOUTHEASTERN
SOUTHERN SOUTHERN
THAMESLINK THAMESLINK
ANCILLARY WORKSITE
ANCILLARY WORKSITE
REVERSIBLE REVERSIBLE LINES LINES
Planning the Work Site walk-throughs by the project The old London Bridge Power Box will
The meeting with Rail Engineer took leaders made sure that nothing had been remain in control of the Lewisham area
place in the site depot located at New overlooked and that the correct standards and the Hayes branch interlocking until
Cross Gate and affectionately known as of workmanship had been achieved. A the 2018 May bank holiday, when control
the War Room. To ensure commonality of 55-page booklet was prepared, covering will transfer to Three Bridges ROC.
purpose, the depot is used by staff from all the safety and security requirements as Similarly, the Angerstein interlocking
Network Rail, Balfour Beatty (for all civil well as details of the possession and work area, covering the Greenwich lines, will
work) and Siemens (for signalling). Just packages, so no-one could later claim they transfer at Easter 2019 and the Hither
being there to see the wall charts filled had not been fully briefed. Green to Grove Park area in March 2020.
with diagrams and project tasks gave Thereupon, London Bridge Power Box
reality to the scale as to what had to be The final blockade and ongoing work will close.
done. Whilst the end is now in sight, one Thameslink trains will again be routed
Every site and every work package had more big blockade is planned for through London Bridge sometime in 2018,
each individual activity listed with the time, Christmas 2017. This will bring into use whence Automatic Train Operation will
work content and progress duly logged. the Thameslink lines over the Bermondsey be introduced on the central core across
Viewing the method of measurement dive under, new Platforms 4 and 5 for London. That will bring its own challenges,
revealed that any critical items would Thameslink services, the commissioning but at least all the civil and signalling
be shown in red but a quick scan of the of the new double track Metropolitan infrastructure will be in place.
charts did not seem to have any red Junction leading up to Blackfriars,
items showing. If nothing else, it instilled the completion of the street level Thanks to Mark Somers, the Network Rail
confidence. concourse, re-opening the platforms for project director, and his team for their time
Other subcontractors engaged in the Cannon Street services together with during this busy period and to Alexandra
work are MPI for testing support, Vital Rail the associated signalling and operating Swann, communications manager -
and Pod-Track for track labour, Sonic Rail changes Thameslink for facilitating the visit.
Services for conductor rail integrity and
Cleshar for electric traction equipment.
A novel feature was a huge TV screen at
the depot linked to various pole-mounted
cameras positioned strategically at the
critical work sites. With pan, zoom and tilt
facilities, the project engineers could see
at first hand what was happening at every
location and issue instructions or guidance
accordingly.
The eight-day blockade utilised nine
engineering trains, three tampers, 15 road-
rail machines, two rail cranes, one road
crane and 6,000 shifts. 10km of new track
was effectively installed.
MPI is always looking to hear from anyone who has experience in Signalling Testing
Installation, Telecoms Installation, Systems Engineers, Civils Teams, Cabling Teams
and much more. Please contact our Rail Team to register.
01992 501111
rail@mpi.ltd.uk
www.mpi.ltd.uk
16 CONCRETE/EARTHWORKS/DRAINAGE
MARK
PHILLIPS
Major closure
perhaps four, platforms each weekend,
the overall disruption to the station
would have continued for many months.
at Waterloo:
The introduction of so many temporary
working arrangements would have been
complicated for the train planners. In
August 2017
addition, the setting up and dismantling
of the work sites so many times would
have been less economic for the engineers
and the testing and commissioning of the
temporary signalling arrangements would
have introduced additional risks.
Therefore, a much bolder approach was
adopted, which was to take the whole
T
he fabled lost island city of Atlantis has featured in literature, films and of the affected part of the station out
art, but where and what was it really? Who were its inhabitants and of use for a 24-day period. During this
what endeavours were they pursuing? Amongst academia, there are major possession it would be possible
many postulated theories, but no agreement. to reconstruct and extend platforms and
complete the necessary associated track,
Venture, however, no further than One possible approach to achieve signalling and electrification works in one
Waterloo station, in central London, this reconfiguration would be to plan a fell swoop.
and you will find a purpose-built Atlantis series of stageworks over many weekend The upgrade project is the responsibility
populated by engineers, designers and possessions. Work in each possession of the Wessex Capacity Alliance, a
planners focussed on a specific major would have been a small element in the partnership of Network Rail, AECOM, Mott
endeavour. alteration of the track layout, signalling MacDonald, Skanska and Colas Rail. Whilst
The Waterloo and Southwest Upgrade and third rail arrangements towards the each of these partners has a clear lead role
project is an £800 million investment by eventual final layout. Each stagework - Network Rail as client, AECOM and Mott
Network Rail and the Department for would no doubt have entailed the MacDonald as designers and Skanska and
Transport to increase significantly the temporary loss of some flexibility for train Colas Rail as contractors - it is apparent
capacity for trains and passengers on that movements and this pattern would have that it is a well-integrated partnership, with
part of the railway network. This article continued until all the stageworks were each and every participant sharing equally
reports on a major component of this complete. in planning and decision-making.
upgrade, which is to extend platforms at
Waterloo so that they can accommodate
10-car trains. Monday 7 Auguat - two days in.
At present, 113,000 passengers arrive at
Waterloo during the three-hour morning
rush hour, which is the equivalent of one
double-decker bus every eight seconds.
The upgrade will increase this capacity
to 158,000 passengers (one bus every six
seconds).
Alternative approaches
Extending Platforms 1 to 4 so they can
accomodate 10-car trains takes them out
into an area of conflict with existing switch
and crossing work. The track layout on the
approach to these platforms had therefore
to be remodelled and redesigned with
the flexibility for trains to arrive and depart
from various platforms preserved.
Platform work
A general view of the site from Atlantis. Platforms 1/2 and 3/4 were demolished
and rebuilt with an extension of 40
metres. Platforms 5/6 were demolished
and rebuilt at their existing length.
Platform 7 was provided with a new
wall face to effect a track realignment
and Platform 8 was subject to a
refurbishment.
For all the rebuilt and extended
platforms a new form of construction
has been adopted. This uses a modular
form of precast platform wall unit, known
as the ‘C Section’ unit. For simplicity of
planning and construction, the platforms
were designed to use identical C Section
units throughout.
The platform units have a centre of
gravity such that they are temporarily
The period from the early hours of could be readily identified by all stable when placed on their foundation
Saturday 5 August right through to participants and not misunderstood. whilst still free-standing and also,
Tuesday 29 August was selected as Secondly, a comprehensive timeline of course, permanently stable once
the optimum time to take possession activity programme, showing every incorporated into the completed form
of Platforms 1 to 10, with the closure single activity throughout the 24 days, of platform construction. They are
being extended further to also include was produced. For certain activities, designed to carry the cable management
Platforms 11 to 14 for the final long particularly the more major ones, and systems, rail systems services on one
weekend Friday 25 to Tuesday 29 August. where perhaps the time needed for side and building systems services such
Network Rail deemed that, being during completion was difficult to estimate as lighting, public address, and power
the summer holidays, fewer commuters precisely, an appropriate contingency supplies, on the other.
overall would be inconvenienced by this was allowed for and built in. A feature of the wall units is that each
closure than at other times. Additionally, Also, those activities which were found incorporates a small square cutout in the
the major closure had been very well to be not on the critical path were vertical face. This helps with ventilation
publicised for nearly a year previously, carefully appraised for their ability to be under the new platforms and also
enabling regular travellers to plan carried out at any times when planned provides an entry/exit point for cabling as
accordingly. resources were, for some unforeseen necessary.
Earlier in 2017, some major trackworks reason, held up on their scheduled Before the new platform wall units
and installation of a signal gantry over task and could be quickly and usefully could be installed, the foundation
Platforms 1 to 8 had already taken place diverted on to the non-critical path area had to be thoroughly prepared.
outside the station approach in order, as activity. This involved demolishing the old
much as possible, to reduce the volume
of work to be accomplished within the
August closure. 10 August and the new platforms are going in.
PLATFORM 19
PLATFORM 18
PLATFORM 17
WINDSOR
REVERSIBLE
PLATFORM 16
PLATFORM 15
UP
WINDSOR
DOWN
WINDSOR
PLATFORM 14
PLATFORM 13
UP MAIN
RELIEF
UP
MAIN FAST
PLATFORM 12
PLATFORM 11
DOWN
MAIN FAST
UP
MAIN SLOW
PLATFORM 10
PLATFORM 9
DOWN
MAIN SLOW
PLATFORM 8
SOUTH PLATFORM 7
SIDING
ENGIN
EER
SS
IDI PLATFORM 6
NG
PLATFORM 5
REMOVED TRACK
PLATFORM 2
PLATFORM EXTENSION PLATFORM 1
platforms and bases right down to the protected those working on the track directly onto permanent sacrificial steel
extrados of the masonry underground from concrete placement activity taking shuttering spanning, without propping,
arches, used for London Underground place at the higher level. between the wall units. The concrete for
access, beneath the main line station. The new platform edge coping stones this and the foundations was delivered by
The condition of these arches had are provided with Halfen inserts, making pumping from the road access adjacent
previously been assessed from below the fixing of the Combisafe uprights to the east side of the site near to
but, during the present work, as each straightforward. Platform 1.
area was exposed, the condition of the All the precast units were brought to From Platforms1/2 and 3/4, new
waterproofing was checked, engineer’s site on engineering trains, then offloaded stairways have been constructed
inspections made and any structural or and set in their final position using to give direct access to the London
waterproofing repairs carried out before road-rail vehicles. With the precast wall Underground passageways below. The
commencing on the foundation for the units in place, the platform deck could location of these stairways towards the
new platform wall units. be progressively constructed. This is ‘country’ end of the platforms is beyond
The strip foundations were made formed of a reinforced concrete slab cast where the main arches exist and lies in an
with rapid setting, rapid strength-gain
concrete, having the ability to take the
loading from the platform units only
three hours after pouring.
The need for the rapid availability of
the foundation was an essential part of
the overall plan, providing, as it did, a
sequential progression of all work from
one platform end to the other, with each
activity following in close succession
- cast foundation, lay units, construct
platform deck, excavate, reballast and
relay track.
Also, to assist with the various activities
following hard on each other’s heels,
Combisafe barriers, sheeted with heavy
duty polythene, were erected along the
platform edges as work progressed. This
Another view of the platform extensions under construction. was to ensure that, throughout the entire
programme, there would be available,
on every shift, engineers with the correct
experience and the appropriate level of
delegated authority that would enable
them to make decisions there and then
on the issues likely to arise.
Twenty-four engineering trains were
used to deliver new components and
remove old materials.
A
s Mark Phillips describes in his article, London Waterloo station Worryingly, this was a failure of the
was recently the subject of a 24-day partial blockade as significant signal interlocking’s detection system
upgrades were made to the station. Platform extensions, trackwork as the initial RAIB release states that
modifications and signalling upgrades were all undertaken as the train driver and signaller received
London’s busiest station underwent its first major upgrade since the arrival of indications that the points were correctly
Eurostar in 1994. aligned, and thus locked.
The RAIB will conduct a full
Scheduled to last from Saturday 5 Use of the term ‘misalignment’ investigation to identify the
August to Tuesday 29 August - Monday indicates that the points were not set for circumstances leading to installation
was a bank holiday - this was a major a particular route. Furthermore, for the of the temporary control system
piece of work. The five organisations that train to take the wrong route, the gap modification, the safety measures
make up the Wessex Capacity Alliance between the wrong route’s stock rail and provided while the temporary
are well integrated and the planning point blade must have been sufficient for modification was in place, the checking
and preparations had been meticulous. the wheel flange. This implies that the and testing procedures applicable
Nothing was left to chance. points were around mid-position as the to the modification and any relevant
As a result, nothing should have gone train left the platform. underlying management factors.
wrong. Yet it did. The full reasons won’t The question then arises why should Although it will take several months to
be known until at least two enquiries the points be in such an abnormal publish the formal report, the serious
are completed, but here are some early position. Two possibilities are that the nature of this incident is such that the
indications. trailing points were incorrectly set for lessons from this incident for ongoing
the incoming empty stock move into signalling project work need to be
Slow-speed crash platform 11 which then burst them, understood as a matter of urgency.
The first sign of trouble came early in leaving them in mid position, or that, One key issue is the safety measures
the morning of Tuesday 15 August, ten for some unusual set of circumstances, that were in place. Had the points been
days after work commenced. The 05:40 the points moved mid-position after the clipped and secured, the accident
to Guildford, 10-car train made up of a empty stock train arrived in platform 11. would not have happened. However, the
combination of Class 455 and 456 units,
PHOTO: NETWORK RAIL
Three projects
MARK
PHILLIPS
in concrete
T
he Wessex Capacity Alliance (WCA) is responsible for an £800 million The existing viaduct arrangement
investment to provide extra capacity on services to and from London consisted of three separate parallel
Waterloo. Most of the work is centred around Waterloo itself, with decks with gaps between them. The
additional work at key outlying stations. original proposal was to construct two
further, structurally independent, decks
Three aspects of the upgrade project, on the approach viaduct which was to infill the gaps and provide continuity
which make a significant use of concrete, installed for the introduction of the for carrying the new track layout. These
are described in outline here. When international services. It is a very carefully additional decks would have required a
complete, they will have used nearly considered series of structures, which further 65 piles to carry them, the piling
2,100 tonnes of in-situ concrete and threaded the new international tracks itself being an immensely complex part
570 tonnes of pre-cast concrete units to above busy streets, over the existing of the whole work, having to take place
create the new facilities that will provide Waterloo masonry arches and with with only five metres of headroom under
the additional passenger capacity. It is piled foundations avoiding London the existing viaduct, needing to avoid
worth noting that, had it not been for Underground infrastructure and many many services and requiring disruptive
an imaginative approach to the design utility services. road closures.
on one of these projects, the quantity of Mott MacDonald, one of the design Some thorough value engineering
concrete required would have been even consultants for the structural aspects generated an ingenious alternative
greater. of the work at Waterloo, had been the proposal. Could infill decking be
independent checker of the original designed such that it would act
Approach viaduct terminal in 1992. This was to prove very integrally with the existing decking? If
A crucial stage in the redevelopment useful in developing the alterations it could be shown that this was feasible
of Waterloo station to provide the extra needed to the approach viaduct. structurally, then there would be no
capacity needed was the refurbishment
of Platforms 20 to 24, the former
International Terminal, which had been Placing C-section units.
largely out of use since November 2007.
Convertion of this part of the station for
use by domestic services would need an
operationally more flexible track layout
on the approach to the platforms to
permit up to 18 trains per hour in and
out of these five platforms, compared to
the six per hour capacity in the days of
Eurostar.
It gets more complicated. The
optimal track layout for this new service
capacity and flexibility would not ‘fit’
Tie-in steel.
Macrete
Macrete
NCENCE
1-2 page
1-2 page
Feb Feb
15-paths.indd
15-paths.indd
1 1 27/01/2015
27/01/2015
14:23
14:23
STRUCTURAL PRECAST
FOR RAILWAYS
Safety solutions
for earthworks
and drainage
GRP Handrail System, giving
you peace of mind on site
C
hipping Sodbury
tunnel is situated to
the east of Bristol
Parkway station on
the Paddington to Cardiff Great
Western main line (GWML).
The 2.5-mile long tunnel was
opened in 1902, ensuring that
the main line to South Wales
would run under, and not impact
on, the picturesque Badminton
estate that is located above. The
only evidence of the tunnel’s
existence at ground level is a
row of six elegant Grade 2-listed
ventilation shafts which have
been tastefully designed to add
character to the surrounding
countryside.
The tunnel was one of the last major The dilemma for the engineer who Electrification
railway tunnels to be built in the UK on is trying to resolve this problem is that Mott MacDonald was invited by Network
the classic mainline network. It has also pumping water out into local streams and Rail to analyse and prioritise these flooding
acquired an unenviable reputation for rivers usually means that the water goes hotspots and develop outline schemes
frequent flooding, causing passenger and on a short trip through the local strata for improvement. Chipping Sodbury
freight trains to be cancelled or diverted and then re-emerges in the tunnel or the was identified as the second highest
on a regular basis. approaching cuttings. It is like an aqua/ priority closely behind Cowley Bridge in
The reason this flooding has become such water roundabout. It is exasperating for Exeter (issue113, March 2014 and issue
a regular occurrence is due to the fact that train operators and a daunting challenge 100, February 2013), where currently two
the tunnel was constructed through an area for engineers responsible for keeping the schemes are being developed.
known as an aquifer and, as a consequence, tunnel open. Many local initiatives and schemes
it has been a nightmare for railway have been tried out in the past, but with
maintenance engineers over the decades. Impact on the environment only marginal success. However, with the
Given the significant volumes of water imminent introduction of the electrification
Water-bearing permeable rock involved, Network Rail continues to work of the main line from Paddington to
An aquifer, as readers may well be aware, very closely with the Environment Agency Cardiff it has been decided that it is time
is an underground layer of water-bearing in designing a scheme for the tunnel and to challenge nature and sort this perennial
permeable rock. While aquifers can occur its surroundings. problem out once and for all.
at varying depths below the surface, those Also, the Chipping Sodbury project
closer to the surface are not only more is one of a number of schemes under Dissipating water
likely to be used for water supply and the Department for Transport’s Flood Phil Morton, Network Rail’s project
irrigation but are also topped up whenever Resilience Programme. This £26.5 manager for the tunnel’s flood alleviation
there is local rainfall. million programme was established after scheme, explained the details of the work
In the case of Chipping Sodbury tunnel, extreme weather in 2012 and 2014 caused now being carried out. He emphasised
whenever there is rainfall, huge amounts extensive disruption to the rail network. that the focus was on finding a more
of water gravitate toward the tunnel area. The aim of the programme is to reduce effective way of dissipating the water and,
If the rainfall is significant, springs can the risk of flooding at key locations in therefore, dramatically reducing the need
emerge through the track ballast and both the Thames Valley and the South to close the tunnel.
the brick lining within the tunnel. On one West and to ensure that, when flooding The original plan was to carry out part of
occasion, the volume of water entering the does occur, train services can be resumed the work during two weekend blockades
tunnel was measured at 2.5 cubic metres at a quicker rate, reducing disruption for but, as the GWML Electrification project
per second. passengers. emerged, opportunity was taken to
GRAEME
BICKERDIKE
Now what?
The dismantling of the retaining wall continued in tandem with
the excavation at the southeast corner of the bridge abutment.
The team’s expectation - based on the construction drawings - was
that concrete fill had been poured behind the abutment wall - a
four-feet thick masonry structure - to help support the deck slab.
However, it became increasingly apparent that there was no
concrete: the load was largely being carried by the stonework.
Although investigations revealed the abutment’s condition
elsewhere to be generally good, this discovery added a substantial
new element to the design and site works - the requirement to
stabilise that corner of the bridge. In all likelihood, it was this
that pushed the programme beyond the blockade’s end-date of
Full flow Monday 28 August, partly resulting from the need to erect a trestle
Within half-an-hour, 140 metres of railway looked more like a - blocking the Down line - to temporarily prop the deck. Recovery
canal. The influx of water from the lower part of the abutment was from the burst water main was well in hand and could probably
now considerable, whilst significant quantities were also being have been finished on time.
discharged from weep holes cored by the team through the
retaining wall to relieve the pressure. As new paths were created, Moving forward
longitudinal fractures opened in the brick and stonework; a Whilst the rest of us were enjoying an uncharacteristically
movement of 240mm was recorded and a large bulge developed. pleasant August Bank Holiday Monday, staff from Network
Mud was deposited on the track, washed out from behind the wall Rail and Buckingham were getting to grips with the abutment
where a void was created. reconstruction. Having dismantled a section of the masonry wall
The main road had to be closed and local residents were left approximately four metres in length, formwork was assembled in
without water until the early hours of the following morning. advance of the following day’s first concrete delivery from Hanson.
Although the supply to the main was quickly turned off, difficulties Once poured and cured, the process was repeated, building up in
with a valve meant the flow did not fully stop until Saturday three lifts of 1.5 metres to meet the bridge deck. By the end of the
afternoon - to address this, pumping equipment had to be week, this task was complete.
brought in. To replace the retaining wall, five precast concrete cylinders, 2.5
Despite the depth of the inundation, the water had gone from metres in diameter, were assembled in an excavation at the toe of
the railway within 24 hours - testament to the efficacy of the new the cutting slope and filled with concrete. A sixth may be installed
drainage. However it had caused the tracks to lift, meaning they as part of the permanent design, which is still being developed.
would have to be re-laid before a 100mph train service could be The railway was then cleared, allowing Buckingham to restore and
introduced. tamp the tracks on the new 100mph alignment.
Services between Manchester and Bolton All together now the main road was regularly travelled.
resumed on Wednesday 6 September, Work continues on site, but the Ongoing dialogue with the Council
albeit with a 20mph speed restriction immediate priority - getting passengers on ensures all parties share a common
imposed through the site. This was soon the move again - has been accomplished. purpose; there is a clear intent to get the
raised to 50mph, first on the Up line - on The water main is being diverted to job done as quickly as possible.
7 September - and on the Down the the other side of the bridge, but this is But this is the nature of unpredictable
following day. The tracks will need to be complicated by the shallow depth of events - they pose challenges that
renewed before 100mph running can cover available. Partly as a result, it cannot are rarely quick to resolve: design,
be introduced. Trains started serving yet be confirmed when the highway will procurement, logistics, manpower. All
Moses Gate station again on Monday 11 be reopened for vehicular use. Provision these have tested the team from Network
September after Story Contracting had for pedestrian access has been in place Rail and Buckingham as an everyday task
attended to reinstate the copings and throughout. Obviously, the disruption escalated first into a local difficulty, then
platform surfaces. impacts both on locals and those for whom an emergency situation. They were helped
out by the staff from Story, who would
otherwise have been dealing with the
platform copings, and a UPAC piling team,
redeployed from a site near Farnworth
Tunnel. More hands make lighter work.
As is so often the case, the railway really
comes together when it’s up against it.
Editor’s comment
This article by Graeme Bickerdike
brings back memories.
When I started work with British
Rail in 1968 as a booking clerk at
Pendleton Broad St, my home town
of Bolton was beyond the 8 miles
PHOTO: FOUR BY THREE
KEITH
FENDER
PHOTO: KEITH FENDER SBB Cargo Class 482 TRAXX locos haul a freight train over the route in September 2016.
A
round lunchtime on Saturday 12 August, groundwater broke into one of eastern bore of the new tunnels under
two new high-speed rail tunnels under construction for German Railways Rastatt that suffered the collapse in mid-
(DB) just south of the German town of Rastatt, situated on the very busy August 2017.
Karlsruhe to Basel main line used by up to 200 freight and another 150+
passenger services daily - the busiest double track main line anywhere in Europe. Project and financing
The new 16km long Rastatt avoiding
By sheer bad luck, the tunnel collapse Reconstruction of the 182km section line, designed for 250km/h operation,
happened at the only point the new of main line from Karlsruhe to Basel on is under construction from just north of
4.27km long tunnels cross under the the eastern side of the Rhine in Germany Durmersheim Nord on one of two existing
existing line and significant earth into a four track railway, with 250km/h fast lines from Karlsruhe to Rastatt with two
movement on the surface resulted. The passenger lines and two more tracks for new high speed tracks built to the east
existing line suffered deformation for freight (and regional passenger trains), of the existing line parallel with the new
around 150 metres and had to be closed had been an objective for German B36 road (which was built in 2007). The
immediately. DB’s network planners had Railways since the 1980s. However, northern ground alignment for the new
never expected such an event and, as a despite the 1996 agreement with railway was prepared at the same time as
result, all the other routes from Germany Switzerland, no new funding was provided the new road was built.
to Switzerland were closed due to by the German Government until 2003. The new line will then pass beneath the
engineering and electrification work. So The Rotterdam to Genoa corridor – of town of Rastatt in a new 4.27km twin-bore
the only diversionary routes for up to 200 which the line forms a major part, was tunnel, which has been under construction
freight trains a day involved neighbouring identified as a priority by the EU in the using TBMs since May 2016 when work on
France or a much longer route via Austria! 1980s. By 2017, several sections have the east (now damaged) bore began; work
been completed, others had construction on the west bore began in September
Background agreed or underway, although the middle 2016.
In September 1996, the Swiss and part of the route is still being hotly The tunnels start just north of the town
German governments signed an debated! ending at Rastatt Süd (Rastatt South),
agreement in Locarno. Germany At the northern end of the Karlsruhe around 5km north of the city of Baden
committed to providing more and better to Basel route, a new 16km two-track Baden, where the new line will join the
capacity for freight traffic destined for the 250km/h line is being built to avoid the rebuilt four-track line to Offenburg, which
then planned, now built, Lötschberg and town of Rastatt, where the existing line has been in operation since 2004. Planning
Gotthard base tunnels under the Alps in has permanent speed restrictions caused permission for the Rastatt avoiding line
Switzerland, which had been approved in by curves and junctions with multiple was granted in 1998 but the €693 million
1992. other lines at Rastatt station. It was the financing package was only agreed in
PHOTO: SIEMENS
Tunnel technicalities
»» TBMs - Herrenknecht Mixed Shield
machines S-953 “Wilhelmine” and
S-954 “Sibylla-Augusta”;
»» Power rating - TBM 4,500kW, cutter
head 1,920kW;
»» Weight - 2,300 tonnes;
»» Length - 93 metres;
»» Cost - €36 million (two TBMs);
»» Outer diameter - cutter head 10.94
metres;
»» Inner diameter (completed tunnel) -
9.6 metres;
»» Concrete segments - Seven two-metre-
Siemens Vectron locomotives are not approved to run in France. long concrete segments per ring of
tunnel lining; 30,000 in total (both
tubes);
2012. The Rastatt avoiding line section was The Rhine is around seven kilometres »» Tunnel length - 4.27km;
planned to open in 2022 although, with the west from Rastatt and underground rivers »» Tunnel depth below ground - max 20
delay caused by the tunnel collapse, this is flowing into the Rhine are a feature of the metres, min 4 metres;
now in doubt. local geology, as is the presence of ground »» Two bores - connected by eight
water, especially in the sandy sediments emergency cross passages every 500
Tunnelling where it is found up to 10 metres below metres;
The tunnels are being constructed at a ground. »» Material to be excavated and processed
cost of €312 million by special purpose DB and its engineers are very - 710,000 cubic metres;
organisation Arbeitsgemeinschaft (ARGE) experienced in tunnel construction in »» Tunnel construction railway - 900mm
TunnelRastatt comprising technical sandy areas where there is a high water gauge with seven works locos (Schöma
tunnelling specialism provided by table - much of the work undertaken since CFL180DCL/ CFL200DCL) and one
Stuttgart-based Ed.Züblin AG (owned German re-unification in Berlin (including Schöma CEL60 battery loco for rescue
by Austrian civil engineering group Berlin Hauptbahnhof) has been in similar train.
Strabag) and overall project management conditions. Sources Herrenknecht / DB AG
provided by German civil engineering firm
Hochtief AG. Herrenknecht supplied the Tunnelling approach
two TBMs to ARGE TunnelRastatt for the Due to the local geology and
project. German national rail infrastructure the presence of groundwater and
manager DB Netze is the customer. underground rivers, the tunnel’s builders
had opted for TBMs rather than other
Geology methods. To enable the TBM to operate
The tunnels are being built in sedimentary in the area, and in locations where it
rock that is geologically ‘recent’. The would be running close to the surface,
strata consists of Tertiary and more recent the ground to be tunnelled through was
Quaternary sediments and alluvial deposits being stabilised in advance of the TBM by
(sand, silt and gravel based) - the top layers being frozen, using either brine or liquid
of which were left as the glaciers retreated nitrogen, and injected with cement-based
at the end of the most recent Ice Age grouting prior to tunnelling.
which, along with the river itself, created the The TBMs utilise a mixed shield - part
flat, wide Rhine valley between the Black of which is pressurised and which can
PHOTO: HERRENKNECHT
Forest on the German side and the Vosges withstand groundwater in the rock being
mountains in France. excavated to a pressure of 15 Bar. Ground
The damage to the track can be clearly seen as concrete is pumped into the tunnel below. PHOTO: DB
freezing and sprayed shotcrete concrete is The collapse and aftermath The section which failed was only around
being used to excavate the cross passages The new tunnel section that collapsed five metres deep at the point of collapse,
between the two tunnel tubes. was around 50 metres long and the leading to major earth movement on
Watertight concrete troughs, built in collapse occurred after water entered the the surface which, in turn, lead to serious
2014/2015, form cuttings 800 and 895 eastern bore just behind the TBM shield / deformation of a 150-metre long section
metres long at either end of the tunnel cutter head and caused a section of the of the main line railway directly above the
being built by the TBMs; the work at newly constructed but not yet fully lined void where the tunnel had been.
both ends involved open excavation and tunnel to fail. Nobody was injured and
construction, some of it underwater due remote sensors above ground detected Immediate response
to ground water levels. The concrete the collapse which led to signals being From 12 August onwards, DB Netze with
troughs /cuttings are designed to prevent set to danger on the railway line above its contractors undertook work to stabilise
groundwater flooding into the completed - by good fortune no train was passing the underground construction site.
tunnel at either portal - from their mass as the hole opened up under the track! The void under the track was filled with
and length they are designed to exert The front of the TBM itself was actually concrete to plug the tunnel and protect
enough pressure on any water present to approximately 50 metres beyond the the nearly four kilometres of completed
retain it in surrounding soil and rock rather location of the main damage above- tunnel to the north. To minimise risk to
than entering the tunnels. ground. local inhabitants, some were initially
required to leave their homes near the Preparing for reinstatement so stabilising the site and allowing the
tunnel construction site. A 160-metre long Once the site was stabilised, DB Netze reopening of the railway above despite the
section from the plug to the TBM was had to quickly plan and organise how to damaged tunnel remaining underneath.
then filled with 10,500 cubic metres of reopen the railway and enable the tunnel This required 1,100 cubic metres of
concrete; an operation that took 150 hours construction to be completed. A section concrete delivered in 130 truckloads to the
of continuous concrete pouring and was of the existing main line was removed site.
completed on 25 August. - around 2,500 tonnes of ballast and Despite the precise cause of the August
Initial assessment of the damage earth plus all rails, 400 sleepers and OLE failure not yet being established, DB has
suggested that the ground-freezing equipment. decided to take no chances with a repeat
system failed for the section under the DB then constructed a 120-metre long, of the August incident and a second,
existing railway. What caused this has yet 15-metre wide, one-metre deep concrete similar slab will be built 150 metres north
to be confirmed, although hot summer slab on which to place the existing ground to cover the area where the western bore
weather, coupled with heavy rain, has been level railway. This will act, effectively, as a will pass under the railway. Having been
suggested as the likely cause. bridge over the eastern bore tunnel route, paused after the 12 August incident,
Constructing the concrete slab ‘bridge’ on which the railway would be relaid. PHOTO: DB
tunnelling for the western bore resumed DB’s immediate options to divert freight modern Bombardier Traxx or Siemens
during the first week of September. At traffic on its own network were, in fact, Eurosprinter/Vectron locomotives. Whilst
that point, it was around 800 metres severely limited by existing pre-planned some Traxx can operate in France, many
north of the point it will cross under the closures on both of the other electrified of those in regular use between Germany
existing railway - it was expected to pass routes from Germany to Switzerland and Switzerland may not be fitted
underneath before Christmas 2017. and parts of the non electrified route via with the necessary French safety and
After the two slabs have cured, the railway Lindau - all for engineering work. signalling systems. Siemens Eurosprinter/
will be rebuilt on top of them, enabling the Some of this work was curtailed once Vectron locomotives are not approved for
line to re-open. Initially, in mid-August, DB the scale of the Rastatt problem became use in France.
had suggested the closure might be around clear; the electrified Stuttgart-Singen- SBB, working together with DB Cargo,
two weeks but, ten days after the collapse, Schaffhausen route being made available introduced a freight shuttle service
announced that the line will re-open on 2 in early September - sooner than linking the major marshalling yards
October 2017. previously planned. Initially, in mid-August, in Stuttgart and Zürich and, by mid
The eastern bore TBM is actually DB had suggested the closure might be September, announced they would
around 50 metres beyond where the around two weeks but, ten days after the operate up to 116 trains on this corridor
main damage above ground is, and it is collapse, announced that the line would daily; up from 62 a day at the beginning
planned to recover the remains of the remain shut for weeks; with 2 October 2017 of September.
TBM (entombed in concrete) by digging finally confirmed as the reopening date. Many rail freight operators and shippers
it out of the ground. How construction of Rail freight operators, trade bodies have stated their intention to seek
the final section of the eastern bore will and customers have been highly critical compensation for business lost due to
continue remains unclear. The section of both the DB response and the tardy the closure of the line from both DB and,
remaining unbuilt of the eastern tube is offers of neighbouring countries’ railways potentially, the German government.
less than 500 metres - although 160 metres to assist. The low availability of train Private rail freight operators and
of this is now filled with concrete. paths - especially in France, which also customers have also questioned why DB
has a two-track electrified main line on could not have built a temporary, single-
Impact on rail operations the other side of the Rhine - led to major track diversionary route, enabling freight
The existing main line railway above delays for many shippers. trains to pass the tunnel collapse site at
the tunnel workings was closed to all rail After several weeks, Swiss Railways slow speed; it doesn’t appear that DB
traffic on 12 August. Immediately after the (SBB) announced in early September it ever seriously considered this option.
incident, DB said it would offer alternate had agreement to use its own French- Serious questions have also been
paths and routes to the 200-or-so freight speaking drivers in France, although the raised at EU level about the lack
trains routed via Rastatt daily and would number permitted to operate there was of suitable diversionary routes and
consider the use of road transport on limited. the lack of adequate cooperation
parallel motorways or shipping some The majority of freight trains on the between neighbouring national railway
freight on the River Rhine where viable. Karlsruhe-Basel route are operated by infrastructure managers.
I
n 2016, construction work got underway at Kenilworth to create Through the eye of a needle
a new station building, platforms and a footbridge as part of an Graham Construction, a family-owned company with a proud
ambitious integrated transport system. For many years, residents heritage dating back to the eighteenth century, was appointed
in the Warwickshire town had lobbied hard for a new railway principal contractor and is currently on site. The project involves
station following the closure and demolition of the old facility in the construction of new platforms, a new station building, cycle
1965. Since then, the population of Kenilworth has increased by 50 sheds, two lift shafts and a footbridge. Additionally, a car park and
per cent and today it is home to more than 24,000 people. bus stop/turning facility will be provided.
The new facility is located on the site where the previous station
once stood. Although the original station was demolished, the
original footbridge and public right of way have remained in
place ever since. This existing footbridge will be carefully restored
and re-furbished as part of the works while an additional bridge,
this one including lifts for better accessibility, has recently been
installed.
A 500-tonne crane was used to install the footbridge, which
spans 16 metres between supports and weighs 13 tonnes, within
an eight-hour weekend possession on Saturday 8 July between
00:30 and 08:40. A further three five-hour possessions were utilised
during midweek possessions to install the precast units which form
In 2013, following intricate negotiations, Warwickshire County the two lift shafts.
Council confirmed that a new station would at last be built.
Working closely with Network Rail, it was agreed that the facility,
situated on the rail route between Leamington Spa and Coventry
and very close to Kenilworth’s town centre, would receive a new
hourly train service - enabling connections at Coventry to and from
the north of the county, Birmingham and London and connections
from Leamington Spa to London and the Thames Valley.
The local authority anticipates that the new station will boost the
local economy, providing access to jobs, education and leisure
opportunities within the town.
comment from Devon County Council’s chief engineer, Keith Graham is no stranger when it comes to addressing missing
Dentith, who stated: “Graham is a fantastic business - a very links in major projects. The company’s work on the iconic Samuel
knowledgeable team and incredibly accommodating. Their pre- Beckett Bridge in Dublin was ‘Highly Commended’ at the 2011 BCI
work engagement and planning work so far on the Marsh Barton Awards while regional stakeholders and industry commentators
railway station project has been exemplary and it is clear to see described its work on the M1/M2/Westlink upgrades in Belfast as
that their wider industry experience and knowledge from other “exceptional”.
sectors adds huge value. I couldn’t be more pleased with the Although the new footbridge and station development at
company’s contribution.” Kenilworth is not the biggest and most challenging of Graham’s
“We try to think, act and behave differently,” Jonathan projects, the assignment will certainly give the company an
commented. “We believe that we need to offer support that adds opportunity to showcase its experience and expertise within the
value, coming up with new and innovative ways of doing things rail industry.
and making a profitable difference to our customers”.
“I believe that this can be achieved consistently if you work
closely with your customers and stakeholders in the planning Kenilworth station was built by the London and
phases of any project and then maintain that throughout every Birmingham Railway as part of the construction of the
stage of delivery - working together towards a common objective. Coventry to Leamington line and opened for passengers
In my experience, this will often shape and define the way in which on 9 December 1844.
projects are delivered from beginning to end.” The L&BR, which had earlier opened the 112-mile line from
Euston station to Birmingham Curzon Street, merged with the
Strong leadership Grand Junction Railway and the Manchester and Birmingham
Jonathan is now responsible for providing leadership and Railway in 1846 to create the London and North Western
direction to the company’s growing rail division. “I believe that by Railway.
selecting the right people anything is possible and here at Graham The Coventry to Leamington line was doubled over most of its
I have surrounded myself with strong teams who are hardworking length late in the nineteenth century, with only one short section
and committed to making a positive difference to the people we at Gibbet Hill, just outside Kenilworth, remaining as single track.
serve. Kenilworth station was closed in 1965 following the Beeching
“I know that by treating people in the right way we will continue report, and the line singled apart from a passing loop at
to deliver great customer experience and a sustainable service as Kenilworth and the lines leading into the two remaining stations
a consequence. My aim is to build and sustain momentum. My at Coventry and Royal Leamington Spa. Having remained open
approach, which is tried and tested over the last 15 years, is based for goods, the line close completely in 1969 but was reopened
on keeping back office costs low whilst focusing on delivering front in 1977. However, Kenilworth station remained closed and was
line services fantastically well for our growing customer base. demolished shortly afterwards.
“I believe that Graham is a business that offers something
very distinct from what already exists. Together, my team and I Kenilworth station at the end of the nineteenth century.
will approach business growth proactively and opportunistically, PHOTO: WARWICKSHIRERAILWAYS.COM
unlocking opportunities by offering a memorable, outstanding,
unique, service experience and impressing and delighting our
customers. Success in one area will lead to success in others and
this will enable us to sustain growth. I look forward to our journey
together - one which will sustain energy and focus; delivering
safely and delivering well to achieve a positive outcome.”
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PETER
STANTON
A dream
becomes reality
I
There are many heritage railways in the access to that freight-only segment was
UK; some small and some with a very constructed as a chord from the Midland
strong presence. One thing they all have main line.
in common is very strong support from A group of enthusiasts was determined
volunteers, usually supported by some to keep the line alive for the running of
paid professionals. main line locomotives. The Main Line
Some of the heritage railways also offer Preservation Group was formed to begin
more than just a nostalgic or scenic trip by the mammoth task of preservation and This early development eventually led to
contributing to the general development restoration and, in 1971, the Main Line the current situation. Volunteers and staff
of railways in the UK. One such is the Great Steam Trust was formed and registered as have re-instated a double track section
Central, effectively occupying the East a charity in order to raise funds through from Loughborough Central to Rothley
Midlands’ remainder of the Great Central covenants. Following that, the Great and opened a single track to Leicester
Railway main line to London. It was closed Central Railway (1976) Ltd was formed to North, having restored the infrastructure
as a through route to London in 1966, raise funds through the sale of shares. on that section.
although the stretch between Nottingham For the northern section, the existence of
and Rugby didn’t close to passengers until freight traffic to the British Gypsum’s works
1969. helped keep the line alive and a similar
effort by the volunteers of Great Central
In two parts Railway - Nottingham (GCRN) ensured the
The Great Central main line crossed the survival of that part of the route.
Midland Railway’s main line just south The two, effectively separate, railways
of Loughborough station on a two track continued to function as heritage routes,
overbridge. On final closure of much though the southern part also began to
of the line, two bridges and a length of develop itself as a commercial test track,
embankment were removed to avoid the able to offer double track 75mph facilities
maintenance liabilities of crossing the busy with a level of access not available on the
Midland route and the two parts of the national system.
Great Central were severed, seemingly for However, the two ‘sides’ were committed
ever. to linking back up. This meant that the five
The northern part of the route survived hundred missing metres of track between
to serve the Ministry of Defence depot them needed to be rebuilt, a project that
at Ruddington and eventually a new became known as ‘Bridging the Gap’.
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C
arlisle Citadel station is an architectural gem. Originally opened tie. They supported slender cantilever
in 1847 to serve both the Lancashire and Carlisle Railway and the half-truss hooped beams running parallel
Caledonian Railway, it replaced several smaller stations located around to the tracks at approximately 3.7-metre
the city. Being located close to the border of England and Scotland, centres. The entire roof was glazed using
this elegant station, even today, forms an important hub on the West Coast shingled panes.
main line.
Cut backs
The station buildings have an The 1880 extensions to Citadel station After neglect during World War II
interesting and complicated history - created an elaborate building with a 400- and afterwards, the whole roof began
one that over the years has included foot frontage. It eventually served seven to fall into dilapidation so, in 1957, a
some structural problems. Now, major different railway companies, each of decision was taken to reduce its area
refurbishment works are in progress that which had their own booking and parcels and repair what remained. The screens
will rejuvenate the station’s ailing roof offices and passenger facilities. To at each end were demolished, as was a
and, at the same time, greatly improve complement Tite’s work, engineers Blyth large area of roof on the southwestern
the platform ambience. and Cunningham of Edinburgh designed side of the station. At the same time,
Constructed in a mixture of neo-Tudor a seven-acre (2.83 hectare) iron and glass the original shingled glass panes were
and neo-Gothic styles, the station was roof with giant screens at each end that replaced by much larger ‘Patent Glazing’
rebuilt and enlarged in 1878-80 after the featured ornate wooden glazing bars in a panels. Today, the station and its roof are
Midland Railway’s network reached the Gothic style. nonetheless impressive. Grade II* listed
Border City via the Settle and Carlisle The roof structure comprised 26 deep- since 1972, the roof still sports a 50-metre
line. The architect was Sir William Tite, lattice (double Warren) trusses spanning clear span.
who designed many early railway stations the platforms and tracks at 12.2 metre By 2014, it had become clear that
in Britain and France, as well as the Royal centres. Each girder had ten panels, intervention was again required,
Exchange in London. stiffened end posts and a flat bottom with the roof failing and becoming
Revealed
Forming phase two of the project,
plans to upgrade and resurface the
station platforms have been rescheduled
in order to accommodate the repainting
of the metalwork. Surprisingly, this
repaint, which so vividly enhances the
appearance of the new roof, did not
originally form part of the project.
1400 tonnes of scaffolding was erected
Network Rail has been quite right in
with and around the station roof.
including it.
Dates for phase two are yet to be
progress. For instance, cassette beams Vertical mullions, spaced along the confirmed by Network Rail, but it seems
were pre-constructed and then slid across panels, have a concave surface onto likely that this £4.5 million second
the tracks, suspended during this process which convex mullion caps are clamped, phase, which will be undertaken by Story
from tensioned steel cables. sandwiching the ETFE foil and thus Contracting, will commence in February
With the scaffolding and crash deck tensioning it. At Carlisle Citadel, the 2018.
finally in place by November 2016, work 10-metre-long panels have fifteen such As the roof works near completion, the
could begin on removal of the 1950s mullions, each of which has the effect of scaffolding has been gradually removed
Patent Glazing. North West Recycling tensioning the foil by 3mm, giving 45mm from the centre point of the station
Ltd, based at Kingmoor Park, Carlisle, has of tensioning across its span. outwards. Just as if a giant curtain were
recycled most of the 114 tonnes of glass With the Vector Foiltec ETFE system being drawn back, the clear and bright
that was recovered from the roof. It has being just one-third the weight of new roof has been slowly revealed. New
been used in the manufacture of window conventional glazing, engineering LED lighting completes the effect.
glass and beer bottles. calculations revealed that a freak gust of Chris Atkins, scheme project manager
Once the glass was out of the way, wind could possibly lift off the Citadel at Network Rail, said: “Passengers
repairs could then be undertaken on the station roof! Highly unlikely as this might are really beginning to see the
iron and steel structure of the roof. This has be, it has been necessary to mitigate the transformation of Carlisle station as
included extra bracing and the addition of risk by attaching fourteen holding-down a result of this work. The rejuvenated
4,000 metres of new steel purlins. anchors to the roof structure. roof will mean a brighter, more airy and
Repainting of the repaired roof structure Each anchor comprises a block of cleaner environment which will enhance
was sub-contracted to Industrial Coating magnetite concrete, which is around 60 the station’s beautiful features.”
Services using International Paints Interseal per cent denser than normal concrete, of This project represents a significant
670HS two-pack epoxy paint as a three up to 4.3 cubic metres (around 17 tonnes). investment into Carlisle. It has not been
layer system. The cosmetic top coat, Twelve of these anchors are buried below without its challenges, but the result will
Interthane 990 Gloss, is of a rich slate grey platform level and attached to the roof be a greatly improved station that will
colour, replacing the previous creamy by vertical steel rods. At two locations, provide a fitting gateway to the historic
yellow finish, which had not stood the test OLE foundations prevented burial, so the border city of Carlisle. But just watch out
of time very well. anchor blocks are discretely visible. for those pesky seagulls!
Tension
The single-ply ETFE foil has been
installed in the form of 10x5 metre
extruded sheets, each with a thickness of
just 250 microns. In all, some 10,512 square
metres of ETFE has been fitted by Vector
Foiltec’s own engineers.
The installation technique includes a clever
tensioning process. Each sheet is welded
around its perimeter to a strip of foil folded
over a ‘Keder’ rod. This perimeter assembly
provides the means of structural connection
between the ETFE panel and the aluminium
perimeter framing.
We bring best value and a ‘one team’ approach to our projects and frameworks.
We leave a lasting legacy beyond the design and construction phases taking into consideration our projects’
whole lives, their maintenance and decommissioning stages, community engagement and local employment.
www.gallifordtry.co.uk
13
52 FEATURE
UNLUCKY
GRAEME
BICKERDIKE
S
queezed into a narrow and
typically Pennine valley to the
north of Todmorden is Lydgate
Viaduct, an attractive structure
comprising 13 spans. It forms part of
the Copy Pit route (FHR6), a product
of engineer John Hawkshaw, which
traverses a geologically challenging
landscape to reach Burnley, nine
miles away. In doing so, the railway
passes through Kitson Wood Tunnel -
immediately east of the viaduct - and
Holme Tunnel, further north, which
Amco Rail partly reconstructed on
Network Rail’s behalf in 2013-14.
That intervention was prompted by a
rotational landslip. We’ll recycle that
sentence in a moment.
A moving experience
We tend to forget that the environment around us is alive, even if it tends to move
imperceptibly. The steeply-sided Calder valley has been contributing to the engineers’
workload for many years, resulting in the ongoing development of schemes to address
a cracked retaining wall at Knott Road - just west of Lydgate Viaduct - and a slipping
embankment in Kitson Wood, beyond the adjacent tunnel. Bridge reconstructions are
also on the cards. But the viaduct itself exhibits the most eye-catching defects, not
least because the main road runs right past it.
Movement of the structure was recorded between 1925 and 1934, as a consequence
of which diagonal fractures developed in the western abutment’s curved wing
wall. The parapet end on the north (Down) side was pushed inwards so the track
alignment now includes a short transition length to ensure structure gauge clearance;
a 20mph speed restriction has been imposed on the Down line. And then there’s
the westernmost arch - Span 13 - which distorted significantly to its south elevation,
becoming more Norman than Roman.
ago, four more tie bars were inserted The north elevation of Span 13.
above Pier 12 to restrain a large bulge in
the south-side spandrel wall.
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Concrete for Life
58 FEATURE
good
It’s all
planning
NIGEL
WORDSWORTH
down to
O
n the face of it, Network Rail didn’t have a bad
Christmas in 2014. 11,000 people were deployed
to work on 2,000 sites around the country, with 314
out of 322 projects handed back on time. That’s a
97.5 per cent success rate - better than the 95 per cent that was
anticipated.
Contingency planning “It has made a huge difference,” Francis stated. “We can, at a
A railway is all about its passengers, as Francis had affirmed very early stage, get the route control managers involved in the
back in January 2015. So that was where he started: “We looked process. Frequently, they can facilitate the involvement of their
particularly at the operational contingency plan, which is very much own staff and quite often will get several operational teams to
route-led with the train operators. If we’re going to end up in an come and support hand-back activities. We’re also then fully
overrun position, what are the series of mitigations that we can put integrated - our Route Services and Supply Chain teams sit
in place for the passengers?” adjacent to each other in Milton Keynes, so any knock-ons to
The idea is to have a strong contingency plan, or plans, which can drivers, locos, tampers can all be arranged in a very timely and
be brought forward if the project gets into trouble. For example, consistent way.”
these might be to get the Fast lines back up and running, so “Importantly, my project teams aren’t making decisions on the
buying the project a bit more time to finish off the Slow lines. ground that aren’t supported by the external infrastructure and
The operational plan is then built up from the contingency plan, backed up by project contingency plans. We have also put in place
putting the interests of the passengers first rather than those of the mechanisms and people outside of the project to challenge, and
engineers. But the aim still has to be to get all the work done on hence counter, the natural optimism bias that you have when you
time. are working hard on the job.”
“If you only ask one question, which is ‘What’s the likelihood So now, if the project team is tempted to say: “Yes, we’re a bit
of getting the full scope back on time?’ you tend to be very behind but we’ll catch up,” there’s an external person who can ask
conservative in the work scope,” Dr Paonessa explained. why they think that, what plans do they have to make it happen,
“Instead, we ask ourselves two questions now. ‘What’s the and what happens if the team gets to a point of no return? Project
likelihood of getting all the work handed back?’ and ‘If we can teams are no longer able to pass a key halt point, as they did at
build in some pieces of work towards the end that we could curtail, King’s Cross and Finsbury Park, without the approval of a third
then what’s the likelihood of being able to hand all the work back?’ party.
“By taking that approach, we can accept a lower percentage for Due to the amount of work going on, one of the big problems
the ‘handing it all back’ versus the ‘guaranteeing being able to at Christmas and other key holiday periods is the scarcity of
hand it back’ by just structuring the way we do the work. Typically, resources. That doesn’t just include machinery and the workers
we lose about half a per cent of the planned work in mitigations on track, it also includes the drivers of the engineering trains that
which, considering the scale of the work that we deliver, is really keep the sites supplied.
good.” Now, spare drivers are employed, a small price to pay compared
It seems to be working. There have been no significant overruns with the cost and reputational damage caused by a major overrun.
(excepting the two hours at Waterloo) on any bank holiday for the “If you can’t move the tampers at the end of the day, if you can’t
last two and a half years. move the locos, if you start running out of drivers for resource
vehicles on a work site which is totally dependent on them, you’re
suddenly in big trouble,” Dr Paonessa stressed. “Now we’ve got
an agreement with the freight companies that any of the drivers
can drive any of the locos, so if we need to shuffle them round site,
we can do that.”
Major projects
While Network Rail seems to have largely fixed its problems
with Bank Holiday overruns, there are still other areas to improve.
For example, Great Western Electrification and Sheffield Tram-
Train are both running late and over budget. In contrast, projects
such as the Ordsall chord in Manchester and Norton Bridge in
Staffordshire are successfully being managed through alliance
partnerships.
Does this mean that alliances are the way forward? Statistics show
that, when Network Rail is working in alliance with its contractors,
costs are being held to within 1.3 per cent of budget, but Dr
Paonessa warned against jumping to conclusions.
“When you look at that, you’d say: ‘Having an alliance is a really
good way of managing cost control,’ and it is, but I think it’s the
wrong conclusion. Because, if you look at what is needed to be
able to set up an alliance, you have to have a very clearly defined
scope, you need to have worked out the options and have the
opportunity to really cost it. Only then can you set up an alliance
works, squeezing the time that Network Rail can get on track. Bank because, at that point, commercial partners will be prepared to
holidays, when on average 40 per cent fewer people travel by train, take those commercial risks.
are still the obvious solution. “So what that really says is that projects that work well are ones
“There are some jobs that can only be done in three or four day where we spend about twice as long in development as we do
blocks,” Francis added, “and they can only therefore be done in delivery. Where we’ve seen the large cost increases tends to
at Christmas and the major bank holidays. Getting a three-day be when commitments in time and cost are made against very
block of the West Coast at any other time of the year would be early estimates. It was one of the key things that came out of the
impossible.” National Audit Office report on Great Western, and very similarly
“However, it’s worth remembering that, on average, we’re on Sheffield tram-train. So, I’d say that our delivery capability is
delivering £130 million of major renewals and enhancements every excellent when the scope and access are properly pinned down.”
week. So, whilst the bank holidays and other points in time where we That’s borne out by a study the Department for Transport
tend to have the longer blocks represent a very visible peak, they are undertook with University College London (UCL) last year to look
still a relatively small proportion of our total delivery in the year.” at optimism bias in early GRIP (Governance for Railway Investment
TOMATION –
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Don’t forget ...
– SIG
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G–P
ASPECT 1 November
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Singapore
LECO
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2017
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Photo anekoho/Shutterstock
www.rail-media.com
64 FEATURE
CLIVE
KESSELL
T
he term Digital Railway has aerospace, defence and security sectors, must embrace and sustain a collaborative,
certainly caught the rail industry’s providing the technology that enables industry-wide approach, where suppliers
imagination, yet prospective two out of three flights around the world and operators of infrastructure and train
users and suppliers still have to take off and land safely, and a founding equipment can together maximise the
diverse and widespread views as to what it member of the Aircraft Carrier Alliance for benefits of digital systems to deliver
really means. building Britain’s two new ‘big ships’. a much bigger and quicker impact to
In transport, Thales employs over 8,000 the passenger journey experience, thus
Network Rail coined the term back in people globally, including 1,200 in the UK, ensuring rail can compete effectively with
2015 and produced an ambitious plan to who work to deliver solutions that transform other transport modes.
introduce digital technology in virtually Britain’s journeys - the vision of the business “Yes, technology is important in the
every one of its many activities (issue today. The Thales view of the Digital Digital Railway vision, but changing
132, October 2015). Whilst conceptually Railway is one of pragmatism, with targeted people’s attitude to establish a culture of
correct, it lacked realism as to how it could intervention into the technology, but also cross-industry teamwork and collaboration,
be delivered or financed and a more recognising the need to address the cultural is essential to achieve the potential.
pragmatic view has since emerged with and behavioural challenges necessary for “In Thales, we talk about an ‘Olympic
the appointment of David Waboso as the successful implementation and benefits mindset’. For London 2012, the transport
Digital Railway leader. He has set out three realisation. David Palmer, who heads up the industry worked, without any contractual
broadly defined objectives focussed on main line business within Transport, told Rail or commercial arrangement, to ensure the
capacity, performance and safety (issue Engineer more about it. transport network, both in London and
147, January 2017). at Olympic venues all over the country,
Having established the Network Rail Programme for change delivered success on the world stage. True
vision, one supplier’s view on achieving The rail industry is enjoying collaboration made that happen, and we
this was given by Alstom, which foresees unprecedented growth in the passenger need that spirit and commitment to the rail
a much greater involvement by the supply sector, and digital technology can industry”.
industry in the design, provision and offer much needed capacity gains and Thales would wish to promote this vision
maintenance of the resulting systems, performance improvements. David Palmer and build on examples from where it is
including provision of finance through commented: “To realise that potential, we already happening.
some kind of joint partnership (issue
150, April 2017). Although in some Lisbon Operational Control Centre, Portugal.
ways attractive, there are minefields of
commercial, operational, safety and
personnel matters to be overcome, all
of which will take time, tact and patience
to achieve a workable solution, let alone
getting the buy in of the wider supply
chain.
It seemed appropriate to get
another opinion from industry, so Rail
Engineer went to global engineering
and technology giant Thales. As well
as transport, the company serves the
Increasing capacity Gotthard South Tunnel Control Centre (Pollegio Operation Centre).
In the Metro environment, the
introduction of the Thales Seltrac CBTC
system to the Jubilee and Northern lines
and DLR, (also the forthcoming 4LM - the
‘four lines moderniation’ of the sub surface
lines), has enabled signalling systems to
give much greater train throughput and
thus increased passenger capacity - 20 per
cent on the Northern line, over 30 per cent
on the Jubilee and expected up to 65 per
cent on parts of the 4LM.
“The key to these successful deliveries
is the collaborative, ‘one team’ approach
that we developed in partnership with
London Underground,” said David. Tube
passengers and operators are benefitting
from modern digital technology that also for ETCS’s OBU Retrofit package 1 (class Areas of concern have been the lack
yields improved safety and reliability. 43) under the ERTMS rollout programme. of source records for the signalling
Equipping ERTMS/ETCS to main line Funded by Network Rail and managed by areas, the nuances of the UK network
railways that form the core links between the National Joint ROSCO Project (NJRP), compared to how operations are run
the UK’s cities will hopefully yield the same it forms part of the UK’s Digital Railway overseas, the significant increase in
benefits and is seen by many as the principal vision that will help to deliver additional functionality (particularly around interfaces
element of the Digital Railway. It is also, route capacity in the UK. Thales is to conventional systems), and the
probably, the hardest to implement, as there mobilising to deliver the ‘first in class’ and complication of implementing TMS at the
are huge challenges with the integration into subsequent fleet fitting. same time as major re-signalling work.
existing signalling systems, with the fitting of Like many others, Thales sees merit in the Working collaboratively to address these
rolling stock being particularly challenging development of ERTMS Level 3, including challenges has been important, but extra
from a logistics perspective. Thales has the proposed ETCS Hybrid L3 where some time has been needed to plan in detail
been active in ETCS development since existing track circuits or axle counters are the migration from the current operational
its earliest days and has provided Level 2 retained to detect non L3 fitted trains processes to the new way of working.
systems in Austria, Bulgaria, Luxembourg, (issue 151, May 2017). ProRail and Network Traffic Management has to be
Italy, Spain, and Switzerland, as well as being Rail are collaborating to demonstrate the technology-based, but key to success will
a main contractor in the Danish Railways benefits of ETCS Hybrid L3 and Thales is be operator interaction with the system,
nationwide rollout. optimistic of being engaged along with human factors, appropriate training and
The position in the UK is complicated, other suppliers in order to help build stakeholder engagement, all of which
with continuing uncertainty on the this confidence. It is anticipated that a need significant attention.
routes and timescales for deployment. demonstration at the UK ENIF test site The ARAMIS TM system is a fully modular
Becoming more certain is rolling stock near Hertford will take place in 2017. solution that is designed for full integration
fitment, where Thales has an on-board with the signalling, enabling routes
unit readily available with the approval Traffic management systems to be set (or cancelled) automatically,
process well advanced. The company has Achieving capacity gains and minimising dependent on the real-time acquisition of
been selected as the preferred supplier disruption by optimised management of information from timetable, train describer,
pinch points and route conflictions through interlockings, radio block centres and
the use of traffic management techniques, other sources.
was envisaged as a quick win when three At both Romford and Cardiff, the
proprietary systems were evaluated in system is however being implemented
2014. Following this initial analysis, Thales incrementally. Thales is using lessons
was awarded contracts to equip the learned in other countries with the system
Romford and Cardiff ROCs with TMS using being initially deployed in Operational
ARAMIS (Advanced Railway Automation, Decision Support mode. This gives screen-
Management and Information System), based advice to the signallers, but entrusts
integrated to the Siemens Westcad-E them with the final route setting. Both
Signalling control system. control centres will have this operational
Whilst other traffic management by the end of 2017, the Romford one
projects have now begun in the UK, the being applied to the Upminster control
deployments in Romford and Cardiff have centre for the C2C service to Southend.
meant both the customer and supplier Full integration at Romford ROC will follow
working together, sharing the goal of in due course.
how best to introduce new technology, The benefits of TMS, however, go
including significant but valuable lessons beyond decision support to operators
Testing for 4LM.
on integrating into the UK network. in signalling centres. Integrating TM to
the passenger information systems such London Underground Jubilee line control centre.
as Darwin and online journey planning
systems will improve the accuracy of
the information provided, particularly
important to the traveller at times of
disruption.
As David Palmer comments “TMS has
been slower to take off in the UK than
perhaps originally envisaged, but the
collaboration between the Digital Railway
team and the supply chain through the
early contractor involvement activity
makes future investment look more
assured”
“Eclipse has given Thales a platform control and informed about their journey.
Improving reliability and performance for knowledge transfer amongst its The technology associated with station
Predict and prevent asset monitoring employees,” said David Palmer. “The equipment has vastly improved over the
and analytics is now featuring in most project scope has required many skill years, but has it reached an optimum?
operator’s digital railway strategy and sets to come together. Graduates and Thales thinks not and its digital, scalable
drives significant benefit with reduced in- apprentices fresh from college or university APIS (Advanced Passenger Information
service failures, maintenance interventions know how to manipulate data to give System), with the ability to deliver audible
and costs. The ultimate goal is to eradicate usable and concise information, but have and visual content, has been developed
delays and cancellations caused by faulty limited knowledge on how it should be to provide airport style information at rail
or ageing infrastructure and to reduce meaningfully interpreted. Combining this stations. It is already deployed overseas
the need for people to repair assets on with the experience of seasoned engineers and Thales intend bringing it to the UK in
the tracks during operational hours. By brings recognition to the criticality of the due course.
foreseeing when an asset is trending equipment being assessed, thus adding to
towards failure, the workforce can repair the value of the team.” Digital transport
or replace it when the railway is paused Digital technology clearly exists and
for the night, thus benefitting safety Improving passenger experience is not the barrier to the transformation
conditions for trackside workers. Getting accurate and consistent train- opportunity the rail industry is facing.
Remote Condition Monitoring (RCM) has running and journey-planning information The imperative is working in a truly
been around for some time, with many out to both front line rail staff and the collaborative way to achieve the vision of
operators making good use of it. Thales passenger remains an ever present the Digital Railway, with passenger and
has provided Network Rail with RCM and challenge and is regularly criticised in the freight customer satisfaction being key.
Intelligent Infrastructure systems and media when things go wrong. The Darwin Thales believes that the main challenge
services since 2008 that now monitor over system has existed since 2009, with earlier the industry faces is to embrace the
43,000 assets. systems in use before that. The objective is transformational change that technology
Thales’s next generation product, to collect train-running information from a enables, and creating the right
Eclipse, is specifically developed to variety of sources and continually compare collaborative “Olympic mindset” at the
provide decision support and predictive this information to the intended timetable. core of project development and delivery.
maintenance services for rail operators Algorithms then assess the impact of out- One cannot leave a discussion with
and maintainers, building on its existing of-course running and make the results Thales on the Digital Railway without
solutions but also embracing the maturing available to station information systems mention of the cyber threat that a digital
RCM market. Leveraging EU joint funded and online travel information apps across environment brings. Thales has a strong
asset research and utilising the latest the nation. pedigree in measures to combat security
cloud based platform, Eclipse delivers an Thales has been the developer of the breaches, and investment continues to
asset condition and performance advisory Darwin project and continues to manage stay ahead of emerging threats - perhaps a
service which will enable rail infrastructure the system architecture and performance subject for another article.
managers to have an ISO 13374 compliant from its Cheadle premises, which specialises This article has concentrated on the
system for prognostic and advisory asset in delivery of advanced decision support Digital Railway but Thales sees digital
information. systems and integration. The system is systems being applicable to many other
The Thales vision for Eclipse is “to continually evolving and the company forms of transport. It has a punchline -
realise a railway where asset failures are works closely with the Rail Delivery Group “Great Journeys Start Here”’ - so transfer
not service affecting and all maintenance to improve the provision of accurate, of technology between different sectors
interventions are planned”. Being consistent and timely customer information. makes business sense.
standards-based, it is vendor asset Although online information is The Network Rail vision for the Digital
agnostic and incorporates a security increasingly important to mobile and Railway is viewed as realistic and Thales is
module that ensures asset owners retain tablet users, observing the platform part of making this vision a reality.
full control of their data to enable big-data indicator or hearing the announcement
analysis of complex data challenges that at the station is the final confirmation Thanks to David Palmer and others in
rail operators currently face. that people actually need to feel in Thales for openly sharing their views.
A
t its annual Luncheon in MALCOLM
March each year, the chair DOBELL
of the Railway Division
of the Institution of
Mechanical Engineers announces his
or her successor, who is always a senior railway engineer. This
person presides over the Division’s events for a year.
The two key events for the chair are his or her address to the
Railway Division Centres around the UK, in Ireland and, most recently,
in India, and the speech to more than 1,000 guests at the Annual
Luncheon. Rail Engineer covered the former, given in the grand
lecture hall of the Institution’s HQ.
The chair for 2017/8 is Richard McClean, managing director of Later, Richard was depot engineer at Marylebone in the late 1980s,
Grand Central, one of the open access train operators. In his address, which was then the holder of the “misery line” tag, and there were
“Ensuring The Relevance Of Rail In A Changing Environment”, he proposals to close Marylebone station and convert the lines into a
outlined his experience, the plans for his year in the driving seat and coach way. As we all know, total route modernisation was the way
some of the challenges that the railway industry and the engineering forward and it gave Richard the chance to work with other disciplines
profession face. (track, signalling, operations) as part of an integrated project team.
He said they didn’t get it all right as his Chiltern colleagues (Grand
Richard McClean (left) with Central and Chiltern are both part of the Arriva group) often remind
2016/17 chairman Richard East. him!
Following a short spell at Wimbledon depot, Richard was seconded
to the office of the BR chairman - the second Bob Reid. (Today we
think of the chairman of Network Rail as a big job. Back then, the
chairman of BR was in charge of the former equivalents of Network
Rail, all the TOCs, all the FOCs, the ROSCOs and many of the
engineering consultancies - a really big job).
The chairman told Richard that his experience at Shell had taught
him that engineers need support in their business education. So
Richard found himself removed from oil samples and endoscopes
and was “answering phone calls from irate MPs as they travelled
on trains with no air-conditioning” and “explaining to the Secretary
of State for Transport that it isn’t possible to speak to the chairman
when he was on a train on the West Highland Line” (days of
analogue mobile phones). He also wrote the BR Board meeting
A personal reflection minutes.
Richard is a product of the 1982 intake of British Rail-sponsored Richard had a ring side seat as the structures of the privatised
engineering trainees, doing his M Eng degree whilst undertaking rail industry were developed and, as a result, decided to work in
practical training during the vacations (in days gone by we might call passenger train operations and took up a role with the London
it a “premium apprenticeship”). Tilbury and Southend railway, as c2c was then known. By this time, it
Even as an undergraduate, he got stuck into a wide range of was this route that held the “Misery Line” label. The work he did to
activities from night shifts at Bounds Green Depot to helping to specify their new trains led to the successful Electrostar series.
evaluate tenders for the Class 91 locomotives. Following graduation, A move to the north reacquainted Richard with the Class 91 fleet
he worked at Old Oak Common depot investigating problems with and with the smell of hot, dirty and burnt electronics he had first
Class 50 locomotives, trying to understand why they were suffering observed with the class 50s. He led a successful reengineering
from broken connecting rods and burnt out electronics, all of which project integrating the efforts of a “coalition of the willing”; the
were resolved by persistent investigation back to root cause and maintainers, the original designers BREL (now Bombardier) and GEC-
involved keeping the lubricating oil in good condition and avoiding Alsthom (now Alstom), and the commercial imperatives of operator
iron laden brake dust being sucked into the electronics. This was part GNER and owner Eversholt.
of his plan to gain wide experience, something Richard was keen to He also experienced how quickly success can turn into tragedy as
advocate to today’s young engineers. at Hatfield in 2000.
“So all of that helps explain why I am a rail engineer. The ability
to work with detailed processes, awesome plant and great people
means you can never be bored, while putting your customer, the
passenger, on the production line means that you can never let your
attention wander”, he said. This is something all former Railway
Division chairs (your writer included) would support.
To conclude his career summary, Richard contributed an operator’s
perspective to parts of the original specification for the replacement
for the High Speed Trains and the Class 91 locomotive/mark IV
carriages which laid the foundations for the Inter-City Express
Programme. He then joined Deutsche Bahn where he was appointed
to his current position.
Higher Speed
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Engineering challenges
Richard tacitly accepted that it is unlikely that routes away from the
core network would be electrified and he talked about a number of
techniques to reduce or eliminate, at point of use, harmful emissions.
For example, replacing hydraulic torque converter gearboxes on
legacy DMUs with more modern gearboxes that can yield fuel saving
of up to 20 per cent while the use of cleaner fuels using ‘gas to liquid’
fuel based on natural gas or ‘dual fuel’ using diesel and LNG mixed
can reduce particulate and NOx emissions.
Trains fitted with diesel-electric drives, possibly based on the
cleanest automotive engines, would use batteries to recover braking
energy and allow the diesel engines to be shut off while standing in
stations. Another use of high-capacity batteries could allow electric
trains to run independently of the electricity supply over a reasonable
distance.
There are also a number of trials underway using hydrogen fuel
cells (issue 145, November 2016).
Of course, all these developments need engineers. “We all know
that, without the right people, we will get nowhere. But where are
these people going to come from?” Richard mused. This is a two-
In Richard’s view, from his position leading a train operating fold challenge. Firstly, to make engineering attractive as a career
company high in the customer satisfaction ratings, the industry needs and, secondly, to encourage those who have chosen engineering to
to address: specialise in railway engineering.
»» Punctuality - depart on time and arrive on time from the
passengers’ departure points right through to their arrival points, Year of engineering
not the origin and destination of the train; This is very much the theme for Richard’s year in office, echoing
»» Capacity - a pre-requisite for punctuality, there needs to be space that of IMechE president, Carolyn Griffiths. He asked everyone
for all who want to use the railway, both passenger and freight; to contribute to the 2018 UK Year of Engineering, which will
»» Cost - it needs to be affordable; “deliver and promote direct and inspiring experiences of modern
»» Emissions - it would be naïve to assume that the underlying physics engineering”. Activities will include events across the UK that
of rail will always allow the industry to claim its “green” credentials challenge stereotypes of engineering and allow families to ‘take a
as other transport modes are rapidly improving. closer look’ at engineering.
These more or less represent the industry’s 4Cs - Customer, Institution members and others must work with influential
Cost, Capacity and Carbon, although Richard added a fifth point people who care to showcase the variety and creativity of modern
- Connectivity. Rail is usually just one part of a passenger’s journey. engineering and increase their participation in existing engineering
“Passengers want full connectivity between the places they want to programmes that have a proven track record of changing
be, not just between railway stations,” he said. perceptions amongst young people and their influencers.
Richard highlighted three of the 12 key capabilities outlined in Above all, the Institution needs to develop a brand, PR and digital
the Rail Delivery Group’s Rail Technical Strategy where innovation is content to join up all this activity and so extend the campaign and
required: increase its reach.
»» Cost effective electrification, stating that “as a matter of the utmost
urgency, we must find a way to deliver core network electrification Alstom iLint hydrogen-powered
and re-establish our credibility in this area with funders”; train is now on trial in germany.
»» Decarbonising non-electrified routes - Richard was critical of
the current situation, where diesel electric bi-mode trains are
favoured, saying that this is not sustainable as he highlighted the
inconsistency that Midland main line (MML) electrification was
cancelled in the same week that the same government minister
announced the policy to end sales of diesel and petrol cars by
2040, by when the future MML diesel electric bi-mode trains will be
only at half-life;
»» The Digital Railway which, while it has been defined in different
ways, Richard highlighted as the following:
»» ETCS implemented to allow trains to run closer together;
»» Improved performance through better whole-system train
regulation traffic management tools and driver advisory
systems;
»» Lower cost signalling renewal through elimination of lineside
signals;
»» More effective and lower cost maintenance based on
information derived from trainborne and lineside sensors and
other data sources.
Women in engineering The report ‘Engineering 2016’, by Professor John Uff, highlights
Richard reinforced the president’s message about the gender how the various institutions might work better together and is
imbalance in engineering. Just eight per cent of the general recommended further reading.
engineering profession is female and the proportion in rail is even Richard reported that the Railway Division is very active and
worse at four per cent. achieves a high degree of engagement with its 5,500 registered
He observed that, at school, “we see that girls achieve better professionals through its programmes of activities delivered in
results in GSCE science subjects than boys, but that out-performance London and in seven centres in the UK and in India. These are often
is reversed at A Level where girls achieve only 30 per cent of the reported in Rail Engineer.
number of Physics passes - mainly because they don’t continue He also highlighted his enthusiasm for more collaborative
with the subject”. Which begs the question as to why are fewer working with other professional bodies. The Railway Engineers
girls choosing physics at A Level than boys? The trend continues at Forum has been a good start and it now includes the Institution of
university, with seven times more men studying engineering than Railway Operators and the Chartered Institution of Logistics and
women. Transport. This is particularly necessary in railways which are closely
Richard proposed these actions: coupled systems, involving many engineering disciplines and other
»» In schools, work needs to be done to encourage girls to study professionals. As Richard put it, “we need to get out of our silos and
physics at A Level; integrate!”
»» More radically, universities could adjust their entry criteria to More needs to be done, he said, and the division should emulate
reduce the emphasis on maths and physics A Levels - again the success of the Institution of Railway Operators, Young Rail
evidence suggests that this reduces a barrier without diluting the Professionals and Women in Rail, all of whom have achieved
quality of the engineering education they deliver; significant recognition and success in a short time through their
»» Employers must do much more to communicate the creative and energy and use of social media.
problem-solving aspects of engineering both to school students Richard concluded with these reflections: “Rail has been pivotal
AND to those who influence their subject and career choices - in the building of today’s society, and can be central to the new and
“Why not invite science and maths teachers to your offices and emerging world. But, if we are to succeed, we need to change and
factory?” change fast, engage new generations and work across the traditional
»» Everyone must also do more to make the workplace more boundaries.
inclusive, both physically and culturally, as such a move would “This Institution and all of its members and supporters can be the
assist with attracting and retaining both sexes to the profession heart of that change and that future success”.
and in rail but, as noted earlier, the industry lags a long way behind
the expectations of the current generation. Richard McClean’s recommended reading is ‘Engineering 2016’
by Professor John Uff, available online at http://www.raeng.org.uk/
Relevance in today’s world publications/other/uk-engineering-2016.
Moving from the challenges faced by the industry, Richard outlined
how the IMechE and the Railway Division should make themselves
relevant to society, stakeholders and engineers facing all these
challenges.
He said that, if not addressed, the declining numbers entering the
engineering profession will widen the growing skills gap leading
to harm to our economy and society. Actions needed include
promoting and explaining the role of engineers in society through
the media and with key stakeholders and increasing cooperation
with the other professional engineering institutions to reach more
potential engineering recruits.
R
unning alongside the railway, cable troughs
are not just a tidy and convenient receptacle
for signalling and power cables. Their lids
also often provide a walkway but, with the
strong possibility of encountering missing or broken
lids in some areas, they can be anything but a ‘safe
walkway’, especially at night.
Range development
In 2002, Trojan began researching the use of recycled
polymers for railway cable ducting as an alternative to
traditional concrete. At that time, less than a quarter of
plastic waste produced in the UK was recycled, the bulk
of which was packaging materials. However, since then,
the raw material stream from industry and society has
been increased to include end-of-life products, as well
as domestic and industrial waste.
Trojan identified that the most suitable polymer for
rail applications was polypropylene, due to its high
strength and impact resistance. The result was the
TroTrof range, approximately five times lighter than
concrete troughs.
The range was later enhanced with a combined
cable route and safe walkway that has been used on a
number of rail enhancement schemes, and which has
contributed to safety and sustainability of the materials
used by rail. This is known as the TroTred product.
East West Rail ran a ‘troughing challenge’ to select
an innovative cable troughing system that would
meet its ‘next generation railway’ requirements
by combining the welfare of workers along with
environmental and sustainable elements. Trojan was
successful in the challenge and the result is TroPath, a
derivation of the existing TroTred product. TroPath will
offer the rail industry an even lighter-weight, durable
and long-lasting cable trough and safe walking route.
TM
TM
CLIVE
KESSELL
E &
light
dison succeeded in making his light bulb work,
eventually. It is often quoted that, on his path to
success, he discovered 10,000 ways not to make a
light bulb. Perseverance, then, won the day.
bulbs
research budgets and resources do not allow for a trial and
error approach to developing new concepts. Solutions need to
be new and innovative, whilst also thoroughly proven before
being implemented. They need to be delivered on time and
on budget.
Under similar constraints, would Edison ever have reached his
working light bulb moment?
Innovate or mitigate?
The constant drive to increase safety, improve efficiencies
and provide better services creates opposing challenges for
engineers. On the one hand, there is pressure to innovate,
to embrace new technology and methods to meet today’s
demands. On the other hand, when a new technology comes
along and it is unproven in the rail environment, the burden of
time and cost to test and qualify the product as fit for purpose,
or otherwise, may result in true progress being aborted.
Innovation can be stifled by the need to mitigate project risks.
Then there are the project risks associated with using older,
yet proven, technology. Taking the assumed ‘safe route’ will
often result in a sub-optimal solution, but is that what is really
wanted for systems that are critical to operations, security or
safety?
Avoiding the innovative solution in favour of an older,
established one could also present risks for obsolescence Many police helicopters are equipped with
management. While considering something new, assurances Vislink’s airborne data link (ADL) systems
will be needed that it will be fit for purpose, without having to to deliver high-quality real-time video to
invest excessive amounts of valuable resource into detailed officers on the ground.
evaluations.
Consider the case of two technology examples: Learning from elsewhere
1. Communications - Wireless methods have become essential A look at other industries with comparable
for a range of modern applications and also open up new requirements can de-risk innovation by
possibilities. But an average system, that works perfectly identifying proven technology that transcends
well in an open environment, may struggle to perform when its origins and then applying that to the rail
introduced to the physical and operational challenges of the environment.
railway environment. It’s widely accepted that the railway
2. CCTV - There are many products available that are perfectly environment poses unique challenges for
acceptable for general surveillance applications, including communications and CCTV technology.
town centre and retail environments. However, operational How many other industries can you name
and safety critical applications add an entirely different set of where systems operate indoors, outdoors,
demands which cannot be met by many off-the-peg CCTV underground and overground, across both urban
products. and rural areas?
Add to this the demand for systems to electric racing cars will already have some images from any of four micro-sized high-
operate amongst high-voltage power lines insight into several technologies that will definition cameras along with audio and
and numerous metal structures. Equipment change transport in the future. data related to the car’s speed, position
may also be subjected to vibration, shock, So what exactly does the world of sports and other telemetry. Up to 20 cars can be
or suffer poor ventilation due to installation broadcasting have to offer rail industry ‘live’ at any one time.
in confined spaces. In vehicle-based communications and CCTV? Race speeds of 140mph, near constant
communication systems, one end of a Formula E has rapidly gained support acceleration and deceleration, fierce
wireless link may be travelling at high speed from automotive manufacturers including vibration, shock and high temperatures
relative to the other. It’s fair to say that the Jaguar, Audi, Renault and Citroen, with are just a few of the physical conditions
list of comparable industries is not long. Mercedes-Benz set to join the series in these systems must endure. Electric power
It is possible that many of the challenges 2019. It symbolises a global motorsport delivery of 200kW in close proximity to the
faced by rail engineers are also realised shift toward efficient and sustainable camera and transmitter systems also has to
by engineers from other industries. If energy solutions, developing cutting edge be taken into account.
knowledge can be shared, and lessons technology with real-world relevance. Are these challenging conditions starting
learned from others outside of the rail In addition to wireless broadcast cameras to sound familiar?
environment, then new solutions may in operation around the circuit, the cars are External factors show more challenges.
be found. But who else shares similar equipped with on-board camera systems Formula E races are mostly held on street
technical challenges? What problems have transmitting low-latency, crystal-clear circuits, adding the complexity of urban
they encountered, what are their solutions
and how can they be accessed?
Collaborative solutions
Vislink onboard camera systems are used by Identifying valuable technology developments
MotoGP to deliver ultra-high definition (UHD) from other industries is one step toward
video plus telemetry whilst travelling at speeds improving innovation in rail. Building upon what
in excess of 200mph. PHOTOS: MOTOGP.COM has already been proven mitigates the risks
usually associated with being an early-adopter.
environments and myriad physical structures to the wireless Collaboration, though, is ultimately the key to
transmission challenge. All of this must be accomplished using successful delivery, ensuring that engineers from
standard-based technology that is interoperable with a huge each discipline are able to share core knowledge
range of other equipment and also complies with stringent and work as a single team. With this in mind,
international regulations. Vislink, the leading provider of wireless video
Beyond the obvious differences in application, it may be systems to broadcast, law enforcement and
surprising to see the number of parallels to the rail industry. public safety markets, and Panasonic System
Of course, a sceptic may say: “If motor racing fans can’t see a Solutions Europe, a world leader in intelligent
driver’s camera view, then the race still carries on, but railway and connected technology solutions, have
operation is totally dependent upon real-time video systems.” joined forces in a formal collaboration. This will
That’s true enough. However, from the broadcaster’s bring their technical and commercial teams
perspective, there are no second chances to deliver on-board closer together, drawing upon experience from a
camera footage in a live scenario. Technical failures, picture wider pool of industry applications and enabling
degradation or dropouts are considered totally unacceptable. them to work on shared projects toward
When over 190 million people in over 100 countries around common goals.
the world are watching and judging the quality of the service Carl Pocknell, general manager at Panasonic
being delivered, the commercial pressure is immense. The best System Solutions Europe, explained the
picture quality has to be delivered, faultlessly, every time. approach: “Panasonic System Solutions Europe
So whilst the world of motor sports broadcasting is ever keen is focused on solving our customer problems in
to push boundaries and adopt the latest technology, is there three key areas - critical infrastructure, connected
sufficient proof that this wireless video technology is evolved communications and automation. This often
enough to be used on railways? involves identifying technology being used in
Absolutely. Formula E has been operating these systems other industries and analysing how it can be
since the beginning of the series three years ago and variations applied to our sectors of expertise. In this case,
are also in use by MotoGP, World Rally Championship and we have combined Panasonic’s innovative CCTV
World Rallycross, plus many other sports and events globally. cameras and solution design alongside Vislink’s
MotoGP even uses gyroscopically stabilised cameras to wireless technology, allowing users to monitor
remove the ‘tilt’ as riders take corners. cameras without the delays (latency) that so
In addition, law enforcement and public safety organisations often affect images in this type of environment.”
around the world operate long-range airborne data links (ADL) As an industry striving to continually innovate,
using the same core technology for real-time surveillance. The collaborative solutions have the power to
technology is mature and proven enough to be depended accelerate innovation or open a doorway to new
upon under harsh conditions in mission critical applications, capabilities. By taking a wider view, and drawing
and brings the potential to revolutionise video communications upon developments and experience from other
in rail applications, including CCTV between trackside assets markets, that next ‘light bulb’ moment is brought
and moving trains. just a bit closer.
Measuring efficiently
I
nnovation and efficiency are intertwined, and as industry adopts the digital
principles mandated by BIM, capturing 3D digital quickly, efficiently and
accurately is more important than ever, which is why engineering survey
knowledge is so important.
back in the office, automatic processes With the recent introduction of the
can be run within the software such as Trimble SX10 Scanning Total Station,
cross-section generation. This allows point-clouds are being democratised.
vectorised cross-sections to be created at This revolutionary instrument combines
any required single or multiple location a conventional Robotic 1-person Total
and rolling stock to be superimposed onto Station for conventional surveying and
the track to check clearance. setting-out along with a high-precision
These profiles can have dimensions 3D laser scanner and multiple metric
added and can then be exported to cameras. This means that, back in the
other third-party analysis and CAD office, measurements can be taken
software. Because the 3D data is from the images recorded by the
correctly geospatially positioned within instrument as well as the point-cloud it
with the change of tunnel bore (viewed a co-ordinated reference system, has scanned.
from “outside” the tunnel), something any proposed track realignment can Point-clouds and metric images will
conventional measuring techniques be imported into the software for not only benefit survey and design,
would not reveal. an updated clearance check without but also the planning and delivery of
the need to revisit site, further aiding projects. Because the project managers
Back in the office collaboration and improving safety. can “visit their site” on a PC, many
The blue lines shown in the images Furthermore, the data can form the basis critical measurements and decisions
above are the as-measured existing track of a highly accurate linear BIM model can be made ahead of time in the
geometry (left rail, right rail and centreline). as it can be integrated with other forms office and, with Trimble’s commitment
Because the track geometry and point- of measured 3D data such as terrestrial, to augmented reality, the benefits
cloud are measured at the same time, mobile and airborne LiDAR as well as 3D of positioning technology to the rail
on-site tasks are very efficient and, once CAD drawings and models. industry will only grow.
Practical
ANDY
THOMPSON
Innovation
C
hoosing the right specification and equipment is vital. The rail sector Greater control
is inundated with companies claiming to offer the next innovation and Coupled with the growth in LED lamp
choosing the right product mix to support health and safety requirements head technology, developments in the
can be a complex task. control systems which manage lighting are
also gathering pace.
Every manufacturer strives for innovation, lighting can bring to site. These include Dimmer technology has been readily
but it should not come at the cost of cleaner, sharper and softer light; instant available but, combined with efficient ultra-
efficiency and practicality. More and more illumination, as the LEDs can be switched thin LED lamp heads such as the Generac
upgrades are taking place in remote on and off without any cooling time MT1 and LINK T3 UFO, site operators
locations, so this means that the plant whereas metal halide lights require a will be able to fully control and dim the
often has to be self-sufficient and efficient. longer time of cooling before the next lighting from 1-100 per cent. Dimmable
Equipment used needs to be durable hot-restart; and, of course, lower CO2 switches on mobile lighting towers allow
and robust to keep up with the rigours of emissions. users to control the amount of light they
remote onsite use. Usage is largely being driven by the need for specific tasks, reducing running
Today, new product development is significant energy cost savings and long costs while also helping to reduce light
focused on the practicality gains, including lifecycles that are increasingly attractive pollution.
how plant can be manoeuvred from A to B as rail infrastructure budgets and costings Energy savings are only the start of
and how they can be maintained including become firmly squeezed. As an example, the potential benefits as controllable
refuelling and day-to-day upkeep. 60 per cent of Generac’s lighting stock now lighting promises to create safer working
This year, there are a number of key incorporates LED lamp heads. conditions both on track, lineside and in
innovations and trends entering the rail Many lighting towers today offer variants populated areas.
sector, all of which, the manufacturers on LED lamp heads and they are available
claim, will help plan the next rail project. in a range of configurations. One of the Dust suppression
easiest ways to check the power of the Ballast dust remains a significant problem
Growth of LED and Link-Ups lamp head is to look on the lamp itself. on many routes, and this can lead to
All too often, our industry is told that In a quest to reduce operational costs severe health issues and poor visibility
“it’s just a light”, but the truth is that one further and be greener, link lighting is also when teams are undertaking rail upgrade
of the most important reasons for having an on-trend option for buyers, and LED tasks.
mobile light is for the wellbeing and safety technology has supported this practice. Research from Imperial College London
of workers. Link lighting is a popular choice for rail suggests that around 900 new cases of
Lighting has traditionally been teams as it means having the ability to lung cancer each year in Britain can be
dominated by metal halide lamp heads link several lighting towers from one attributed to past exposure to silica dust
and, in some European and over-seas generator, thus saving fuel costs and in the construction, granite and stone
markets, these are still being used for low- reducing emissions on trackside. Up to industries.
cost lighting-tower models. 12 Generac LINK T3-L light towers can be Traditional methods have involved
However, LED is experiencing explosive connected to an external power source rail teams using Respiratory Protective
growth as the rail sector realises the with a 32A option, or six to one with a 16A Equipment (RPE) along with water dousing
potential benefits that this style of option. and exposure monitoring to reduce risk.
However, these practises are often impractical as they take place away from
the job site at local distribution centres (LDCs) and are reliant on personnel
managing the risk themselves. In addition, many areas where the dust is created MT1 UFO lighting
are rendered inaccessible for motorised plant. tower from Generac.
Dust suppression units are a practical solution for many projects, and this year has seen
a significant increase in demand. The Generac range of dust suppression units have
been used on the Waterloo rail upgrade to prevent platform contamination, improve the
passenger environment and help reduce dust pollution to nearby residences.
Unlike traditional dust-suppression systems, today’s innovative dust control units
provide operators with a range of options based on performance and the size of the
area which requires coverage.
Modern dust-suppression units use fine mists to capture and combine with dust
particles to drag them to the ground. They create nebulised water particles, which
have a diameter of 40-150 microns, so they can easily bond with dust particles which
have an average size of 80 microns in diameter.
Water particles created by a standard irrigation system have a 1,000-1,500
micron diameter and are therefore too big and just go
straight through the dust cloud without bonding with
anything. The nebulised water system is more effective
and sustainable, as the dust can be suppressed quicker,
reducing water consumption and preventing muddy work
areas created by pools of water from traditional methods.
Buyers need to consider where and when the plant
will be used trackside and look to practical
innovations in their quest to complete
projects on time in a safe and
constructive environment.
Innovative, robust and efficient products which work through the night and every night, just like you.
½Pag-Rail17_r1_1
GMP-MKT-17
DF7500 LINK-T3
V20
Generac Mobile Products UK Ltd.
11 Garamonde Drive, Wymbush,
Milton Keynes, MK8 8DA
www.towerlight.co.uk Tel: +44 01908 571435 www.towerlight.com
CHRIS
PARKER
As a result, over the last couple of autumns, the Piccadilly line has
had serious issues with poor wheel/rail adhesion. This problem peaked
last year when the service frequency was affected by the number of
trains that were out of commission as a result of wheel flats.
correct round shape. In more severe cases, The recommended strategy entailed the two maintenance train depots should
though, or if they have been turned before several strands of work. Managing lineside be enhanced to enable them to cope
and have lost too much metal to be turned vegetation to minimise the leaf-fall impact more effectively with wheelset damage
again, wheelsets may need to be replaced on the line was one. during the leaf-fall season. Additional staff
with new ones. Working with train drivers to learn were to be recruited and trained so that
There are two depots with wheel lathes which they knew to be the worst problem the depots could operate 24/7 train lifting
on the Piccadilly line. However, during locations was a second. This element also facilities during the problem period. In
the leaf-fall season in 2016, the number of needed to include work to improve drivers’ addition, more spare wheelsets were to be
vehicles requiring attention exceeded the appreciation of the problem and how to procured, so that there would be a greater
capacity of these to such a degree that it drive to minimise it. supply on hand should large numbers
became necessary, on some days, to curtail Modifying the wheel/rail interface need changing in a short period of time.
train services on the line. conditions to improve adhesion was a Dave White, LU’s programme lead for
third strand. It was decided to modify the the project, told Rail Engineer that all of
Plan for improvement timetable during the leaf-fall season to these recommendations, which were in line
Something needed to be done, and ensure a reduction in the risk of slips and with current best practice in the industry
before the next leaf-fall season in 2017. slides. (at Network Rail and on the Metropolitan
LU commissioned Xanta, a specialist rail Lastly, to reinforce the work with drivers, line for example), were accepted and have
consultancy, to examine the causes and signs were to be erected on the lineside at been implemented through a project with
recommend potential strategies to prevent poor adhesion sites. a £6.5 million budget. He described how
recurrence. Xanta’s David Crawley, who has It was also recognised that all of these this has been done in an interview with the
had many years of rail experience, carried measures could only reduce the problem, magazine.
out the necessary review and produced and would not eliminate it entirely. It was
the report. therefore recommended that resources at RATs on the line
The most obvious sign will be the two
RATs - not scary rodents, but rail adhesion
trains - that, from late September,
will be running on the Piccadilly line’s
above-ground sections. One, based at
Satiate dispenser.
RATs will operate from Northfields and Cockfosters to treat the open-
air sections of the line (highlighted). The section from Barons Court to
Acton Town, although in the open, does not give adhesion trouble.
··
The main responsibilities include managing the daily service delivery of the within a major manufacturer, tram system or TOC and ideally
trams and tram cleaning by ensuring that technical standards, maintenance Understand electrical schematics and engineering drawings.
practices and cleaning activities are complied with and that the safety of staff
··
Experience of maintenance management systems (i.e. SAP, Maximo etc).
and passengers is given utmost priority by cultivating and promoting a strong Good knowledge of current rail/tram technical standards and legislation.
safety culture – both on and off track.
·
Experience in managing contracts with suppliers.
Provide technical leadership to our maintenance provider and to NTL through
Excellent skills in data analysis and MS Excel.
monitoring of the tram reliability and availability, liaising between operations and
our maintenance provider and identifying areas of improvement throughout. You will be a self-starter and able to work autonomously.
Lead investigations into any technical matters and review and approve
To apply write to the HR Department, explaining why you think that you have
changes to maintenance standards, processes and procedures for tram
the right attributes to be successful in this role.
vehicles based on sound engineering practices.
Nottingham Trams Limited E maria.dobney@thetram.net
You will ensure effective audit and performance management mechanisms
Armstrong Way W www.thetram.net
are established and undertake regular audits of tram maintenance and
tram cleaning contractor’s systems, processes and service delivery to Wilkinson Street
ensure activities are safe, cost-effective and meet the obligations of NTL’s Nottingham
operating contract. NG7 7NW
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Rail Engineer | Issue 155 | September 2017
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