R801 Crossrail supplement by Graham Copestake

Crossrail

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Collaborating to ensure world class delivery Carillionâ&#x20AC;&#x2122;s Crossrail team has brought together highly skilled and motivated people who, through collaboration, are delivering vital parts of this project which will help transform rail travel.

CONTENTS

44 48 52 56 58 62 65 68 70

Crossrail overview

RAIL charts Europe’s largest infrastructure project from idea to potentially transformative railway

Howard Smith

Crossrail Operations Director Howard Smith describes some intricacies of the project

Carillion’s Crossrail

RAIL tours Carillion’s Crossrail West site with project Director Wayne Brigden

Systra’s skills

Specialists working on the project describe what it takes to make an epic feat a success story

Station design

The latest artists’ images of the stations designed to become focal points of their communities

What happens next?

What is still to happen on the project between now and Elizabeth Line services starting?

Welcome I

n this special supplement, we chart the progress of Europe’s largest construction project from tunnelling through London’s clay to designing the capital of the future. With tunnels complete and the project more than 70% finished, Crossrail is moving ever closer to its final destination. A £14.8 billion project was always going to be a challenge, but the new east-west railway is currently on budget and on time, having begun in May 2009. Only a year ago, images of Crossrail were dominated by the tunnel boring machines - all named after famous London ladies - breaking through into new locations to connect the central section. But now we are treated to visions for new stations and how they are expected to become focal points of their local areas. A year from now and the major civil engineering will all be complete and fit-out of those stations and testing of the new

Eastern promise

MTR’s Crossrail MD Steve Murphy describes how the new railway will transform London

Common sense

Taylor Woodrow gives a detailed overview of Bombardier’s depot at Old Oak Common

railway will commence, while services start using the new Class 345 trains between Liverpool Street and Shenfield. That means a busy year of hard work for companies such as our supplement sponsor Carillion, which is the principal contractor for Crossrail West. RAIL visited Carillion a few weeks ago to meet the team and find out what makes the difference between success and failure on these big projects. The answer was planning, safety and unbeatable collaboration. The full story of Crossrail West’s success can be found in these pages, along with the latest artists’ impressions for the new stations along the line, an interview with Crossrail Operations Director Howard Smith and details of the new rolling stock.

Managing Editor: Nigel Harris Assistant Editor: Richard Clinnick Contributing Writer: Stefanie Browne Production Manager: Mandy Brett Art Editor: Graham Copestake Sub-Editor: Richard Hampson Managing Director: Tim Lucas

STEFANIE BROWNE

Account Director: Julie Howard

News & Features Writer RAIL magazine

Testing times

What is in store for the first Class 345 to come off Bombardier’s production line?

EDITORIAL

ADVERTISING

,000

passengers per hour

You can’t keep a good plan down

t’s a common misconception that Crossrail is a relatively new idea, particularly considering how comparatively recently the limelight has been on the project. But in fact, you could argue that early plans were hatched as far back as the 19th century. Back then the Regents Canal & Railway Company lobbied to build a new railway between Paddington and London’s docks. And while permission was eventually granted, the idea never came to fruition. The concept disappeared until around 50 years later, in 1943, when thoughts turned to what might happen to the railways after the Second World War. The Abercrombie Plan, more famous for ideas such as the Green Belt and for new towns created for Londoners who lost their homes, also reiterated the need for better east-west connectivity in London. This time, proposals touted the idea of new Underground lines. But again, these never happened. Connectivity, and resolving the everincreasing need for capacity in the capital, were never going to go away though, and in 1974 the London Rail Study again highlighted the need for an east-west link, for the first time naming it ‘Crossrail’. The difference with this idea though was the recognition that the new railway needed to be more than just another Underground line - this was to be a main line railway that used tunnels to cut through central London. The drawback was the £300 million price tag, which was prohibitive in 1974. British Rail discussed a new version in 1980 that linked existing infrastructure and concentrated on north-south rather than east-west, but this too would have cost more than £300m and came to nothing. By 1989, it was patently obvious that cross-London rail capacity was at its limits and something needed to be done to address it. Yet another report was commissioned the Central London Rail Study, which looked at the schemes suggested in 1974, including Crossrail and Thameslink. In 1990, the go-ahead was given to develop Crossrail and, by the end of the following year, the Bill was submitted to parliament.

% increase in central London rail capacity

10,000 people working across 40 construction sites

100 km

east-west across London

26 100 miles (42 km) of new tunnels

metres tunnelled each week

8 tunnelling machines were used

BILLION will be added to UK economy through regeneration

m 200

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ÂŁ42

annual passengers

ÂŁ

14.8 BILLION funding envelope

of contracts went to UK companies

stations including 10 new ones

200,000 Over

twin-bore tunnel drives were undertaken

Each machine weighed

1,000 TONNES 150m

tunnel segments were used to line the tunnels

million tonnes

of excavated material was shipped to Essex to create a 1,500 acre nature reserve. 45

Unfortunately, the scheme had only become more expensive in that time, and was then estimated at ÂŁ2 billion, in 1993 prices. It was agreed that the cost would need to be met by the passengers (through fares) and contributions from developers who would benefit from the new railway. But the recession in the early 1990s made that difficult to achieve, and the Bill was rejected in May 1994. Despite the setback, in July that year, it was announced that Crossrail would be put forward under the Transport and Works Act system, which had replaced private bills as the way to progress large infrastructure projects. Yet another study was conducted to

banish any notions of a cheaper option, and to provide reassurance that the economic benefits afforded by Crossrail were worth the outlay. But, after all that effort, the project was delayed again as it was considered behind the Jubilee Line Extension, Thameslink and the Channel Tunnel Rail Link in order of importance. Supporters of the project within London Underground kept the idea alive, and ensured that it could be reconsidered when the time was right. In July 2000, the Transport 2010 plan again stated that Crossrail should go ahead and the Mayorâ&#x20AC;&#x2122;s Transport Strategy prioritised the relief of London Underground overcrowding.

The Strategic Rail Authority recommended that Crossrail should be built, and Cross London Rail Links Ltd (CLRL), which was jointly owned by the SRA and Transport for London, was set up to undertake project definition work in 2002. The Crossrail business case was presented to then Secretary of State for Transport Alistair Darling, in 2003. He supported the project, but wanted assurance that the proposals were deliverable and appointed a review team to assess what was now a ÂŁ10bn scheme. The 2004 Spending Review committed to legislation to enable Crossrail to proceed and to assist in developing funding and financing.

1: Steel rings being removed from the roof of the 1878 Connaught tunnel that has been brought back into use for Crossrail. It is the only pre-existing tunnel on the project. 2: Tunnel Boring Machine Elizabeth breaks through into

Stepney Green Cavern (one of Europe’s largest mined caverns) in November 2013. 3: Tunnel Boring Machine Elizabeth breaks through into Farringdon in May 2015. 4: Crossrail’s 465 metre-long concreting train. It is being used to fit-out the tunnels to enable

tracks to be laid. 5: Wallasea Island in Essex is an RSPB nature reserve made possible by three million tonnes of Crossrail spoil. 6: Concrete tunnel segments at Chatham Dockyard. 250,000 segments have been used. ALL IMAGES: CROSSRAIL.

In February 2005, the Crossrail Hybrid Bill was presented to Parliament and by July 2008, Royal Assent was finally received. The Crossrail Act 2008 provided a confirmed route from Maidenhead and Heathrow in the West to Shenfield and Abbey Wood in the East, with tunnels under central London. It was agreed that the cost would be shared between government, TfL and the business community. It had been a long battle, but on May 15 2009, ground was finally broken at Canary Wharf and the project started in earnest. Many things have changed since then. For example, the Comprehensive Spending Review in 2010 pushed the start of services

through the central section back a year to 2018, followed by a phased introduction along the rest of the route, by saving £1bn in tunnelling costs. It led to the current funding envelope of £14.8bn. The Department for Transport and TfL announced in 2014 that the line would extend to Twyford and Reading to provide wider benefits to the capital. Tunnelling began in May 2012 at Royal Oak Portal, heading for Farringdon, where it ended almost exactly three years later - a route that the 19th century lobbyists at the Regents Canal and Railway Company would have instantly recognised. Over those three years, eight tunnel

boring machines dug 26 miles (42km) of new 6.2m diameter tunnels up to 40 metres deep under central London, in a peerless feat of engineering. Navigating within inches of Tube lines, utilities, historic building foundations and even sewers, required planning, patience and skill. Construction has now moved on to the fit-out of those tunnels, the stations that connect them and integration with the wider communities. There’s still a long way to go before Crossrail is completed and achieving everything it was created for but, to go from a project that almost never happened, to one that is taking shape beneath our feet is some achievement in itself.

London born and bred

Transport for London’s Crossrail Operations Director HOWARD SMITH describes the intricacies of the project - and dispels some misconceptions

oward Smith has been instrumental in changing the face of London’s railways. He’s the Operations Director for Crossrail, charged with implementing Transport for London’s plans for the new £14.9 billion railway. His office in Canary Wharf features not only nods to his past, with the likes of Railfreight Distribution (a model of a Class 92) but glimpses of the future. There is a model of the Class 345 Aventra, samples of the moquettes planned for the trains and a large timeline chart, outlining key dates for the project. The Crossrail project means a lot to Smith. “I was London born and bred.” Having worked for BR and then RFD, he moved to Docklands Light Railway in 1998 as planning director. “Ian Brown was there, and he was keen to expand DLR. He did that and then became its director. He became the first chief operating officer for London Rail, back when our ideas for the railways were just a glint in everyone’s eyes - to take over some sort of railway, such as Silverlink, and do something with it.” Smith was at TfL when it expanded its rail operations, including taking over the East London Line for heavy rail and the North London Line for Overground. His focus now though is about the new railway. “The tunnel is utterly complete – 42km, 21km twin-track. “All the tunnels are finished, so the work on the stations now is about the platforms. The platform screens are now going up at a number of places, but will sit above the platform edge doors.” The doors form part of the fire strategy, he explains. TfL has a standard design ethos for

stations, and Crossrail plays a big part in that. “What strikes everybody first is their length. And that’s because we’re more used to Underground trains in London, which are about 90-100 metres long. You enter [an Elizabeth line station] and it feels much bigger. It’s not dissimilar to a lot of the metro systems in Asia, but for London they’re extremely spacious.” Smith points to TfL’s experience on the Jubilee line, where having systems such as Automatic Train Operation help with the operation of the trains and the platform doors. “The Elizabeth line will depend on having short central section dwell times,” he says. Testing of the new trains begins in November on the Great Eastern Main Line, where they will be introduced from next May. Initially they will be seven-car trains, due to the current platform length at Liverpool Street, but they will eventually be extended to nine-car formations. The first full-length nine-car Class 345s will be used from Stage 2, when Crossrail starts serving Heathrow Airport. Eventually ‘345s’ could be extended to 11 cars if needed, he says. Initially TfL Rail will replace eight-car trains with seven-car trains. What effect will that have on capacity? Smith explains: “The cars on the new trains are 23 metres long. Cars on the current trains are 20 metres long. A current train comes to 160 metres, but the new trains are still one metre longer. Then compound that with the less efficient use of space in the current cars, due to the 2+3 seating.” The markets the trains will serve also need to be considered. “We’ve got a slightly easier job than Thameslink, because

PAUL BIGLAND.

Thameslink covers such a large geographical area. I’ve always argued that the furthest you should take Crossrail is places like Reading and Shenfield.” So what does Smith see as the market for the new railway? “Elizabeth line is more focused on being a Metro service than Thameslink, which must cover a formidable number of bases. Elizabeth line only has to cater for much shorter trips, so the design of our trains can focus on doing that very well. Three of our vehicles will feature alllongitudinal layouts, while the other six will have two sets of bays between the doors, like an S-Stock. Also, like the S-Stock, the cars will have three doors per side.” He says the train is designed to improve “passenger throughput.” Elizabeth line is increasing both length and frequency quite dramatically on the western side of the route out of Paddington. “You’ll have more seats and more standing room,” he says. The market is mixed according to Smith. “The average journey length on Elizabeth line will be about 13km, just slightly longer than the Met line, shorter than Thameslink, but much longer than average London Underground trips. “Virtually everyone from the airport goes to Paddington or beyond, so there’ll be some quite long journeys, and some relatively short journeys within Central London.” Work is ongoing at stations. Smith explains: “We’ve got two station projects going on at the eastern end. Network Rail is working on the bigger stations, such as the

complete rebuild of Ilford and Romford. And then there are TfL’s projects. “We’re working at seven stations, three in the East, four in the West, to make them step-free and improve accessibility; and also what I call ‘doing an Overground’ - changing the ambience and refurbishing the existing stations. “Our work will continue throughout this year and we expect it will be finished by the end of 2017.” The railway itself will open in stages. Smith explains the process. “Stage 3 starts in December 2018. That’s when things get most complicated as three railways will be interacting. “We’ll carry on running into Liverpool Street upstairs; we carry on from Heathrow into Paddington upstairs; but we open from Abbey Wood to Paddington downstairs. Then we open the central tunnel. You’ve then got three separate railways. The logic behind that is to make sure that each element works before you bring in the next one. So you get the operator in with the new trains, you bring the trains over and make sure they work with European Train Control System (ETCS). “Separately, you open the new tunnel, and only when you’re happy with that do you move on to Stage 4, which is when we bring the Shenfield line trains into the central tunnel. Then we stick with that for six months.” Initially, the Shenfield trains will run to Paddington. After that, trains from Reading and Heathrow will be introduced into the

Constructing both the timetable and managing reliability in the western section is probably a bigger challenge than in the east.

Tunnel. Complete through-running then begins in December 2019. Smith makes a prediction, based on his previous experience of introducing new trains onto revamped railways operated by TfL. “The growth will be substantial, particularly as we’re taking over an existing railway. “In the long term, we’ve got a pretty good idea of what passenger numbers will be about 200 million passengers a year, rising to 250 million.” The vast majority of those travelling in the west will be commuters from Thames Valley services. “Shenfield and Reading may see slightly less increases in passenger numbers with the Elizabeth line. But it’s far more rational to continue on a fast train into Liverpool Street or Paddington, and then change onto Elizabeth line. The time from Reading into Paddington on the new line will still be around 50 minutes he says. “From Reading, it’s still far more sensible for people to take an express into Paddington and then change onto Elizabeth line or the Underground there. We’ll be taking a lot of the interchange out of Paddington because all the people who currently arrive into Paddington and change will be on Elizabeth line already. “A lot of people from West London will also reverse-commute out to Reading.” There is also the Abbey Wood branch to consider. Says Smith: “You’ll see quite a lot of interchange there. It’s not just about bringing people in who live in Abbey Wood and Woolwich, and so on.” He talks of the An artist’s impression of Bond Street station. CROSSRAIL.

An artist’s impression of a Class 345 Aventra, due into traffic next year. TfL.

part Elizabeth line will play in boosting growth in the area. “Woolwich is growing rapidly. We’re in the heart of the enormous Woolwich Arsenal development, which will be going on for many years. It’ll reap huge benefits from Elizabeth line. “One of the best development sites is the Royal Docks. By the time you get to the Isle of Dogs, you’ve got an ideal rail market. “I often said that the most underappreciated feature of the DLR was the extremely well balanced traffic to and from the Isle of Dogs. With all the residential development going in here, there’s plenty of scope to repeat that on Elizabeth line” Is Elizabeth line a case of ‘build it and they will come’? You build the railway and people will flock to it? “Nothing so extreme. I started my career in 1986, when it wouldn’t

have mattered where you built a railway – you’d struggle to fill it. Building railways was not a popular idea. “But we made a small start with DLR and we moved on from there. London’s growth and the growth of the transport network feed each other. You can’t have one without the other. But London could never have functioned as well as it does today without some of the work that we did.” Does Smith think passenger patterns will be the same as on the Tube? “When the trains go up to nine carriages you could see it as a 48 trains an hour service because the trains are so large. Elizabeth line will have a lot of people on it, and it will get busy. The system

From Reading, it’s still far more sensible for people to take an express into Paddington and then change onto Elizabeth line.

we’ve built can call on a certain amount of extra capacity.” How many per hour can Elizabeth line run capacity wise? He says: “Certain elements of the specification state about 30 trains an hour. But don’t forget that these are quite big trains.” One issue could be the tracks Elizabeth line must share with freight services. Says Smith: “The west is more interesting in that sense than the east. Abbey Wood is our own, and it has our own signalling system. Up to Shenfield it’s not quite our own railway, but other than some freight, the Electric Lines in the east are largely dedicated. Out on the west you’re sharing not only with some Great Western residuals, but also freight out of Acton. Constructing both the timetable and managing reliability in the western section is probably a bigger challenge than in the east.” Formulating the Elizabeth line timetable out to the west has been a focus for years. In principle, it features 12 trains an hour, while freights tends to run off-peak. HS2 is also a long-term factor to consider when it starts serving Old Oak Common, but Smith is cautious. “It depends on the split between Euston and people who are interchanging. Old Oak Common itself is a destination which will also be a long-term driver. And it will be built by 2026.” Could Old Oak Common become West London’s version of Stratford? Smith believes so. “If you look at London growth projections, the next planned opportunity areas are the Stratfords, the Old Oaks, Croydon, then a series of Royal Docks, Barkings and other development areas. A huge amount of housing is being built at places such as Hayes.”

SPECIAL REPORT

THE MAN WITH THE PLAN On the most congested section of the Crossrail route, meticulous planning and unfettered collaboration are key to success, says Carillion’s Crossrail West Director WAYNE BRIGDEN

’ve just worked five nights in a row. That’s why I look much older than I really am I’m actually only 21!” Carillion’s Crossrail West Director Wayne Brigden doesn’t shy away from getting stuck into every job with his staff - including on Bank Holiday possessions such as those at Easter, just before RAIL’s visit. Wayne Brigden oversees three large packages of work on the Crossrail project between Paddington and Heathrow on the new east-west London route, for which Carillion is the principal contractor for Network Rail. This involves a massive programme of works to transform the existing tracks, infrastructure, stations and signalling in preparation for the Elizabeth Line. “We certainly have the toughest patch,” Brigden tells RAIL at the company’s project offices in North Kensington. “Any delay to the Heathrow Express can have serious consequences. And this section is where the

HEx trains meet the Great Western Railway trains. I admit, it’s a challenging job - but an amazing one.” Brigden has worked on Crossrail since October 2013. Carillion’s civils team started early works on-site in 2012. The three contracts (see panel) are:

CV Wayne Brigden Wayne Brigden is Crossrail West Director for Carillion. After leaving school he began working on the railway and has spent the past 20 years working his way up from the grassroots. Says Brigden: “My brother-in-law asked me if I wanted to work with him as an apprentice, so that’s where I started. I went through in the re-laying gangs, then became supervisor, then production manager. After that I ran a track renewals depot

Old Oak Common to Paddington Approaches (OOCPA). ■■ West Inner Track Infrastructure (WITI). ■■ Stockley Main Civils. Each has its own dedicated project management and delivery teams and a project director, who reports to Brigden. It’s a busy time ■■

at Smethwick in Birmingham, and moved into projects in 2007. I went on to a number of projects around London on delivery and project management. I got the chance to lead Crossrail as the project director on the WITI contract to start with, and then assumed overall responsibility. “Sometimes I look back and think ‘they let me loose with best part of £400 million! How did I get here?’ It’s fabulous. Whatever happens, I want to carry on building major projects.”

PROMOTION

CARILLION’S CROSSRAIL CONTRACTS Old Oak Common to Paddington Approaches (OOCPA) JUNE 2013-MARCH 2018 The OOCPA contract is made up of both Crossrail and Intercity Express Programme (IEP) works. Broadly speaking, this is overhead line equipment (OLE) work, track work and heavy and ancillary civils. Carillion works closely with signalling contractor Alstom on this section. All the OLE and track alterations required for Crossrail in this section are specified in this contract, including track turnouts at Westbourne Park (which go into the new tunnels) and building the new lines all the way into the new Old Oak Common depot. A huge amount of civil engineering has been required, with new embankments known as the East and West ramps, which facilitate the new lines from Paddington as they come out of Westbourne Park and into the depot. An array of minor civils work then takes place on top of the heavy works, such as under-track crossings for cable management, piling, and structure foundations for the overhead lines. About 110 Carillion staff work on this contract, under the direction of Project Director Ed Gardiner (see panel).

West Inner Track Infrastructure (WITI) RAIL photography: PAUL BIGLAND.

across the whole project, he says. “Between now and May, when the timetable changes for the summer timetable, we’ll be working at full stretch across the patch. After that we’ll do less work under possessions until September. But our busiest period will be between this September and next March, when we will be working flat-out. “This will be the busiest Christmas period yet for Crossrail.” Brigden elaborates: “The WITI team will be installing track and overhead lines onto the new flyover. Before that, in October, is the last piece of the jigsaw at Stockley [where a second flyover is being built].” These jobs take months of meticulous planning and Brigden’s team takes the task extremely seriously. “People don’t get to see just how much work is involved with project planning. In Christmas 2014, there was an overrun here and it made the headlines. What people didn’t see is how difficult that was for the

JUNE 2015-MAY 2017 WITI comprises some core key projects, plus additional work Carillion has been asked to do since the contract started.

The main works are at Acton, West Ealing, Southall and Stockley, with further OLE and track work at Ealing Broadway, Acton Main Line and Hayes & Harlington.

Stockley Main Civils 2012-OCTOBER 2016 The other core contract is Stockley Main Civils, which has been building the flyover into Heathrow. Brigden says this is, by far, the most challenging job he’s ever done because most of the works have had to be completed in an operational railway environment. In 2013-2014, Carillion built a new ramp, viaduct and flyover on the relief (northern) side of the railway, joining the relief lines to the airport lines. And during 2015-2016, the team has built what is known as the East flyover. It comprises a 150m box beam tunnel and 300m reinforced ramp that descends between the reliefs and the mains at Stockley. All this has been completed either in night-time possessions or midweek daytime working with the lines open; the entire job had to be done while only having one line blocked and one open. This work will be finished in October this year. Brigden says that’s when the final piece of the jigsaw will be put in place. He’s noticeably excited about this part of the job and keen to show off photographs of the enormous crane he’s just finished trialling. Brigden laughs: “Railwaymen always have photographs.” The crane will be used to lift 200 robust kerbs into position over the track, while the main lines are open beside them.

SUCCESSFUL COLLABORATION It’s clear from the way Brigden describes Carillion’s work that collaboration is of great importance to him. He provides a shining example of how this has worked in practice: “We did some work at Christmas that I’m really proud of. At Paddington’s Platform 14, we had a strongly collaborative approach with the LU track partnership, and also Morgan Sindall. “We carried out track alterations and constructed the new Platform 14. Track Partnership for LU renewed track on Platforms 15 and 16, and Morgan Sindall did a huge amount of work on the roof during the Christmas blockade. We fully integrated all that as one team. “We had a lot of interface where we

needed to be working in close proximity to each other and it was the first time that the Network Rail lines and the LU lines had been done at the same time. “LU couldn’t access their work with their trains because it’s an island platform, so they placed our trains on NR infrastructure and used them to take their spoil away and bring track materials in, and we used their trains to take our spoil away. “The amount of integration was superb. LU and NR proved they could work together to get the work done for the good of London. A collaborative approach, a mature management team a team that’s matured over the past few years at that – was the perfect recipe.”

SPECIAL REPORT planning team to deal with. “Everybody on this job wants to be able to meet the deadlines. They’re not mercenaries who couldn’t care less about the impact on services and the public. The paying public is at the top of everyone’s agenda - without them there is no railway. We all understand the frustration of waiting for late-running trains.” What are the most important aspects of working on a project like Crossrail? Says Brigden: “Safety of the workforce, looking after the project’s ‘neighbours’ and, certainly, ensuring that passengers get where they need to go. “These projects are difficult. If we were working in a new greenfield environment, we wouldn’t need nearly as many people, and things would be very different. If Stockley had been for a new motorway in an empty field somewhere, it wouldn’t be so difficult. But we had to carry the work out at weekends, and at night in five-hour possessions.” Despite the heavy working restrictions, Brigden runs a tight ship and major problems are rare. What’s his technique? “The overarching factor in this job is collaboration. One of the reasons Carillion assigned me to this is my delivery focus. But also I’m seen as one of the more collaborative directors in the business.

‘A REWARDING CHALLENGE’ Ed Gardiner is Carillion’s project director for the Crossrail OOCPA contract, working under Brigden. He is one of three project directors for the contracts Brigden oversees. Says Gardiner: “A huge challenge we face is the limited track access to carry out any work. If we ever need to do anything over all the lines, such as putting overhead line portals up, we either get threehour time slots at the weekends or, if we need more than three hours, we have to do it

Hanwell Reading

Southall Hayes & Harlington

T1, 2, 3 Heathrow T4

Ealing Broadway Acton Main Line

West Ealing

N SURFACE LINE TUNNEL OLD OAK COMMON-PADDINGTON APPROACHES (OOCPA) WEST INNER TRACK INFRASTRUCTURE (WITI) STOCKLEY MAIN CIVILS

‘OOCPA ENGINEERING’

at Christmas. “As a consequence, we’re very focused on effective preparatory work so that we’re ready for those Christmas blockades. It’s extremely challenging – there are rocks and hard places on every site. Design is a constant challenge to make sure it meets all the requirements. But it’s extremely rewarding when you achieve your goal.” Gardiner has worked on the railway for 37 years, starting as a trainee track technician in Perth in 1979. He says he’s always been passionate about the rail industry and, like Brigden, is keen to work on HS2. Brigden has to have the last words: “He’s underselling himself. What he hasn’t told you is that he’s a wonderful engineer!”

Paddington

People don’t get to see just how much work is involved with project planning. WAYNE BRIGDEN, Crossrail West Director, Carillion

“All the businesses concerned have pulled together for a single goal because they know that Crossrail has to be a success. Nobody is obliged to collaborate – but everybody has chosen to do it because it’s the right thing to do.” Collaboration within Carillion is even deeper than the integration with other contractors - being a nationwide business, the different project teams work with each other at busy times. Says Brigden: “At a very early stage, when I identify what are our very busy periods, Carillion Rail as a whole comes together to support us. Over the Christmas period, many other senior guys from Carillion operations directors, project directors and construction staff - came here purely to help make sure Crossrail was a success. Not only do we integrate and collaborate at contract level, but it’s common practice throughout Carillion too; from the managing director down, everyone supports the successful completion of Crossrail.” How is that need for resources communicated to the rest of Carillion? “At the planning stage I go to a central Carillion resource forum and I present what resource we need to deliver the works. All the resources are shared nationally (both white collar and blue collar work). We also have Carillion Managed Plant to ensure we get all the plant resources we need.” Brigden has already distributed the full schedule for Christmas, and specified what possessions and access to the sites will be needed. Communicating those needs so far in advance is essential; at the end of the year Carillion teams will be extremely busy, not just on Crossrail, but at Doncaster station and in Northants. What are Carillion’s biggest achievements on this project so far? “How we managed Christmas 2015. We carried out 275,000 hours of work on Crossrail West and everybody went home safe. We’ve just completed 50,000 hours at Easter and, again, everybody went home safe.” Brigden beams with pride at this. “If you’ve delivered the work but somebody hasn’t gone home safe, you’ve

PROMOTION

MISSION CONTROL Preparation is the key to a successful project. Carillion uses a system on all its projects that ensures every aspect and every person is fully prepared for the task at hand. Mission Room is a sophisticated computer system that allows footage of an entire worksite to be uploaded and displayed across four connected screens. This allows everyone who will be involved on a possession job to familiarise themselves with the working environment. They can view all the access points to the site and identify the relevant safety-critical information with real-life visual references to avoid confusion. Carillion’s Mission Room guru, PC Site Manager Stuart Cooke, says:

failed. I absolutely love delivering completed work, but taking care of your workforce is a top priority.” He reels off more success stories: “From a delivery point of view the highlight is what we’ve built at Stockley - the flyover and east flyover… and the collaboration at Paddington - the Crossrail and London Underground work [see panel] …and the large amount of works we’ve done at Acton and West The majority of Carillion’s work at OOCPA is being done while the adjacent lines remain open, making it incredibly challenging but avoiding disruption to passengers and the rest of the railway.

“Since we started doing this, it’s made everything so much safer and clearer to everybody. We go through the entirety of a possession in this way. After it has all been explained, we go through the work. And then we can see the impact it will have on the site, highlight all of the safety alerts and any issues which might be relevant for that particular week. Those are subsequently distributed via email.” Brigden says Mission Room has really changed the profile of how Carillion manages briefings and pre-planning. If work needs to be re-planned because a possession ran late or work needs to change, it can first be simulated in the Mission Room environment to identify and predict any potential pitfalls.

Ealing so far. Oh, and handing back on time at Christmas and Easter, so there was no disruption, was a huge achievement.” Brigden isn’t afraid to laud his teams’ triumphs. And he confides in RAIL that he doesn’t think the industry celebrates its successes enough. With the success of Carillion’s work on Crossrail, what does Brigden want the company to move onto next? “For me the golden nugget will be if we get the chance to build High Speed 2’s Old Oak Common station. With our knowledge and experience, there’s a great chance that we may be working on that. It’s 140 miles away from my home, but it’d be worth it!” Finally, Brigden summarises his key drivers: safety, delivery and delighted clients, (which, he points out, includes the passengers). “Showing how Carillion can deliver large multi-discipline projects is a big thing for me. At Carillion we uphold the ideal of a perfect day, where all our employees have gone home safe, we have a delighted client and we make the necessary commercial position to allow us to do it again.”

SPECIAL REPORT

SYSTRA SKILLS AT CROSSRAIL’S CORE Specialists working in the heart of the Crossrail project describe what it takes to make this epic engineering feat a railway industry success story.

ystra is a major force in engineering projects around the world. Recent major railway projects in the UK include High Speed 1 and Crossrail. It is hoping to play a vital role in the construction of High Speed 2 when that starts next year. The company has been working on Crossrail since the start of the cross-London project. The Crossrail programme is over 70% complete. Systra Engineering Operations Mick Costin explains that Systra has many engineers working on the scheme’s

communications systems and installation, and these will play an important role as the commissioning and handover stage is reached. This extends beyond the central section of the route and includes all the new communications systems, including CCTV and customer information screens. Installation has already begun in the new central London stations. Costin says that Systra’s engineers will have a major involvement in the communications and radio systems at all of the central stations.

Systra has a major presence, Costin says, at Liverpool Street. Members of Systra’s team are responsible for several activities on the site, from project management, field engineering and project planning. It also has a range of construction managers, project managers, planning engineers, cost engineers and other site management resources at Paddington, Whitechapel and Bond Street. Whitechapel, he says, has particular complexities as much of the work is being carried out with the existing Tube and

PROMOTION

SYSTRA’s James Preston helped lead the major programme of removing tunnel material to Wallasea Island, Essex. CROSSRAIL

SYSTRA is leading the implementation of Crossrail’s signalling system. CROSSRAIL

Overground station remaining open to passengers. A new temporary ticket hall has been built and opened. Additionally, much of the work is conducted in a confined space. Systra has been directly involved with both the logistics and co-ordination of transporting bespoke prefabricated steel sections to site and associated crane movements. This is in contrast to Liverpool Street, for example, where the Crossrail work

is mostly carried out independently to the existing Network Rail station, Costin explains. Eventually the Crossrail Liverpool Street station will have passenger links to both the Network Rail station and Moorgate Tube station. Systra’s expertise encompasses Building Information Modelling (BIM), which Crossrail uses across the entire project. Costin explains that BIM integrates all the graphical, non-graphical and documentary data relating to the infrastructure project in a single model which can then be used to foresee any problems that may be encountered with the design. BIM can be used to assess the system and then work out solutions. When the stations are up and running BIM will be used to manage the operations and maintenance of the facilities. “An engineer will be able to examine a virtual 3D model, zoom in and investigate individual components,” Costin explains, highlighting the level of detail available through BIM. James Preston is an Assistant Project Manager for Crossrail. He has been working on the Eastern running tunnel project for the past 11 months and recently commenced a new role on the Western running tunnels project. His remit covered the Eastern tunnels from Whitechapel through to Farringdon and on the west from Royal Oak to Farringdon. All the tunnelling has been finished he says, with tunnel fit-out under way. Before this, James was involved in the project to transport over 3 million tonnes of excavated ‘tunnel’ material to Essex to help create one of Europe’s largest nature

A big feature of the work on Crossrail has been the spirit of collaboration - everyone has bought into what this project is about. JAMES PRESTON, Assistant Project Manager, Crossrail

reserves at Wallasea Island. Preston explains that in his current role he is working in areas such as Barbican, where his focus includes reducing track noise through the use of floating track slab, which reduces noise and vibration. When he started his current role, the Tunnel Boring Machines (TBMs) were being dismantled and the sites were being handed over to contractors. This took a lot of planning says Preston, “Robust planning is needed and the joint worksite system has been shown to work. A big feature of the work on Crossrail has been the spirit of collaboration - everyone has bought into what this project is about.” Philippe Prestat is Systra’s lead on signalling systems for Crossrail. He has experience of railways across the world, including work on several high-speed lines. The main challenge for Crossrail and the contractor delivering the central section signalling and control system is that it must create a system which can switch between three different operating systems: the European Train Control System (ETCS Level 2), a communication-based train control (CBTC) system in the central section and, to the east, the existing Network Rail system. There are numerous interfaces, all of which must be developed and tested to ensure safe running of the railway. An important part of the Crossrail team’s role is to ensure that the systems delivered by the contractor meet the specification. Prestat has been working closely with the contractors who are also working on the ETCS systems. These three men are part of a larger team of Systra engineers working on the £14.8 billion scheme, and each one of them is involved in crucial parts of the project. This makes Systra a likely candidate for involvement in the UK’s future railway plans. As for right now, Costin sums up Crossrail as “the UK’s flagship infrastructure project.”

5757

Station masterp C

reating a sense of place and integrating the railway with its local area has become an increasingly important part of many major projects, whether they are new railway lines or station refurbishments. The Elizabeth Line will be no exception. It needs to integrate into London’s existing transport network, but at the same time it must have an identity of its own – a tough quandary for the designers to figure out. All the new stations, public space and surrounding developments are being designed to form focal points of their communities and to act as catalysts for regeneration. Ten new stations are being built and each has its own unique engineering and environmental challenges. However, each one fits into one of three basic

The new Elizabeth Line stations present a fantastic opportunity – to better integrate London’s transport system with the communities it serves. But it is also a major challenge for the designers, writes STEFANIE BROWNE ALL ARTISTS’ IMPRESSIONS: CROSSRAIL. categories: mined underground, box-shaped underground and above-ground stations. While passengers are underground, platforms and escalators are being designed to be consistent across the line, to give passengers a sense of familiarity, whichever station they are in. But the above-ground areas (in ticket halls and surrounding streets) will be distinctive, to reflect the environment and heritage of their particular location.

PADDINGTON: A modern take on a Victorian icon Station architect: Weston Williamson Engineer design: Aecom Main contractor: Costain Skanska JV Urban realm designer: Gillespies/ URS/Weston Williamson ■■ Station structure: Box ■■ Depth below ground: 20 metres This is the biggest transformation at Paddington station since it was built in 1853. Isambard Kingdom Brunel designed the original station with architect Matthew Digby Wyatt, so the new station is intended to be a contemporary take on this vision. ■■ ■■ ■■ ■■

The consistent features of the new line will be as defined on the five mined underground stations (Bond Street, Tottenham Court Road, Farringdon, Liverpool Street and Whitechapel). For example, sprayed concrete linings will be used to create curved junctions rather than sharp corners, and instill a feeling of space, in comparison with the relatively confined feeling of existing Underground lines. It also reduces blind spots for passengers moving along passages and makes navigation easier. Each new station will have full-height platform edge screens to provide lighting, service information and help with navigation, as well as keeping passengers separated from the trains. Everything from seating, signage, fire safety equipment and handrails through to screens, escalators and lifts will use materials with which passengers are familiar. But this is where the similarities end and individual characters begin. Once passengers arrive at the surface, the ticket halls and space around the stations will weave the context of the local area into the design. For example, at Paddington the design will incorporate the styling of Brunel’s terminus building. At Farringdon, inspiration has been taken from the historic local trades of blacksmiths and goldsmiths. But consideration must also be given to the future needs of the stations - passenger numbers are only likely to increase, so making sure that they feel spacious, are easy to navigate and don’t become crowded as footfall increases is important. And, as with the entire Crossrail project, sustainability is also key. Material from excavations is being reused, low-energy lighting is being installed and the new rolling stock will be lightweight and energy-efficient. Crossrail is the first time on a UK rail project that the stations, surrounding areas and over-station developments are all being designed in conjunction with each other, so it is a huge opportunity to design integrated, more accessible and more aesthetically pleasing results.

pieces THE SEVEN DESIGN PRINCIPLES

BOND STREET: Modern classical

IDENTITY: Deliver a consistent brand

through a modern and contemporary transport mode, responsive to its local contexts. CLARITY: Create a coherent environment for passengers from the start to the end of their journey. CONSISTENCY: Implement a cohesive line-wide design language, established through common materials and components within the Transport for London family. INCLUSIVITY: Ensure the Elizabeth Line is available to everyone. SUSTAINABILITY: A best practice design that minimises waste, makes maximum use of material qualities, reduces energy consumption and is cost efficient. SECURITY: Provide safe and secure design solutions. PEOPLE FOCUSED: Balance functional and people needs.

■■ Station architect: John McAslan +

Partners

■■ Engineer design: WSP ■■ Main contractor: Costain Skanska JV ■■ Urban realm designer: John McAslan

& Partners/WSP/Publica

■■ Oversite development partners: Great

Portand Estates (Hanover Square), Grosvenor Estates (Davies Street) ■■ Station structure: Mined ■■ Depth below ground: 28 metres Bond Street is renowned for its historic buildings, art galleries and vibrant shopping district, visited by tourists from all over the world. The new station is designed to complement the area and take into account the need for capacity represented by such a busy retail high street.

LIVERPOOL STREET: Maximising space and light

■■ Station architect:

Wilkinson Eyre

■■ Engineer design: Mott

MacDonald

■■ Main contractor: Laing

O’Rourke

■■ Urban realm designer:

Burns + Nice/URS

■■ Oversite development

partner: Aviva Investors

■■ Station structure: Mined ■■ Depth below ground:

34 metres Liverpool Street is known for its leading financial centres, so suits and sparkle are key features here. The subtle gleam of mica in the fibre-reinforced white concrete will glitter with reflected light, while the grooved, angled ceilings are suggestive of the pinstripes often seen on city workers’ suits.

FARRINGDON: Celebrating craftsmanship ■■ Station architect: Aedas ■■ Engineer design: Aecom ■■ Main contractor: Bam

Ferrovial Kier JV

■■ Urban realm designer:

Burns + Nice/URS

■■ Oversite development

partner: Cardinal Lysander

■■ Station structure: Mined ■■ Depth below ground:

25 metres

Goldsmiths, watchmakers, ironmongers and blacksmiths are trades for which Farringdon is renowned so the design will reflect this. Diamond pattern work reflects the jewellery connection, alongside champagne coloured stainless steel cladding and etched glass panels.

TOTTENHAM COURT ROAD: Striking contrast

■■ Station architect: Hawkins

■■ Depth below ground: 24 metres

The dark cinematic ambiance of the new Tottenham Court Road station will reflect the nocturnal economy of the local area. The colour palette for this station comes from extensive use of black glass and stainless steel, along with a retro 1960s feel to create real individuality.

■■ ■■

■■

Brown Engineer design: Arup/Atkins Main contractor: Laing O’Rourke Urban realm designer: Atkins/ Gillespies/AHMM Oversite development partner: Derwent London Station structure: Mined

■■ Station architect:

WOOLWICH: Drawing on history

Weston Williamson

■■ Engineer design: Arup ■■ Main contractor:

Balfour Beatty

■■ Urban realm designer:

Gillespies/Atkins

■■ Station structure: Box ■■ Depth below ground:

14 metres This historic site was once a walled-off private territory where guns and explosives were manufactured and tested. A minimalist approach is intended to provide a simple portal between the surrounding listed buildings. Entry to the station will be through a 30 metrewide bronze-clad portal. Natural light will enter through the ceiling.

The above-ground areas will be distinctive, to reflect the environment and heritage of their particular location

WHITECHAPEL: Connecting communities Station architect: BDP Engineer design: Arcadis Main contractor: BBMV JV Urban realm designer: BDP/ Arcadis ■■ Station structure: Mined ■■ Depth below ground: 30 metres In a rich and culturally diverse setting, Whitechapel station is being designed to include a public access route between Whitechapel Road and Durward Street, forming ■■ ■■ ■■ ■■

a bridge between two parts of the area. The raised concourse will perch on steel struts, resting on the brick arches of the Overground cutting. It appears to float in space, allowing daylight down onto the Overground platforms. A ‘green’ roof, topped with sedum plants, will provide environmental benefits such as improved air quality, conservation and biodiversity.

The beginning is

nigh

Brand new trains enter traffic in a year’s time, but there’s still plenty of work to be done. STEFANIE BROWNE describes what’s going on in the final phase

ith just one year to go until the first brand new Aventras begin operation and a chain reaction of new service introductions begins, there is still much to do on the project. Only Liverpool Street to Shenfield services will start in 2017, but it will mark the beginning of what will be transformative connectivity across the capital. Fitting out the new tunnels and stations with all the necessary infrastructure and systems will ensure the sections through central London and Docklands can open in December 2018. But this will require a huge amount of work - track installation, tunnel

ventilation, high-voltage electrification, traction power, signalling, communications and overhead line installation. With all the tunnelling complete, Crossrail is now focusing on this new kind of work. A fleet of Crossrail-specific machinery is being used to fit out the tunnels. For example, four giant multi-purpose gantries carry and locate the track in the tunnels before it is concreted into place. More than 1,200 members of staff are involved in this phase of the project. It’s a major part of the job involving more than 35 miles (50km) of five different types of new track in the central section, 250,000 holes to be drilled, and a

465-metre concreting train assisting with the work. Beyond the central section, Network Rail and its contractors are also delivering £2.3 billion of work to upgrade existing lines and stations to the west of Paddington and east of Liverpool Street to Shenfield. But even then, once the railway is in place, it will be necessary to go through a number of testing and commissioning phases to allow for the Crossrail services to be introduced in stages: ■■ Stage 1: Introduction of new rolling stock on the Great Eastern Main Line. Before this can happen, performance and

2016 PROJECT MILESTONES Limmo to Stepney Green ready for track installation Bond Street Station - completion of platforms and platform edge screen to support track installation Royal Oak Portal - Head House ready for systems installation Farringdon - Completion of civils construction of the Lindsey Street Box at Farringdon station Liverpool Street – SCL works complete from Moorgate Shaft and handover shaft to C502 Track concreting complete Victoria Dock Portal to Stepney Green Commence floating track slab installation at Barbican On-network works - Driver Only Operation (DOO) equipment complete at Harold Wood station Woolwich station equipment rooms ready for systems installation Tottenham Court Road Completion of Western ticket hall civil works C360 - Eleanor Street shaft equipment rooms, access available for systems installation On-network works - Slew remainder of North Kent Line Whitechapel - completion of westbound platform and platform edge screen to support track installation Pudding Mill Lane - Complete civil works for NR to commence Up electric works Permanent Way Complete within tunnels

A multi-purpose gantry in use in the Crossrail Thames Tunnel in December 2015. This machine was built specifically for the project. CROSSRAIL.

integration testing at Bombardier’s Derby Litchurch Lane test track must be carried out, followed by more testing at Network Rail’s Rail Innovation and Development Centre (RIDC) facility throughout 2016. A trial run on the GEML in 2017 under possession can then be completed. ■■ Stage

2: Testing the route to Heathrow and the new ETCS signalling system. This will be proven by Network Rail using its dedicated ETCS test train in early 2017, to be followed by a trial run of the Crossrail train later that year. This stage will also test the interface between the new Old Oak Common

depot and the Great Western Main Line. ■■ Stage 3: Introduction of the central section. This will focus on the specific challenges of the new signalling system and the transition interfaces with Network Rail and the new infrastructure. Dynamic testing will begin between Canary Wharf and Abbey Wood at the end

Q1 2016 Q1 2016

Q2 2016 Q2 2016

Q2 2016

Q2 2016 Q2 2016

Q3 2016 Q3 2016

Q3 2016

Q3 2016 Q4 2016

Q4 2016

of 2017, and extend to Paddington early the following year. This allows for several months of dedicated testing before a onemonth trial running period in July 2018. By doing this, all the necessary interfaces will be ready for the introduction of full Crossrail services in 2019. Testing of the performance of critical interfaces between the train systems and signalling systems on the whole railway will also be carried out at a dedicated integration facility to allow any compatibility issues to be resolved before physical testing takes place. This is an area where lessons of the past are being incorporated; it’s a strategy that was successfully used on the Thameslink programme. There are many milestones that need to be passed on the project this year (see table) even though tunnelling is over, Crossrail is anything but finished. But this new phase is where the railway really starts to come to life. It should be an exciting year.

Once the railway is in place, it will be necessary to go through a number of testing and commissioning phases. 63

With more than 2,000 kilometres to its name, SYSTRA has contributed to the development of 1 in 2 of the worldâ&#x20AC;&#x2122;s mass rapid transit lines, and has broken a number of records with the worldâ&#x20AC;&#x2122;s longest, driverless line in Dubai, the line with the highest passenger traffic in Mecca (72,000 passengers/hour), and Crossrail in London which is the largest engineering project in Europe today (118 km). Our expertise covers a number of specialist fields, from general design studies to project management, design engineering, owner assistance, audit and expert inspections, as well as various other areas such as signalling and passenger information.

Crossrail Copenhagen Dubai

Mecca

Shanghai

Santiago Delhi

www.systra.co.uk

SPECIAL REPORT

EASTERN PROMISE

MTR is recruiting around 250 drivers for the Elizabeth Line, with training already under way. MTR.

MTR Crossrail Managing Director STEVE MURPHY explains how having the right people, innovative technology and futureconscious design will transform London

he Elizabeth Line opens fully in 2019; yet the company that will operate the railway, MTR, is already operating trains on part of the route. It took over the Metro operations out of London Liverpool Street on May 31 last year. When the new £14.9 billion railway is up and running, this will form part of the eastern section of the railway. However, rather than being branded ‘MTR’ or ‘The Elizabeth Line’, the services are branded ‘TfL Rail’. Its Managing Director Steve Murphy says: “Transport for London decided it would be best to wait until the transformation of the railway is very obvious to customers before you change the branding.” Infrastructure work has also been carried out on overhead line equipment and the track itself. Currently, 12 stations on the Eastern section managed by TfL Rail are undergoing an upgrade. One station TfL Rail does not manage is Shenfield, yet it’s a vital element in the project. “Shenfield has to be completely remodelled in terms

of signalling, track layout and associated overheads, in order to accommodate the longer trains. It’ll produce a terminus location that has much more capacity. It’s fit for purpose for the Elizabeth Line, and better for Anglia. How has Murphy found his role so far? “Brilliant. Loads of challenges. But it’s been great fun. We’ve inherited a very intensive railway.” Performance had declined before MTR took over, but that’s changed significantly, he says. “It was a railway that ran about 90% on time.

THE NEW TRAINS

New Class 345 trains will be introduced on TfL Rail services next year. Initially running as seven-car trains, they will be extended to nine-car formations when running on the western sections in May 2018. Managing Director Steve Murphy said: “The trains are superbly well designed for the job. Some impressive forethought has gone into their layout.

That was, more or less, the industry standard. “As always, the reasons were many and varied. There were infrastructure issues, there had already been a significant programme of engineering works before we got there, and a lot of associated overrun risk. The fleet had many issues as well. It was a tough challenge because things had been getting steadily worse for over a year. It was running pretty much on minimal signal headways and it’s very busy. That doesn’t give you much room to manoeuvre.” There has been significant improvement,

And the optimisation of space in the carriages is a really smart move.” The model is similar to those used on London Overground. “The main interior difference is that the design suits commutes as well as shorter journeys. Not everything is longitudinal. There’s a good balance between open standing space and seating.”

SPECIAL REPORT STATIONS TfL Rail Managing Director Steve Murphy says: “You can see an example of a Crossrail-built Elizabeth Line station already, at Canary Wharf, and it’s almost complete. The scale of the platforms and the station structure is striking.” The TfL-designed stations feature visual elements of other projects, including the Jubilee Line and East London Line (ELL). “You can see the parentage, the legacy. “It’s clear that the designers have thought decades ahead about the future demand.”

however. Murphy highlights: “Over the last nine months, Network Rail delay minutes on our routes have gone down by a third.” Then Oyster and contactless payment methods were extended to Shenfield. Murphy says: “That stimulated demand, as did improving performance.” Murphy worked for London Overground and he’s keen to put that experience to good use at TfL Rail. He explains: “We learnt an awful lot on the North London Line about the interaction of passenger and freight trains, and how to make that work better.” Another lesson Murphy learned at his old job included management of the train plan and the opening of the East London Line (ELL). “There are some very obvious fundamental differences between the two projects, but at the same time there’s an awful lot of valuable knowledge from the ELL that can be applied, only on a different scale.” A lot of work has also been carried out with Great Western Railway, despite new trains not running there until 2018. Murphy says GWR has been proactive ahead of Heathrow Connect services transferring to MTR, with a four trains per hour service. “Solid working relationships are a defining feature of the Elizabeth Line, which depends on having effective partnerships with all sorts of people.” He says that any direct control MTR has is

“pretty limited”. Trains will be maintained by Bombardier, and there will be key relationships with Network Rail. “We will rely heavily on genuine, effective collaborative partnerships to achieve anything.” When the tunnel under London is fully operational there will be 24 trains per hour (tph) passing through it in each direction. It’s planned that there will be 12tph from Shenfield and Abbey Wood at peak times. “Maximum signal capacity through the core is significantly higher than the 24tph - I think it’s 30tph, so we have some headroom,” says Murphy. The trains will use Automatic Train Operation (ATO) through the core.

OPERATIONS TfL Rail took over the London Liverpool Street-Shenfield services in May 2015. From 2018, each element of the Elizabeth Line will operate as a separate railway before joining up in late 2019. Managing Director Steve Murphy explains: “By 2018 all three components will be working.” From 2017, the new trains will be introduced on the Eastern section, and from 2018 the trains will start running on the Western section. The first ninecar trains will run from Paddington to Heathrow Airport from May 2018. Initially that will call at the existing station, but towards the end of the

year the core will be in operation. Murphy says: “Then we’ll run trains end to end, Abbey Wood to Paddington to Liverpool Street in the core routes. The two railways either side are running traditional national rail services. “By the end of 2018, services from Heathrow will run to Paddington; then you’ll have services from Paddington into the new station at Abbey Wood. The rest of the railway will be as it is now, from Liverpool Street to Shenfield. But in 2019 everything will be fully connected. And then, in 2019, the Western services will be extended to Reading.”

Staff will be on the ground at Elizabeth Line stations in a similar fashion to London Overground, operated by London Overground Rail Operations Limited (LOROL). “Every station is staffed from before the first train to the last train. In addition to that, one particular challenge for this railway is it’s so busy that we need staff on the platforms, not to dispatch but to help manage the platform-train interface.” This is similar to the Tube and is about managing the peak periods.” When are the peaks? “We have very intensive periods, between 0800 and 0930/1000, and then from 1600 to 1900. “At those times the railway works at maximum capacity in every respect. But around those times it’s still busy. Stratford station has undergone phenomenal growth. It’s up to its tenth busiest in the UK, and it has grown, in volume terms, by 18% in one year.” Passenger-wise, Murphy is convinced people will want to use it. He says: “I think the demand will be dramatic for this railway.” What’s driving his confidence is the backdrop of London’s continued growth and the continued demand for more. “If you offer a high quality railway it generates demand, as did London Overground. London Overground carries about 750,000 people a day, and it’s only been around for nine years. Some of that is tied in with London’s growth over that period. But some of it has been about a railway generating demand for a quality service. “If you offer a safe, highly reliable, clean,

PROMOTION

MARKETS What does MTR believe is its core market? For Steve Murphy there is no simple answer. “There are several core markets, and more to come. Imagine what Crossrail will do for south east London, and the regeneration of Abbey Wood. I think we’ll see a similar transformation to that of East London.” He believes Crossrail could do for that part of London what the railway did at Stratford by attracting regeneration. “The effect on London over the next ten to 15 years will be remarkable.”

comfortable railway with dedicated staff running it, people will want to use that. Why wouldn’t they? “The main thing we have to do is get the capacity and reliability to a really good level.” One key market is Heathrow. Says Murphy: “Connecting journeys from east of London through to Heathrow with dramatically reduced times, is a huge part of what we need to achieve. It brings some very different challenges, markets and expectations. “The service to Heathrow will be in big demand from all parts of the network.” Have there been any unforeseen markets?

“Yes. There’s a big generational difference in attitudes to owning a car, and that’s particularly pronounced in London. The younger generations now seek public transport almost as the first choice, and a car is becoming a distress purchase.” Staff are key to the Crossrail project too, says Murphy: “The railway is as only as good as the people running it. Being a start-up has given us an advantage. Everyone who has joined the project has done so because they want to be part of it. We’ve also been lucky with the quality of people we inherited from Anglia. The station staff and drivers who came across to us have been brilliant. They’re as enthusiastic as anyone else. “Given the nature of the project, our staff have to cope with large and frequent changes. That can be challenging. But the people who came over to us have really bought into the bigger picture. “I’ve observed, throughout my railway career, that the people who run the railway are really enthusiastic about the industry,” he says. He’s a keen advocate of giving station

staff as much access to information as the control staff. When things go wrong the station staff are on the front line, and they must know as much as anyone. MTR came up with an innovative solution. All the drivers were issued with iPads, which receive status updates and notices. “Frontline staff have all the information they need at their fingertips, rather than having to request it,” says Murphy. “Customers, quite rightly, expect you to have the information. A key part of the project is investing in technology that’s smart enough to send what a controller is seeing to the relevant frontline staff.” Also, a new system has been developed which tracks the location of staff on trains and stations and updates their iPads with information specific to their location, via strategically placed Bluetooth ‘iBeacons’. This innovation is a first for the rail industry. Murphy says it’s a big time-saver for staff. “This can make their tasks less time-consuming and stressful, allowing them to spend more time helping passengers.”

The Elizabeth Line depends on having effective partnerships with all sorts of people. STEVE MURPHY, Managing Director, TfL Rail

DRIVER RECRUITMENT MTR is in the process of recruiting approximately 250 drivers. TfL Rail Managing Director Steve Murphy explains: “We’ve started recruiting very early on due to the sheer scale of the operation. We don’t want to do anything last-minute.” New drivers are being recruited from a variety of backgrounds across all industries. It is also recruiting qualified drivers,

however the focus has been on attracting a varied cross section of the community. “We’ve started the driver training early because this will be a very interesting but complex route to drive on. Drivers will be working with the Train Protection Warning System in the East, Automatic Train Operation in the core and then European Train Control System (ETCS) out onto the Western.”

SPECIAL REPORT

COMMON SENSE

Taylor Woodrow’s Senior Project Manager JAMES MENDIS gives RAIL a detailed overview of Bombardier’s new depot at Old Oak Common

Construction of one of the primary distribution points for underfloor heating and cooling in the Operations, Maintenance and Control building. TAYLOR WOODROW

ld Oak Common will have a key role in the Crossrail project, when it becomes the main depot for the 66-strong Class 345 Aventra fleet for the Elizabeth Line. An all-new facility is being built by Taylor Woodrow on a site which started life as a depot in the days of Brunel - a heritage which the project team gave a nod to by naming their meeting rooms after famous locomotive designers and engineers! Taylor Woodrow worked with client Bombardier Transportation UK throughout the tender process and started on site in April 2014, soon after Transport for London awarded the contract to manufacture and

11.5 kilometres of

DEPOT STATISTICS 200 48 122 kilometres of switches and public address crossing units

speakers

power cables

15 kilometres of

66 headspan

160 kilometres of

770 data

35 cantilever

ballasted track

pipework

structures

maintain the Class 345s for a period of 30 years. Work began on the £142 million contract in April 2014, with an overall completion planned for spring 2018. There is, however, an earlier critical milestone, when the Operation, Maintenance and Control (OMC) building and connection to the main line have to be ready to receive the first of the new fleet ready to start testing in 2017. Taylor Woodrow Senior Project Manager James Mendis says: “The delivery of this important contract marks the latest stage of Taylor Woodrow’s extensive involvement with the Crossrail project, which now totals seven separate projects. We are aware that our

structures

CCTV cameras

communication cables

points

1,100 metres of

elevated track

2,060 power sockets 2,431 light fittings 50,000 metres of ducts and troughs

role at Old Oak Common is critical for the success of the Elizabeth Line, and puts our capabilities in delivering multi-disciplinary railway infrastructure projects in the spotlight.” The project essentially consists of three main components: the OMC building, a structure of some 26,000m2 spanning nine roads; 33 external sidings each capable of stabling a nine-car Aventra; and a connection to the main line at Mitre Bridge some 1.5 miles out of Paddington. The depot is fully electrified at 25kV and is controlled by a signalling system that interfaces with the main line as well as managing movements on and off, and around the depot. The depot is designed for a peak time demand for 12 trains per hour out in the morning and back in the evening. The OMC building, which is externally complete but a hive of activity inside, contains roads for light and heavy maintenance and heavy cleaning, including under-floor wheel lathe and bogie exchange equipment. Extensive office accommodation for staff from Bombardier and drivers from operator MTR Crossrail is also provided, including a simulator suite. A large stores and workshop area supports the maintenance activities. Externally, the 33 sidings have safe access

There is a collaborative ethos at work here. JAMES MENDIS, Senior Project Manager, Taylor Woodrow routes for crews and have facilities for the night-time cleaning staff. Six of the roads are also configured for light maintenance. A two-track washing plant is sited at the entrance to the depot, together with Bombardier’s AVIS (Automatic Vehicle Inspection System) condition monitoring facility that forms part of the advanced maintenance system to ensure high reliability and availability to the train operator. Mendis explains that the next important milestone for the 250-strong design and construction team is to get the permanent power to the depot in the autumn. This will allow powering up of the new facilities as a pre-cursor to commencement of testing and commissioning. The overhead line will be will be energised in early 2017 using the secondary power supply, with the connection of the main supply from Network Rail to follow. All of these dates lead to the first of the ‘345s’ coming on shed to start dynamic testing in 2017. Explains Mendis: “One of the biggest challenges Taylor Woodrow has overcome has been the logistics. Despite this appearing to be a large site, there are a lot of simultaneous activities, and materials must reach the site at certain times and in a certain order. In addition, all deliveries are checked by our security team to ensure compliance with Crossrail Limited’s strict requirements for safety of other road users, especially cyclists.”

Old Oak Common Depot. TAYLOR WOODROW

PROMOTION

INNOVATIVE ENERGY Energy at Old Oak Common will be generated and stored using an integrated sustainable hybrid renewable energy system that contains photovoltaic cells and solar heated water. This will be the first depot in the UK to use such innovation. Ground source heat pumps will control heating and cooling, originating from a combined heat and power plant. Taylor Woodrow expects the system to significantly reduce CO2 emissions and operational costs on the project. Taylor Woodrow has worked with sub-contractor G.I. Energy Ltd and NG Bailey (the main building services sub-contractor) in developing a single solution that meets the project’s energy demands. The site will exclusively use LED lighting, powered by solar energy, in combination with ground source heat pumps and combined heating and power units. Taylor Woodrow says the solution is unique in terms of the extent

During RAIL’s visit, the spirit of teamwork and collaboration between Taylor Woodrow, Bombardier, RFL and the multi-disciplined sub-contractors working on the scheme was evident. A visual room demonstrates how the team put collaborative planning techniques at the heart of the project delivery. Says Mendis: “There is a collaborative ethos at work here. Most of the contractors are companies that Taylor Woodrow has worked with before and have longstanding relationships with. Where we have new companies, such as those working on the innovative and award-winning

and integration of system technologies. Its innovation is in the development of renewable systems design that fully integrates separate systems to provide a single energy solution. The system automatically switches between energy sources as demand and availability dictate. Energy is further conserved through a ground heat storage system. The benefits of this are considerable. The site exceeds planning requirements for CO2 reduction by 65%, against a required 20%, and exceeds requirements for renewable energy by a 50% increase, against a 20% requirement. The net increase in the capital expenditure (CAPEX) may be approximately 5%, but that is offset against operational expenditure, with a net reduction of 33%. This provides a projected 1,500% return on investment, against the renewables CAPEX increase.

renewable energy systems (see panel) this approach has helped them settle in to our way of working.” High importance is placed on the green credentials of the project. Old Oak Common is being scored using Project BREEAM (Building Research Establishment Environmental Assessment Methodology) standards. This defines a set of environmental targets which must be reached. “We have to meet certain criteria throughout the scheme,” says Mendis, highlighting that evidence is required at certain stages of the project to verify that standards of wellbeing of staff, transportation of materials, water quality, and that specific levels of material usage and recycling are being reached. “99.9% of our waste was recycled,” says Mendis, proudly. Taylor Woodrow’s collaborative approach to this project is driving it to success. The depot is currently on time and on budget. It is in the heart of what could be, one day, a key location for UK railways, with HS2, London Overground extensions and the Elizabeth Line all serving the area, as well as the existing Great Western Main Line. Attention to detail and implementation of innovative ideas is proving very successful on this project to create one of the largest and most modern depot facilities in the UK. Less than a decade ago, Old Oak Common was a derelict remnant of the railway’s past. Now it has an exciting, modern facility, housing trains which will revolutionise travel through the heart of London. That is some achievement. And something of which Taylor Woodrow can be very proud.

Testing times

ahead RICHARD CLINNICK finds out what’s in store for the first Class 345 off the production line, and takes a look at what makes the Aventra so appealing.

ombardier is nearly ready to begin testing the first Aventras it has designed and built at Derby Litchurch Lane, before they begin their careers with Crossrail. Construction of the first Crossrail Class 345 has reached the stage where testing can take place at the Midlands facility ahead of its move to the Rail and Innovation Distribution Centre (RIDC) at Old Dalby. Sixty-five of the trains were ordered in 2014, after a competitive round of bidding. Their design was unveiled to the world in November last year. The order was later extended by one train when Crossrail was formally extended to Reading in 2014. That means 66 of the EMUs are being constructed for use on the 73-mile (118km) railway that will run between Shenfield, Abbey Wood and Reading. The first ‘345s’ will enter traffic in May next year, initially running between London Liverpool Street and Shenfield on the current Metro operations run by TfL Rail. They will

CROSSRAIL CAPACITY When fully open in December 2019, Crossrail will boost London’s rail capacity by 10%. The capital’s population, according to Transport for London, will rise from the current 8.6 million residents to 10m by 2030. It’s predicted that Crossrail will carry 200m passengers per year, although TfL Rail Managing Director Steve Murphy believes that will be higher and that certain markets have not yet been considered.

replace Class 315s that date from the early 1980s. By the end of September 2017, 14 trains will have been delivered, with 12 in regular traffic. Aventra is Bombardier’s latest offering to the UK rail industry. It replaces the hugely successful Electrostar, which is now approaching the end of its production run. Thousands of Electrostar vehicles are in traffic with several operators across the UK, and Bombardier hopes that the Aventra will be just as popular. Transport for London is certainly impressed with the new model, ordering 66 nine-car trains for Crossrail and 45 four-car trains for London Overground. For Crossrail, each train has enough space for 1,500 passengers. The vehicles are fully interconnected, as per the 192 S-Stock trains Bombardier built for London Underground (1,402 vehicles) and the 57 Class 378s built for London Overground (285 vehicles). The trains have walk-through carriages, as per other Bombardier-designed trains for the capital, and this helps to boost capacity and improve accessibility. They are over 200 metres long, making them more than one and a half times longer than the longest eight-car S-Stock on the Metropolitan Line. There will be large, clear areas around the doors, to improve access for passengers and reduce dwell times. For the interiors, the Aventras will be fitted with a mixture of Metro-style and

bay seating. This reflects the nature of the journeys being undertaken on the trains, as although millions of commuters will use them for short trips, they will be used for longer trips to Heathrow Airport, or leisure journeys. They will also be driver-operated, and fitted with on-board systems that relay realtime travel information to passengers. Free Wi-Fi will also be available on the Aventras. A final passenger-feature is intelligent lighting and temperature control systems. Bombardier is constructing the Class 345s using lightweight materials, including aluminium bodyshells. This reduction in weight, the manufacturer says, means they will inflict less wear and tear on the infrastructure than older trains. The Crossrail Aventras will be fitted with regenerative braking and will return electricity to the power network. They will also be capable of much faster acceleration than the ‘315s’ they replace, which means quicker journey times between Liverpool Street and Shenfield. Internally, the design and colour palette has been carefully chosen, says TfL, to make it seem accessible and welcoming. The material and colour choices are also coordinated with the stations on the Crossrail network, to maintain a ‘consistent customer experience’, according to TfL. Darker floors and natural finish materials

EMPLOYMENT BOOST Crossrail does not just benefit commuters in the capital. Its effects will be felt from Berkshire to Essex. The project has also created jobs around the UK. The 66 new Class 345s are being constructed at Derby Litchurch Lane, which supports 760 jobs, plus a further 80 apprenticeships.

Construction of a Class 345 vehicle at Derby Litchurch Lane. BOMBARDIER.

latest Aventra product platform, which has proudly been designed and developed as a leading technology train for the UK. We look forward to continuing to work together with TfL on this flagship project to deliver these new trains for London.” Edward Barber & Jay Osgerby, design advisers for the Crossrail train, said: “This is an exciting civic project and a key component of London’s transportation future for the next one hundred years.” Howard Smith, TfL’s Head of Operations at Crossrail, describes people’s reactions to the trains. “What strikes everybody first is their length. And that’s because we’re more used to Underground trains in London, which are about 90-100 metres long. You enter [a Crossrail station] and it feels much bigger. It’s not dissimilar to a lot of the metro systems in Asia, but for London they’re extremely spacious.” He says that the trains will be fitted with Automatic Train Operation (ATO) to ensure accurate alignment with platform edge doors – with which Smith is quite familiar: “From my Jubilee Line experience, ATO with platform edge doors are a must if you want a

BOMBARDIER.

are also included in the design of the trains for Crossrail. This is designed to ‘wear in’ rather than ‘wear out’ according to TfL. Ceilings in lighter colours also maximise the sense of height and openness inside the trains. Each train has four dedicated wheelchair spaces, along with versatile seating which can be ‘tipped up’ to accommodate prams or more bulky luggage. When the design was unveiled, Rail Minister Claire Perry said: “I am delighted that these British-built trains have been designed with customers at their heart, with on-board facilities that are fit for a truly 21st century rail link. “The spacious layout and longer trains will provide a significant boost to London’s rail capacity, meaning better journeys for passengers, and transforming the way people travel between east and west [of the Capital]. I look forward to seeing the first train off the Derby production line next year, where this contract is supporting hundreds of jobs and [80] apprenticeships.” Peter Doolin, Bombardier Transportation’s Vice President Projects, Crossrail & London Underground, said at the design launch: “Bombardier is delighted to be working with TfL in designing, manufacturing and testing these iconic new trains for London - all done right here in the UK. The new Crossrail trains are based on our very

high frequency service.” He also reveals: “The first train will be out on the Derby test track around the end of May. Physically, assembly of the trains is at an advanced stage and they look amazing. “We had to fight very hard with the Department for Transport to get the threedoor feature, but it was worth it. Crossrail will depend on central section dwell times. Reducing dwell time is a big objective, so the notion of going for a standard design just to avoid a bit of tweaking at the design stage would be preposterous. But we stuck to our guns. “They’ll be at Old Dalby around August, with the aim of running one down the Great Eastern Main Line (GEML) in November. Then in February next year, they’ll be delivered to Ilford.” The trains will be maintained at Old Oak Common, where Taylor Woodrow is building a depot. Says Smith: “It’s huge with 100-metre by 200-metre sheds. And that’s just the main facility, a subset of the Bombardier train contract.” The future of London’s travel, the Aventra, is about to make its debut, and for the people of London, it cannot come soon enough. The UK-made Aventra will be a shot in the arm for a railway system in imminent need of considerably more capacity.

ATO with platform edge doors are a must if you want high frequency service. HOWARD SMITH, Head of Operations at Crossrail, TfL

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