The Rail Engineer - Issue 82 - August 2011

August 2011

i s s u e

82 NETWORK RAIL RECOGNISES AND REWARDS PARTNERS AND SUPPLIERS

Tracking Success

Royal Rebuild

Hybrid Power

It’s Tram Time

The Royal Albert Bridge project has just started and will take two years to complete.

To achieve transportation systems sustainability, a variety of technologies need to co-exist.

An 8.5 mile route from Edinburgh city centre to the airport gets go-ahead.

written by rail engineers for rail engineers

available online at www.therailengineer.com

august 2011 | the rail engineer | 3

welcome Grahame Taylor’s

Operating notice As you can tell from our front cover, the industry has taken time to look back over the last year and to celebrate what has been achieved. Under the gaze of an enormous dinosaur in London’s British Museum, Network Rail held their Partnership Awards.

Fourteen successful entries – and all new faces.

Our Bridges and Tunnels edition kicks off with the demise of a whole raft of familiar British Standards.

Welcome to the era of the Eurocodes. Mungo Stacy has immersed himself in the process of introducing this enormous change into the railway industry.

Perhaps the use of commas instead of decimal points is small beer but swapping the Ixx axis for the IYY axis...! OK, who’s going to drop the first clanger?

The colours of our iconic bridge structures seem to be almost non-negotiable. The Forth Bridge is red – always was; always will be. So it’s a surprise to learn that the Royal Albert Bridge over the Saltash River was once off-white, and then brown, and then white again. It was only in 1911 that things settled down to the present grey. Collin Carr has been to see how the £10M renovation project will safeguard this historic structure for many years to come.

Brown! I ask you.

I fulfilled a childhood dream this month by clambering all over and under the East Anglian swing bridges. Sad maybe, but these structures dominated many chilly Norfolk Broads holidays in the 1950s. The one modern swing bridge is eyewateringly complicated; those dating from the early 20th century are simplicity themselves – once you’ve got your head round how they work.

You might have thought that ERTMS level 3 was a bit of a pipe dream for rural railways. After all, the Cambrian Coast has only just been fitted with level 2 as a captive trial site. But over in Sweden, as Clive Kessell has discovered, a low-cost version of level 3 is a reality. The problem though is that the chosen site is so rural that the passenger service is likely to close.

Stuart Rackley has been getting the latest news of level crossing developments on the national network. In the process he seems to have collected a new acronym to be added to the dictionary of ‘Level crossing-speak’. A POGO is....a Power Operated Gate Opener. But with over 7000 crossings in the UK, this is an area where there is still plenty of scope for innovation.

The Edinburgh tram project has had a bumpy ride. Disruptive road works smack in the middle of the City, a contractual dispute and even a vote at this late stage to cancel the work – it has survived the lot and is on course for completion. You can’t do much though without trams or somewhere to kennel them.

David Shirres tells us about the new, almost subterranean depot that had to keep its head down. Only 0.8 km from the end of Edinburgh Airport’s secondary runway explains why!

King’s Cross station with just two platforms. That’s how it was originally built. One on the East and one on the West with sidings in between. It’s easy to imagine the chaos. Now there are nine in the main shed, platform zero having just been completed.

Nigel Wordsworth has been shown the latest developments which will transform what was always a cramped terminus into something rather special.

And while in London he’s picked up some interesting snippets at the London Rail Conference.

Such as franchising negotiations being like ‘herding squirrels’ and the possibility of Network Rail tendering for work to test their costs in the open market.

As a brief postlude, just have a search for the BBC Top Gear caravan train for a gloriously non-pc take on railway engineering. Although I suspect it took more thought and planning than television portrays, it deserves to join an august lineage of outrageous railway filming.

Editor Grahame Taylor grahame.taylor@therailengineer.com

the rail engineer Ashby House, Bath Street, Ashby-de-la-Zouch Leicestershire, LE65 2FH

Production editor Graeme Bickerdike gb@therailengineer.com

Telephone: Fax: Email: Website:

Production and design Adam O'Connor production@therailengineer.com Engineering writers chris.parker@therailengineer.com clive.kessell@therailengineer.com collin.carr@therailengineer.com david.shirres@therailengineer.com mungo.stacy@therailengineer.com steve.bissell@therailengineer.com stuart.marsh@therailengineer.com stuart.rackley@therailengineer.com terry.whitley@therailengineer.com Advertising Asif Ahmed asif@therailengineer.com Nigel Wordsworth nigel@therailengineer.com

01530 56 00 31 01530 41 21 66 contact@therailengineer.com www.therailengineer.com

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in this issue

Tracking Success Network Rail recognises and rewards partners and suppliers.

6

King’s Cross update 16 A complete new concourse is being built between the Western Range and Great Northern Hotel.

Royal Rebuild 20 The Royal Albert Bridge project has just started and will take two years to complete.

Eurocodes Decoded

26

The switch to Eurocodes is an enormous challenge for the industry.

Hybrid Power Achieving and delivering a heavy-duty hybrid solution is a complex task.

32

Frankly Speaking

35

There is a lot going on in London’s railways at the moment.

It’s Tram Time 38 The way is now set for the introduction of a tram service in Edinburgh.

Safe to Cross There are nearly 7,000 level crossings on the Network Rail infrastructure.

42

The small print the rail engineer is published by RailStaff Publications Limited and printed by Pensord. © All rights reserved. No part of this magazine may be reproduced in any form without the prior written permission of the copyright owners.

forthcoming

features

Sister publication of Signalling & telecoms, drainage Track, Safety Systems

September October

4 | the rail engineer | august 2011

IN BRIEF Power upgrade Four bidders are in the frame for a £60m contract to renew power supply systems on the London underground as part of an upgrade to the District line.

TfL is due officially to put the contract out to tender in September. However, we understand that 4 firms have passed pre-qualification bids: Balfour Beatty, an ABB and BAM Nuttall JV, UK Power Networks, and Murphy Construction in partnership with Siemens.

Work is scheduled to begin later this year, with completion required before the arrival of 80 new trains on the line in 2013.

news

STATIONS

King’s Cross square revealed

Great Western A £5bn investment programme to provide more seats and shorter journey times on the Great Western was officially launched recently. The ten-year improvement plan, the largest revamp of the Great Western railway since it was built by Isambard Kingdom Brunel 175 years ago, was unveiled by transport secretary Philip Hammond and Network Rail chief executive Sir David Higgins.

In a major article, this month’s issue of the rail engineer refers to plans to open up the space in front of Kings Cross station currently covered by the southern concourse.

As we went to press, Network Rail released their first plans for the new King’s Cross Square, work on which will commence after the Olympics towards the end of 2012.

At more than 7000 square metres, it will be 50% bigger than Leicester Square and will reveal the stunning

Grade I listed Victorian station façade for the first time in almost 150 years.

Architects Stanton Williams were chosen to work with Network Rail on the new square following an international design competition, attracting entries from more than 100 architects and urban designers from around the world. Network Rail says that “The square has been carefully designed to complement the area’s rich history and provide

a modern, open space in the heart of London”.

Alan Stanton, director of Stanton Williams, said: “King’s Cross Square is a unique opportunity to create a new public space for London and a response to one of the most exciting urban challenges in the city. The scheme will become a focal point at the heart of the wider King’s Cross development bringing together major urban and transport improvements”.

ROLLING STOCK

DB seeks ICE approval PHOTO: JONATHAN WEBB

Speaking under the newly refurbished roof of Paddington Station, David Higgins said the investment would turn the Great Western into “the most advanced intercity railway in Britain” and would help drive economic growth across the region.

Photo: Sir David Higgins and Philip Hammond at Paddington

Maintenance Awards Network Rail has announced the 11 contractors, divided up into 3 regions, who will compete for a range of civil engineering and building works. The new building and civils delivery partnership is scheduled to run for three years, but has an option to be extended for an additional two years. Typically, jobs will be worth up to £500k and include maintenance to structures, embankments and cuttings.

The 11 are: Amalgamated Construction, Carillion, Construction Marine, May Gurney, QTS Group, Story Rail, Birse Rail, J Murphy & Sons, B&M McHugh, Dyer & Butler, and Geoffrey Osborne.

Deutsche Bahn has submitted an application for fundamental approval of its ICE trains for the Channel Tunnel to the responsible safety authority, the Intergovernmental Commission (IGC).

“We have provided all the evidence necessary for the fundamental approval of our ICE trains in the Channel Tunnel. This means that we are now much closer to meeting all

the requirements for a direct ICE service between London and cities such as Cologne, Frankfurt and Amsterdam,” says Ulrich Homburg, the DB Management Board member responsible for Passenger Transport.

An independent Swiss engineering office prepared a comprehensive safety study for the submission on behalf of DB. This provided evidence of the safety

compliant features of the 200-metre long ICE trainsets in both single and double traction mode. In addition, extensive evacuation simulations were performed by a second group of experts, and DB also successfully completed an evacuation test inside the Channel Tunnel with two coupled ICE trains in October 2010.

DB hopes to start passenger services in 2013.

august 2011 | the rail engineer | 5

news

ENVIRONMENT

UPGRADES

Signalling contracts It has been a busy time in the world of signalling, with three major contracts awarded last month.

Network Rail has awarded Amey five rail signalling contracts worth a total of £37 million, as part of a major investment scheme to increase the capacity, reliability and safety of the rail system in Yorkshire, Nottingham, Tameside, London and Devon.

Meanwhile, Invensys Rail has been selected by Network Rail to undertake the design and delivery of one of Britain’s biggest ever resignalling schemes at London Bridge station and on the approaching railway. Invensys is the first of three delivery partners with

whom Network Rail will form the London Bridge Area Partnership to undertake the reconstruction of the entire station and railway infrastructure at London Bridge.

And Bombardier Transportation has been awarded the major contract for the Sub Surface Railway automatic train control signalling upgrade for London Underground.

The contract, valued at approximately £354 million, is for Bombardier’s CITYFLO 650 ATC system, its innovative communication-based train control technology, similar to that running successfully on the Metro de Madrid in Spain.

Whitemoor opens

Britain’s biggest railway recycling centre opened its doors in July, a move that will save hundreds of thousands of tonnes of materials going to landfill, remove thousands of lorry journeys from the roads and help cut the cost of Britain’s railways by more than £7m each year.

Network Rail’s new national track materials recycling centre (NTMRC) covers 40ha of formerly derelict railway land at Whitemoor Yard in March, Cambridgeshire. The centre

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Over 500 miles of used rail, 800 switches and crossings and 50,000 tonnes of contaminated ballast will be processed at Whitemoor each year. Recycling just the ballast will remove more than 2,500 lorry journeys from Britain’s roads and save Network Rail around £5m in landfill tax each year.

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6 | the rail engineer | august 2011

feature

writer

Nigel

Wordsworth

Tracking Network Rail Partnership Awards T hemoved from Birmingham to London

(Inset) Bridge replacement at Coombe Park, Kingston upon Thames (below) Murphy Rail team guide new footbridge into place at Burley Park, Leeds.

this year. Some six hundred representatives of many of the company’s suppliers gathered for dinner in a large hall at the British Museum, dominated by the skeleton of an enormous dinosaur.

Sir David Higgins, CEO of Network Rail, welcomed his guests with a short review of the year. He commented that there had been some difficult times, the extreme weather over the winter had not helped, but the help and dedication of all Network Rail’s suppliers had kept the railway moving.

“These awards offer the opportunity for Network Rail to recognise and reward our partners and suppliers”, he stated. “Without them we would not have the railway

we have today. Although we still have a lot to accomplish, I am delighted to have the opportunity to look back over last year and see what has been achieved. There have been a huge number of entries, all of them to a high standard, and the judges have had a difficult job in selecting the winners.

Congratulations to everyone who has been shortlisted. I am proud of what you have achieved, and I hope that you are too.”

With that, Sir David passed the evening over to host Fred MacAulay who was well known to the guests for his television appearances on Have I got News For You, Mock The Week and QI. After an excellent dinner, Fred MacAulay regaled an appreciative audience with his memories of train journeys past and other transport experiences, and then it was time for the awards themselves.

Safety Fittingly, Safety was the first category to be presented, and Robin Gisby, Managing Director Network Operations, was called upon to make the presentation. “Safety should never be taken for granted,” Robin stated. “This award highlights an organisation which not only sustains safety in the workplace but one which continuously tries to understand safety culture and improve it through commitment, behaviour and by successfully demonstrating the benefits, helping to ensure safety procedures are at the forefront of employees minds at all times.”

He then made the award to J Murphy and Sons Ltd for its Corporate Behavioural Safety Programme.

Atkins, and the Safe By Choice programme, were highly commended by the judges.

august 2011 | the rail engineer | 7

feature Innovation Next up was the Innovation Award. This aims to recognise companies working with Network Rail to create smarter and more efficient ways of working and delivering for the passenger. David McLoughlin, Finance and Commercial Director Investment Projects, was asked to present this Award. He made it to Variable Message Signs Limited for its Lightweight Signalling System structures & signals (pictured right).

“This company has created innovative ways of overcoming problems faced by Network Rail,” David commented. “They did this by developing a revolutionary system that not only saves time and money; but reduces safety risk and the need for specialist machinery. What’s more this was all achieved in record time.”

Highly commended were Balfour Beatty, Jacobs, Tony Gee & Partners and First Capital Connect with the Blackfriars Station & Bridge Construction Works.

Community & the environment The Community Engagement award recognises companies who have made a clear impact on society and local communities through community or charitable giving programmes. Robbie Burns, Major Programme Director, was asked to present this one (pictured right) which went to Hull Kung Fu for helping to reduce railway crime.

Sole Events were highly commended for their Sole Cycling initiative.

Environmental Sustainability was awarded next, this time by Richard O’Brien, Route

Managing Director, Wessex. It is an award for organisations that have made sure that environmental impact has played a genuine part in their work on or near the railway. It was presented to a project that “made sure that all materials used would be recyclable in the future and implemented successful eco solutions to assist with the running and delivery of the project.” The winner was Lancashire County Council for Accrington Eco Station.

VolkerRail Plant was highly commended for their work to reduce CO2 emissions from ontrack machines.

Jo Kay, Route Director, London North Western, was asked to present the Good Lineside neighbour award to an

organisation which has thought about the impact of its work on the people who live nearby and which has made sure their interests were looked after properly. It went to the Friends of the West Highland Lines for the Recovery of Iconic Views on the West Highland Lines.

Proud winners of the Network Rail Heritage and Team Contribution Award for our work on Borough Viaduct, part of the Thameslink Programme.

www.skanska.co.uk

Network Rail’s

Supplier of the Year Invensys Rail has been named as Network Rail’s Supplier of the Year. We’re delighted to have our commitment to customers recognised in this way.

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10 | the rail engineer | august 2011

The old and the new The Information Technology Award was presented next to Logica (above), an organisation which has recognised, developed and implemented a successful Project Synergy. In presenting the award, Susan Cooklin, Director, Information Management, stated that this is a “technological solution which will not only save Network Rail several million pounds but will continue to drive success in the future, setting the benchmark for future projects”.

The judges also highly commended two entries: Further Creative for Moving Ahead. Building a Sustainable Future - Network Rail Online Corporate Responsibility

feature

Report 2010, and Virtusa UK Ltd with their Information Management Web Enhancements.

Fred McAulay asked Jerry Swift, Head of Community Rail, to join him on stage to present the Heritage Award. Although there had been five strong candidates on the shortlist, Jerry told the audience, “This project really stood out to the judges for the respect shown for the historic fabric of the area, the steps which were taken to preserve, and in some respects enhance, the heritage, and the success of the consultation processes that have worked alongside local communities and various organisations concerned with the area’s heritage. This entry also ensured that key listed buildings

and other important historic structures remained unaffected whilst reducing one of London’s worst bottlenecks.” The winner was Skanska UK Civil Engineering for work on the Thameslink Programme, Borough Viaduct (pictured above).

Because of the strength of the entry, the judges highly commended two others: May Gurney Rail Services and WSP with the Renewal of London Victoria Station, and Spa Valley Railway (Tunbridge Wells and Eridge Railway Preservation Society Ltd / The Wealden Railway Company Ltd) with the Spa Valley Railway Extension to Eridge.

People and teams Halfway through the proceedings and it was time for the Investing In People Award. Peter Henderson, Director Asset Management, was called upon to present this award which he did to Babcock (VT Flagship) for the highly successful Network Rail Apprenticeship Scheme.

“This company has continuously worked alongside Network Rail to implement and improve unique training and development opportunities for future employees,” Peter stated. “It ensures that not only skills are imbedded but that the company values, culture and promise are respected.”

The University of Warwick with the Stepping Stones Programme and Balfour Beatty Rail for Site Management of the Future were highly commended.

The Team Contribution Award recognises those who have shown how teamwork has made a clear difference to the railway and brought benefits to Network Rail.

Patrick Butcher, Group Finance Director, presented the award for this category for which nine entries had been shortlisted. Patrick acknowledged this when he said “Network Rail aims to achieve successful teamwork in all its projects. Although all the projects tonight have delivered aspects of excellent teamwork, the shortlisted entries for this category have really gone above and beyond; demonstrating what can be achieved if we work together”.

“However, the winner is a truly remarkable project on a number of levels and the engineering skills with which it is being executed in one of the most densely built areas of London is of world class standard. This company has demonstrated that through collaborative planning and close working you can energise the whole team in creating a truly successful delivery”. The recipient was once again Skanska UK Civil Engineering for the Thameslink Programme, Borough Viaduct.

Invensys Rail was highly commended for its work on the Durham Coast Resignalling Programme.

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12 | the rail engineer | august 2011

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Special award

(Above) Newport Station regeneration (inset) Reading Station.

Best projects The Best Projects Awards are divided into three categories, all of which were presented

by Simon Kirby, Managing Director Investment Projects. Best Project - Small is for projects and organisations that have delivered an all-round outstanding project with Network Rail up to the value of £3m.

Amalgamated Construction Ltd won it for their Eglinton Street Feeder Station Renewal.

Osborne and the Canterbury West “Access for All” Project were highly commended.

Best Project - Medium is for projects valued between £3million and £20million.

This one went to Galliford Try Rail for the Newport Station Regeneration, a project that Simon said would have “far-reaching and lasting benefits, marking a step forward in achieving the vision of regenerating a city into a dynamic, thriving and business friendly city. With its sheer size and unique design, this project creates an iconic gateway for Wales”.

Morgan Sindall was highly commended for their work on the Marylebone Station Roof Renewal.

Best Project - Large, for projects valued at over £20million, is obviously one of the flagship awards. Seven projects were shortlisted, but the winner was Invensys Rail on behalf of Balfour Beatty Rail, Invensys Rail, Carillion, BAM Nuttall and URS Scott Wilson for the Airdrie to Bathgate Rail Link.

“Despite extreme weather conditions, the winner of this award not only managed to deliver a new passenger railway to the area for the first time for over 100 years but the team’s dedication to the project ensured it was delivered on time and produced minimal disruption to the local residents,” enthused Simon.

The judges also chose to highly commend two entries: Atkins, Carillion and Delta Rail with the North London Railway Infrastructure Project and Skanska UK Civil Engineering for the Thameslink Programme: Borough Viaduct.

Now came the time for a Special Award for a project team which judges felt needed some additional recognition for its contribution to Network Rail’s work and the rail industry as a whole. Sir David Higgins explained: “One of the projects this year was nominated for five awards in the teamwork and project categories. The judges found each of these submissions to be of a very high quality and prepared by suppliers who were committed to safe, on time delivery.

However, the real story was the ability of the whole supply chain, including the client and its many stakeholders and customers, to work together to bring major new infrastructure into operation. For this project the Borough Council and TOCs were members of the project development group, the suppliers collaborated to ensure that their schedules and activities supported one another and the project director is known locally as the King of the Railway”.

The 2011 Special Award went to the Reading Station Area Redevelopment project team.

Supplier of the year Sir David remained on the stage for the final and ultimate award of the evening, Supplier Of The Year. “This award goes to an organisation that has demonstrated quality and best practice in its work with Network Rail and which has contributed the most to the success of the whole rail service over the last year. The company Network Rail has chosen as its supplier of the year 2011 is Invensys Rail”. The applause showed that this was a popular award as Invensys Rail’s Nick Crossfield, Business Unit President, received the company’s trophy (pictured below).

So fourteen awards were presented to Network Rail’s deserving suppliers and partners from a total shortlist of 67. The wide range of those suppliers was evident from the total change in winners from last year’s awards, and no doubt the 2012 recipients will be different again. Network Rail’s supply chain really does have great strength in depth.

august 2011 | the rail engineer | 13

feature

ERTMS Level 3

writer

Clive Kessell

ERTMS (European Rail Traffic T heManagement System) concept has been a long time in coming to fruition.

Firstly Level 1 emerged as a pan European Automatic Train Protection (ATP) system which now equips many routes. The more ambitious Level 2 is a complete train control system with the issue of Movement Authorities (MA), full train speed supervision and train protection including emergency braking. Whilst radio based (using GSM-R), Level 2 requires the retention of much lineside infrastructure, principally axle counters and track circuits for added position monitoring and control of points and level crossings. Lineside signals also have to be retained if trains not equipped with European Train Control System (ETCS) cab equipment use the line.

Many European High Speed lines are equipped with Level 2, as are some other routes including the Cambrian Line which is being used as a proving ground for UK application; see the rail engineer articles in Dec 2010 and May 2011.

The ultimate objective has always been Level 3. In the 1990’s it was hailed as the future system for main lines, yielding increased capacity controlled by moving blocks while allowing nearly all lineside signalling infrastructure to be removed. This vision was hopelessly unrealistic - the technology was not there, the capacity of GSM-R was inadequate and ways of proving train integrity remained elusive.

An Alternative Application So did the vision die? To some extent yes, as the main line applications seem as far away as ever. Yet, like so many visions, Level 3 has re-appeared as a minimum cost signalling solution for rural and low density regional lines. In Sweden, a low cost radio block system had been introduced on the Västervik line in the south east of the country back in 1995. Based around the Bombardier EBI Lock interlocking with analogue radio and spring points, the design had similarities with the UK RETB system.

Since then Sweden has committed itself to nationwide GSM-R coverage and is

equipping large/terminal stations with ERTMS level 1 and many trunk lines with Level 2. Rolling stock is to be progressively fitted with ETCS cab equipment. Could this ERTMS investment be used for an upgraded rural line application, so capitalising on the installed equipment? So has emerged Regional ERTMS which is ERTMS Level 3 to all intents and purposes.

The Swedish Trial The chosen trial site is the Västerdalsbanan, a 135 Km single track route in central Sweden from Repbäcken (near Borlänge) to Malung.

The line has six stations with passing loops, sixteen trains per day (both passenger and freight), a maximum line speed of 100 kph and nine signallers. The line is already equipped with GSM-R for voice communication between drivers and signallers. The system design commenced in 1998, with specifications developed by 2003 and a contract awarded to Bombardier in 2005. The risk analysis process took until 2007 and system development was completed in 2008/9 with installation commencing in 2009.

Testing has been ongoing since 2010, taking

place at night after the normal train service has stopped. Driver training is underway and final commissioning is expected in December 2012.

So what will the system offer? The aim is for a low-cost control and command system limited initially to fixed block sections but with the potential to progress to moving block. The route will have no lineside signals, no train detection systems, no interlockings, minimum use of lineside cables and a 50% price reduction compared to a conventional control system. A price of €16M for the latter was estimated, so €8M is the target. This does not include GSM-R provision or fitting of rolling stock since these would happen anyway.

(Lead) Borlänge Station and Freight Yard (above) ERTMS L3 1 Car DMU test train (inset) ERTMS L3 cab equipment.

14 | the rail engineer | august 2011

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(Right and below) ERTMS on train dispatcher demo screens.

The heart of the system is a centralised combined Interlocking and Radio Block Centre at a secure location close to Borlänge where the Traffic Control Centre (TCC) is sited. Conventional VDU displays show the track layouts, the movement authority limits and train progression. The TCC communicates to the onboard ETCS and the passing loop Object Controllers via GSM-R. Each passing loop - normally at a station -

ERTMS L3 IRSE ITC visitors to Mockfjärd.

has a prefabricated equipment room including factory fitting of the object controller, links to point machines and level crossing activation equipment, the GSM-R radio and a short radio mast with aerial and power supply including an eight hour battery back up.

On the track periodic pairs of Eurobalises are spaced approximately 1 km apart, two being needed to report the direction of travel. The balises are fixed coded and need no cables or power, the latter being induced from the train. The balises give a position reference and train odometry equipment counts the train distance forward from that point. The odometer is re-set at the next balise. If a balise is missing, the odometer continues to count distance until the next balise is reached.

Movement Authorities are issued by the TCC and are displayed on the cab ETCS equipment together with the permitted speed. The maximum length of a MA is set at 12 km and is aligned with lineside marker posts. There is no correlation between MA limits and balises which are only for position fixing. The train is manually driven within the Movement Authority although if the permitted line speed is exceeded then the brakes will be automatically applied. At the

end of the MA, a new one will normally be authorised unless a train has to be passed at one of the loops.

Train position is reported every six seconds and its location within the MA updated accordingly. In the event of a gap in GSM-R coverage a train can continue for 100 seconds before an emergency stop command is initiated. Both TCC and trains are equipped with digital recorders to log all data interchanges.

There are thirty level crossings on the line, but only those at the stations/passing loops are controlled by object controllers. An MA across the crossing cannot be issued until the barriers are proved to be down. At the intermediate locations, the crossings are automatic and unchanged from current local track circuit activation.

Temporary Speed Restrictions Both the TCC Signaller and a Track Supervisor can implement a TSR. At the TCC, the requested start and stop points are entered into the control screens together with the speed limit. That section of track then turns yellow and any MA will be adjusted accordingly. A train approaching the TSR section will see the permitted target speed reduced. The track supervisor has a GSM-R portable radio incorporating a web browser. Entry and exit locations are entered by pre-determined marker point codes and sent over the radio to the TCC, where the TSR is applied. A TSR cannot be allowed if an MA for that section has already been issued.

Shunting Mode At stations with sidings where the shunting of wagons is required, conventional positional information from the locomotive is lost. The driver calls the TCC and requests the station area is placed in shunting mode. Once granted, the signaller’s screen turns the routes blue for that location and the train crew can operate any point machine from a local control box.

august 2011 | the rail engineer | 15

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(Background) ERTMS L3 test train at Mockfjärd (left) ERTMS L3 passing loop at Mockfjärd.

No MA can be issued for another train to enter a location where a shunting mode is in place. Once shunting is completed, the signaller cancels the shunting mode and returns the system to normal.

Possessions A possession on the line for maintenance or repair work is initiated in the same way.

Once the request is entered, the system will show that section as under possession and no MA can be issued. When work is completed, only the work supervisor can instigate the possession being given up, contacting the signaller by radio. In exceptional circumstances, such as the supervisor’s portable radio failing, the TCC can remove the possession under managerial control.

The Future for the Line, for Sweden and the World The driver is responsible for ensuring the train is complete at passing loops and en route. The risk of separation applies primarily to freight trains and it would be possible to build in periodic axle counters, radio linked to the system via an object controller, but this would be added cost.

One passing loop is being trialled to communicate from the TCC to the object controller via an Internet TCP/IP connection instead of radio which might be a useful facility on future schemes. Further cost reductions could be made by the use of commercial tachometers instead of the on board odometer, and also by using a GPS signal for position information if precision accuracy is not deemed a requirement.

Somewhat disappointing is the revelation that the passenger service on the line is likely to cease at the end of the year owing to low numbers travelling and worsening track condition. The line, as a showpiece, will be that much less accessible for the likely high number of visitors. Elsewhere in Sweden, plans are being prepared to equip a further 2116 km of route, 21% of the national network, with Regional ERTMS (L3).

Around Europe, some 30% of lines are seen as candidates for this type of Level 3 application and many examples in the UK could be listed - Inverness to Aberdeen, Ayr

to Stranraer, the Cumbrian Coast and Settle to Carlisle to name but a few. The business case is dependent on the scenario that GSM-R radio will exist anyway and that sooner or later traction units will be equipped with ETCS equipment.

ERTMS Level 3 is now a reality but in a very different operational mode to that originally envisaged. It may yet become a European norm for low density lines since

it gives lower operational costs, increased capacity, better manpower utilisation and enhanced safety.

Thanks are expressed to Lars Göran Bernland of Trafikverket for permission to make the visit and to Per Börjel and his team from Bombardier, Sweden for explaining the system and its technology as well as demonstrating the system in use on the test train.

Borlänge-Malung line, Mockfjärd Station.

16 | the rail engineer | august 2011

feature

writer

Nigel

Wordsworth

King’s Cross update

(Above) The eastern barrel showing the new footbridge, lift shaft and escalator. (right) South façade as built with the cab road on the right. of London’s main line termini are M ost being refurbished as Network Rail

Test train entering platform 0.

turns back years in the doldrums of serious neglect. As reported elsewhere recently by the rail engineer, Victoria and Paddington stations are getting new roofs, there has been a lot of work done at Marylebone, and there are grand plans for London Bridge.

However, the largest project around at the moment is at King’s Cross. We reported on this some time ago (issue 71 September 2010) but recently the rail engineer went back for an update.

History Lesson Firstly, it is worthwhile to recap on the story so far. King’s Cross was opened in 1852 as the London terminus of the Great Northern Railway. Designed by Lewis Cubitt to an overall plan by the railway’s resident engineer George Turnbull, the main train shed runs approximately north/south. The roof has two glazed barrels supported by an arched brick wall running down the middle of the shed. On the two sides of the main station building are large office blocks, the Western and Eastern Ranges respectively.

The Eastern Range was built on stilts, with the space underneath acting as a cab road.

As originally built, there were only two platforms. The departure platform was on the western side. Trains arrived from the north on the eastern side, and passengers could disembark and immediately take a hackney carriage waiting in the cab road.

The open space between the two platforms was filled with storage sidings.

Quite rapidly more platforms were needed, and the sidings were replaced to give the 8-platform layout seen today. The supporting wall for the roof runs down the middle of platforms 4 and 5.

An additional station building was erected to the north-west of the original and at a slight angle to it. This contains platforms 9-11 and houses the suburban services.

To the south of the station, a plethora of small buildings grew up. These included parcels offices, an underground station, shops and a variety of other permanent and temporary structures. These were all cleared in 1972 when British Rail erected a temporary south concourse. Nearly 40 years later, this temporary building is still there.

However, that will change under the current scheme. A detailed explanation of the work involved can be found in the rail engineer issue 71 but for the sake of clarity it is repeated here.

Platform 0 The cab road has been removed, and a new platform built in the space. However, that turned up an interesting fact. When Carillion, main contractors for this package of work, started to dig down and take away the old cab road, they found another arch, buried, and inverted as they removed material from under the arch at the north end of the station building! The arch wasn’t actually a free-standing arch at all, but was a hoop. This was nowhere in the plans and was quite unexpected. And as it was part of

august 2011 | the rail engineer | 17

feature the building structure, it was automatically grade 1 listed. So rather than digging out and filling in with hardcore, which had been the original plan, designers Corus (Tata) now had to “bridge” the sub-surface arch. “That’s the interesting thing about working on old buildings” said Network Rail project manager Tim Walden, “they always throw up something we never expected.”

With that problem overcome, Platform 0 was finished off and is now in service. At the same time, the Eastern Range offices were refurbished by Laing-O’Rourke-Costain to a design by Arup. So that side of the station is now complete.

New concourse Much more work is going on over at the western side. A complete new concourse is being built between the Western Range and the Great Northern Hotel. It is a steel dome, clad in aluminium and glass, and is now complete. Weighing 1300 tonnes, the structure was supported during construction by 400 tonnes of structural scaffolding from PHD Access as the design of the dome means that it isn’t rigid until it is structurally complete. With all that weight to support, there was a veritable forest of scaffolding inside although that is now being cleared to give the first view of the completed building.

The new concourse is being built by Vinci Construction to a design by Arup, one of four packages of work that the noted engineering designers have completed. A mezzanine floor in the outer edge of the

concourse, adjacent to the Great Northern Hotel, will contain retail and catering outlets. Passengers will access the concourse through the ground floor arcade of the hotel and then proceed into the station itself either through the southern end of the Western Range or from the north end of the mezzanine over a footbridge that crosses and accesses all the platforms. Two sections of that bridge were swung into place over Easter and the royal wedding weekend, with the final section going in later in the year.

Shed Inside the main shed, as well as supports and lift shafts for the new footbridge, Vinci and Tata have been busy shortening platforms 5-8 to give a larger pedestrian area inside the Western Concourse access. At the

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Roof of the Western Range and the new Western Concourse.

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18 | the rail engineer | august 2011

The roof stripped off with glazing going back on. (inset) Inside the Western Range.

Between the two roof barrels. The rail tracks are for moving materials to the far end.

feature

same time, Kier Construction, also assisted by the design expertise of Tata, are stripping the roof off and replacing it.

The roof was in bad condition. Originally built with wooden trusses, these were replaced in the eighteen-seventies with wrought iron, although the original castiron brackets were retained. Some 30 coats of paint later, it all needs reworking. As a temporary fix, some of the glazing had been replaced by polycarbonate sheeting in the seventies/eighties and this has now gone yellow with age. The steelwork has also corroded, making some of the access walkways unsafe to use. Now everything is being stripped back, the main structure cleaned off, repaired where necessary and repainted, and then reglazed.

Walkways are being replaced and a line of photovoltaic cells installed along the peak of each barrel.

When complete, these cells will supply some 10% of the stations power requirements.

One pleasant surprise awaited the roofing engineers. When the felt was stripped off the wooden panels in the roof, they were in good order and didn’t need to be completely replaced. So some of the original 150 year old wood will be re-used.

with a beautiful moulded ceiling, will now become the main station control room.

As part of this work, the notorious “bomb gap” has had to be rebuilt in the original style so that it matches the rest of the building. From the inside one can see the modern materials used, but from the outside it is an exact match.

Western range

Down below

The Western Range itself is also undergoing a total rebuild. Designers Arup have had to work within the restrictions of a grade 1 listing, which are quite onerous.

Ornate fireplaces and ceilings have to be restored and retained so main contractors Vinci Construction have had to employ specialist subcontractors. The yorkstone floors have been repaired where possible, and the old Great Northern Railway boardroom,

It was time to go underground, and look at the work in the shared service yard. This has been completely remodelled onto two floors and is now virtually complete. At the time of our last visit there was a temporary half-wall on the lower floor designed as flood protection for the underground system. Now that the work is complete and all the drainage in place, that wall has been removed so access was much easier.

The complex services the station, all the retail and catering units, the railway caterers, and also an office block that is soon to be built by local area developers Argent. The central space has room for full-size articulated lorries to turn around and for trailers to be parked. Corridors and service lifts open off this space and provide further access to plant rooms. There is even a wide corridor leading to the London Underground, with preinstalled supports for heavy lifting equipment, as this is the only route if a transformer needs to be removed and replaced.

So King’s Cross remains a hive of activity.

The new facilities are taking shape rapidly and the Western Concourse is on-track to be in operation before the 2012 Olympics.

Work will then cease during the games, but soon after the Paralympics are complete work will recommence with the removal of the “temporary” south concourse. After that, passengers and tourists will once again be able to see Lewis Cubbitt’s original south façade to one of London’s most iconic railway stations.

august 2011 | the rail engineer | 19

feature

Nailing Northolt Evergreen 3 T heis theorganically-named interesting project to transform the route from Birmingham Moor Street to London Marylebone to allow 100mph running. The entire scheme is being sponsored by Chiltern Railways, particularly topical in these times of discussions on devolution and vertical integration.

The first phase, which is nearing completion, includes remodelling three junctions, at Neasden, Northolt and Aynho. Work is being undertaken at Princes Risborough to restore the original up through line. There will be a new turnback loop at Gerrards Cross, and a new, more direct down line is being built at Northolt Junction. The launch service on this improved line is scheduled for Monday 5 September. the rail engineer visited the works at Northolt Junction recently, and reported on the bridge replacement there in issue 77 of the rail engineer (March 2011). However, all these improvements have needed extensive earthwork stabilisation to freshlywidened cuttings and embankments, and to do this the BAM Nuttall delivery team brought in geotechnical specialists BAM Ritchies.

Gerrards Cross Starting on site at the beginning of October 2010, the BAM Ritchies team stabilised the steepened slopes at Gerrards Cross. 4m was trimmed from the bottom of the batters and the slope re-profiled to 65°, helping to provide working space for the track realignment and new drainage installed in the area. During three weekend line possessions, the team installed 302 soil nails, mostly 14m long, 32mm diameter with a hollow stem, using road/rail excavator mounted drilling equipment. The nails were simultaneously grouted while rock fall mesh with combined erosion matting helped stabilise the re-profiled slopes.

Even more soil nails were needed at Northolt where 3,900 nails were installed, the bulk of them being self-

drilling 32mm diameter nails 14m long. These stabilised the slopes of an extended existing embankment and also boosted its load bearing capacity.

Northolt The site at Northolt is split into four quadrants. Over 7,000m2 of slope facing, consisting of rock fall mesh with combined erosion matting, was placed in under four weeks to stabilise the regraded northern sector. This strengthened the embankment allowing the existing Up Main to be slewed across.

In the southern sector, nails were installed through new gabions with extra fill placed behind them to widen the embankment. This allowed the new Down Main to be constructed adjacent to the slewed Up Main, thus enabling the enhanced line speed through re-alignment. The nails were drilled through the extra fill and into the existing material.

Ground conditions were well suited to self-drilling nails according to Andrew O’Donovan, BAM Ritchies’ Contracts Manager. ‘It’s all London Clay other than the fill material which is pretty good for our installation. It drills well and we get a good return of material when grout flushing,’ he stated.

Most nails were installed using 6m masts so minimal bar additions were required to reach the required depth of 14m. However, where nails were positioned closer than 6m to the boundary, a sectional mast was used.

By quickly altering the length of the mast the section length of each nail could be maximised.

At the peak of the work, over the Easter weekend, five drilling rigs were in use simultaneously.

steel universal columns to help form the king post retaining wall.

41 similar columns were used six miles further towards Marylebone, at Neadsen Junction. Another king post wall was constructed during three 12hour possessions to retain the higher level LUL relay room and fencing whilst the adjacent Up Harrow line was constructed.

In total, BAM Ritchies installed almost 59km of soil nails and 204 steel universal columns, all in a few weekend possessions. “We’re good at what we do”, commented Andrew O’Donovan modestly.

Geotechnical Solutions • Ground Engineering • Ground Investigation • Ground Source Energy • Concrete Techniques • Drilling and Blasting

King posts BAM Ritchies also drilled 163 boreholes along the length of a king post wall at Northolt. Using a drilling rig equipped with 450mm diameter, 1m long augers, the team bored holes 6-8m deep and installed 254 x 254 x 107mm

01236 467 000 www.bamritchies.co.uk

20 | the rail engineer | august 2011

bridges & tunnels

writer

Collin Carr

Royal

Construction of the Royal Albert Bridge in 1858.

have probably all seen the new Y ouNetwork Rail poster “Next Stop: Year 2186”. The first time I saw it, I was on my way to meet Mike Palmer, Network Rail’s Project Manager, responsible for the current round of engineering work on the Royal Albert Bridge. The bridge features prominently on the new poster and Mike’s project sits comfortably with the poster’s message of “Getting the Great Western Main Line ready for the next 175 years”. The fascinating project outline in this article might not extend the life expectancy of the bridge very much but it will certainly make a significant contribution.

In 1952, the bridge was pronounced a Grade 1 listed structure by English Heritage.

As a consequence, Mike’s project had to undergo considerable scrutiny before approval was finally granted and every effort has been taken to maintain the original

Brunel features even though some no longer contribute to the structural integrity of the bridge. The £10m project involves replacing more than 50,000 bolts, carrying out significant steelwork repairs using 100 tonnes of new steelwork, the removal of up to 46 layers of paint and then covering the bare metal with a new protective system using 36,000 litres of special paint designed for harsh marine environments.

Public consultation However, before the engineering work could start, the local community had to be involved since the bridge not only straddles the River Tamar, the boundary between Devon and Cornwall, it also spans over part of the town of Saltash on the Cornish embankment. There are many homes and other buildings that sit below and around the structure and these residents are

understandably, very proud of what they consider to be “their” bridge. It has formed part of their landscape for many years making a very positive contribution to their community. However, over the years and now centuries, there have been a few concerns about noise and lead pollution whenever major engineering is taking place.

To ensure that the community was fully engaged in the project two meetings were held, each one attracting more than 100 local residents. Many of the residents had previously worked on the bridge and some came with trophies and exhibits of the bridge removed by previous generations of engineers. School children were shown how the bridge worked. Metal hangers and tubes were used to mimic the bridge and the children had to guess how many bricks the structure could hold. Plenty of advice was given and this feedback heavily influenced how the work was to be staged.

Knowledge of the structure The design work has been carried out by global consultancy company AECOM. It recently took over Faber Maunsell and has inherited its considerable knowledge of the structure represented by one of its lead designers, George Lawlor, who has carried out detailed examinations and assessments of the bridge over recent years. Taziker Industrial Ltd won the contract in what Mike described as a very competitive contest with highly innovative submissions from a number of companies. Taziker Industrial (TI) is the principal contractor on site and will be carrying out all the scaffolding, surface preparation, steelwork repairs and painting themselves using only its internal staff. TI recently carried out similar work to Weston

august 2011 | the rail engineer | 21

bridges & tunnels Mill Viaduct which is situated in Plymouth, about a mile away, carrying the railway over the entrance to Devonport docks.

The project has just started and it is expected to take two years to complete. The site compound and offices are now in place on the Plymouth embankment at track level for ease of access. At present, only the approach scaffolding is in place alongside two satellite compounds situated one on each bank. All the work will take place on the two central bow arched spans. This contract does not include any ongoing work to the approach spans. The work will be carried out in five stages to ensure that the additional loading imposed on the bridge structure resulting from the scaffolding and equipment will be within acceptable loading tolerances.

HAKI scaffolding system TI is using the HAKI scaffolding system which is not only lightweight but has unique features built into the design. The scaffold which will include a pitched roof to avoid rainwater gathering, will be encapsulated to create a contained working environment.

This will reduce noise levels and ensure that polluted matter will not escape. Within this scaffold tunnel, there will be an additional tunnel around the track to allow trains to run through the work area.

On the Tamar, even on a sunny still day the airflow through the bridge structure can be considerable and very variable which means that, in very high winds, the encapsulating membrane round the scaffold can act like a

sail and impose significant additional loading onto the structure. To combat this concern the HAKI system is designed so that each encapsulating membrane is retained within a vertical channel on either side. This enables it to be retracted like a “roller blind” in the event of high winds reaching a predetermined level. The retraction can be carried out quickly and safely to minimise wind loading on the structure from the additional surface area.

22 | the rail engineer | august 2011

The aim is to ensure that only one fifth of each span is covered at any one time. Two short sections of scaffold will be erected and encapsulated at each end of each span, making four sections. The two sections on each span will then be moved toward each other in stages as the work progresses and they will finally meet in the centre of each span to form the fifth phase.

Painting system Once each worksite is sealed, the removal of the numerous layers of paint can commence. Up to 46 layers of paint and corrosion will be grit blasted back to bare metal. This will expose the true extent of any

corrosion damage and enable engineers to determine the precise remedial action necessary. It will also provide the painters with a clean surface to apply the three coat protective system, supplied by Leighs Paints which comprises a zinc primer, a glass flake epoxy intermediate coat and an impact resistant polyurethane finish coat. These will be sprayed on to the structure with hand painting in difficult areas.

The paint is expected to provide a 25-year protection to the structure which will be quite an achievement in this exposed, corrosive environment. Previous systems have only been effective for about seven years so this should offer a significant saving on future maintenance costs. The final colour selected is goose grey. The original colour of the bridge was an off white and was subsequently painted in various shades of browns, white and red until in 1911 it was painted grey and has remained that colour ever since.

bridges & tunnels

Wherever possible, the grit blasting will be confined to daylight hours to minimise disturbance to the local community.

Inevitably, there will be some noise when they work at track level and night time possessions are in place.

The intention is to clean the work area after each shift to remove all the grit, old lead-based paint flakes and other debris. To do this TI is installing industrial vacuum units. These units will be placed adjacent to the bridge so that the debris can be sucked out of the encapsulated working area with heavy particles going directly into vacuum skips and airborne particles into separate filtered skips ready for removal off site.

Steelwork repairs Although the bridge is considered to be in a generally good condition, a major part of the work is to carry out steelwork repairs, especially to those parts that cannot normally be reached. One key area is where the vertical hangers supporting the track deck are attached to the arched tubes at the top of the structure. The main bolts to these hanger connections are known to be corroded and the diagonal bracings are not working effectively. Whilst repairs are being

carried out to one hanger connection, the adjacent connection and the two on the opposite side of the tube will be strengthened with additional bolts until the repair has been completed. This sequence will be repeated for all the hanger joints until all have been repaired.

Brunel innovation It is interesting to note that the corroded main bolt for each joint will become redundant when the repair is complete.

However, each bolt is being retained to ensure that Brunel’s original engineering thoughts, intentions and actions are retained. Another example of this commitment to heritage is at track deck level where Brunel introduced diagonal cross girders. This system enabled Brunel to use a more slender section because the axle loads would always bear on more than one girder at a time thus reducing the load on each element. These diagonal girders became redundant in the early 20th Century when new cross girders were introduced at right angles to the track, but all one hundred and seventy six will be repaired under this current programme of work.

So everything is ready. The local community will be looking on with interest.

Local charities and museums are to be

offered fragments of the bridge to auction or exhibit and some of the bridge metalwork no longer required will be donated to local artists and sculptures to use as they see fit.

This is a thoughtful way of engaging local residents. After all, The Royal Albert Bridge is part of their community; they will be hoping that their grandchildren will be able to view this magnificent structure in 2186, as well as the trains that will hopefully still be travelling across this significant county boundary, just as they have for the last 150 years.

august 2011 | the rail engineer | 23

bridges & tunnels writer

Martin Trivess-Smith Major Projects Manager, Burdens Rail

Delivering infrastructure to the rail industry construction industry in general A shasthegone through a downturn recently, it’s not surprising that civil engineering supply companies have become more interested in rail. The government is committed to funding the railways, and the demand for materials has remained steady.

Against this background, Burdens – already a major and increasingly relevant supplier to the railway infrastructure for at least half of its 80+ years of service to the civil engineering and construction industries – formalised its activities by setting up the Rail Division (Burdens Rail).

Over the years, Burdens’ long-term business within rail has grown as a result of working in partnership with Network Rail track engineers, consultants and contractors to supply the permanent way with what’s needed, when it’s needed and where it’s needed. More particularly, for example, the company has become established as the major supplier of geosynthetics and drainage materials to the rail infrastructure.

Complex mix Burdens has developed a complex mix of specialist and innovative products together with a flexible approach to logistical solutions to meet the requirements of Network Rail, London Underground and Crossrail.

Understanding the challenging demands of both the civil engineering and physical requirements of the railway construction programme, from design and construction to operation and maintenance, is central to the company’s unique approach. The range of products and services offered is diverse and 50 strategically located distribution depots means that products can be delivered in a timely and economical manner. In addition, Burdens’ technical expertise and close connections with its suppliers allows them to find product solutions for the more unusual or complicated applications.

Timesaver For example, the company is currently working with Saint Gobain on various product and application solutions for tunnelling contracts. The cast-iron Timesaver pipework system is used extensively for drainage applications in tunnels and on bridges. This range contains a wide assortment of black-coated fittings including chambers, gully traps, gully inlets, raising pieces and garage gullies. All the items are extra-thick for strength while their non-combustible properties make them suitable for a wide range of uses.

One early application for the Timesaver system was on a bridge in Dumfriesshire.

Eleven wrought-iron spans carried the Glasgow and South-West Scotland line over the River Nith. Built in 1875, they badly needed replacing. Carillion Rail, working with designer Scott Wilson, came up with a new design which both realigned the railway and has a spectacular 90 metre curved truss as its central span. Burdens

assisted with a Timesaver design for onbridge drainage and supplied all the components to help the contractors finish the project on time, to budget and without disruption to the railway.

Precast platform slab being installed at Blackfriars.

(Left) Timesaver Drain installed on Portrack Viaduct and (below) Portrack Viaduct over river Nith, Dumfriesshire.

24 | the rail engineer | august 2011

(Above) Geosand roll installation equipment and (right) Concrete Cloth ditch lining.

A precast concrete slab being lifted into place.

bridges & tunnels

Tunnels Another close trading partner provided an advanced drainage system solution for the Bramhope tunnel in Yorkshire. This 3441 metre long tunnel was opened in 1849 and runs under the ridge that separates Airedale from Wharfdale. The Victorian box-culvert drainage system has an average daily outflow of one and a half million gallons a day from intercepted water courses and water coming through the roof. A modern alternative was required which could be installed quickly and didn’t need too much heavy plant to install, keeping disruption to the minimum. Once again, Burdens supplied a complete system from their local depot.

Delivering to rail sites regularly poses logistical problems. London and the south east has various major rail schemes under way or starting shortly. Restricted access

sometimes involves delivering material at night or weekends. This is not always an ideal situation but, with road closures not always possible and possession times limited, night deliveries may be the only solution.

Barges Central London poses its own problems, but deliveries to the Thameslink improvement programme at Blackfriars station were made easier by using barges on the Thames – a logical approach that is estimated to have saved 300 lorry movements.

Development and innovation are increasingly important in taking track engineering forward. Burdens Rail is heavily involved in a number of development programmes to make track life more costeffective. To combat pumping erosion,

GEOSAND has recently been developed to allow a consistent yet thinner layer of blanketing sand to be contained within its structure in a roll form, providing a way of creating an effective pumping barrier layer over any undulating surface. Following extensive testing at universities and mainline installation trials, the product has been approved for use across the UK network and has been installed at more than 50 sites.

Concrete carpet?

During the past year, Network Rail also trialled a new ditch-lining material at Burdens’ suggestion. Originally designed to protect soldiers in Afghanistan, ‘concrete cloth’ has now been used on a number of track drainage projects around the UK with more installations planned. Supplied in rolls, it behaves like a thick carpet and can be unrolled in lengths of up to 200m. Once unrolled and sprayed with water, it sets rapidly and hardens to 80% strength within 24 hours, becoming a robust, durable, waterproof concrete surface with a design life of over 25 years. Easy and quick to install on any surface or slope in all weathers, it is economical because of its ease of use, the time saved and the finished product’s longlasting high wear resistance.

A selection of Burdens Rail’s innovative new products were on display to visitors to the recent Railtex exhibition. They focussed on seven main areas of application: permanent way, embankments & structures, car parks, stations, infrastructure, maintenance & safety and green technologies. It will be interesting to see how they are applied to future projects.

w www.burdens.co.uk

26 | the rail engineer | august 2011

bridges & tunnels

Eurocodes Decoded writer

Mungo Stacy

Redhayes Bridge, the first major bridge in this country designed to Eurocodes.

commas for decimal places, S wapping executing a structure rather than building it, and different concrete strengths for cylinders over cubes are just some of the new realities facing engineers using Eurocodes, the recently introduced structural design standards.

The switch to Eurocodes is an enormous challenge for the industry. The Institution of Structural Engineers calls it, ‘the biggest change to codified structural design ever experienced in the UK’. Never before has an entire set of codes been replaced in such a manner - and the magnitude of the change is greatly compounded by the sheer number of new documents.

On 4 June 2011, a new Network Rail standard for the design of bridges came into force which mandates the use of Eurocodes.

Against this backdrop, Network Rail arranged for Parsons Brinckerhoff to provide an intensive period of Eurocodes training for its engineers and managers to ensure project and asset staff have an awareness and understanding of the significant changes that arise from the new codes.

The mandate The Eurocodes have been over 25 years in development but are now with us.

Published as 10 codes in 58 parts, they cover the structural and geotechnical design of buildings and civil engineering works. They include bridges, buildings, retaining walls, earthworks or minor foundations for location cabinets - in fact, virtually all aspects of civil engineering.

The conflicting British Standards were withdrawn at the end of March 2010. Gone are the codes familiar to many engineers, including BS 5400 for bridges, BS 8110 for concrete, BS 5950 for steel, BS 6399 for loads, and BS 8004 for foundations.

Withdrawal of these standards does not mean they have become unsafe; rather, that they are no longer supported or developed.

However, for structural and geotechnical engineers working for public sector clients the withdrawal has had a profound effect.

The European Public Procurement Directive requires publicly funded works to be designed to current standards. Major clients, including Network Rail, have concluded that the Eurocodes must therefore be specified for newly-procured design work.

Network Rail has issued and updated key documents to implement this requirement.

The new Design of Bridges standard NR/L3/CIV/020, published in March, confirms that the Structural Eurocodes must be used for design of new structures and gives additional client requirements particularly for the application of railway loading. A new Engineering Assurance standard, NR/L2/CIV/003, was published in June and brings significant changes to the technical approval process - these changes include aligning the process with the requirements of the Eurocodes.

All change In addition to the 58 parts of the Eurocodes, there are 58 corresponding National Annexes which must be used in conjunction. These contain values, procedures, and decisions for nationally determined parameters. Designs for the UK must use the UK-specific decisions on these parameters. Other countries may have made different decisions. Typical examples of parameters found in the National Annex are partial factors and climatic data such as wind and temperature charts.

There is new and different terminology a classic pitfall is the major axis bending modulus, now termed IYY, which was previously the minor axis modulus - not one to get the wrong way round. The language is English, but it is a Euro-English designed to ensure accurate and unambiguous translation into the different national languages. This gives a few surprising terms - ‘action’ to encompass ‘load’, ‘execution’ instead of ‘construction’.

And the codes use the European convention of using the comma for a decimal point.

It is not just the design standards that are changing. A new series of harmonised European product standards has been introduced over the last few years, affecting specification of steel, concrete, reinforcement, and other construction materials. Amongst other things, these give the relationship between concrete cylinder strength, used in design, and cube strength, used in UK site tests. Similarly, there is a suite of new construction standards covering tolerances, quality and supervision - these are having a profound effect on manufacturers and fabricators.

So for the archetypal project engineer with the ability to reel off a string of relevant standards and clause numbers, there is a lot to re-learn. One of the few areas which will not change is bridge assessment and related strengthening and repair works to existing structures, which will continue to be carried out using the existing standards.

Training and support Parsons Brinckerhoff has been at the heart of Eurocodes development for many years Parsons Brinckerhoff’s Engineering Director, Steve Denton, chairs the European Committee with responsibilities for the Eurocodes relevant to bridges and sits on many of the British Standards Eurocodes committees. The company has been providing strategic and technical support to clients for much of the last decade and has had extensive involvement in drafting passages of the UK national annexes. It was therefore natural for Network Rail to select Parsons Brinckerhoff to support its transition to the Eurocodes.

Bespoke courses were developed and delivered specifically for Network Rail, including three-day courses on bridges, buildings and geotechnical design. During 2010, Parsons Brinckerhoff’s Eurocodes experts travelled the length and breadth of the country, from London to Larbert, Watford to Walsall, delivering 28 training courses to over 350 Network Rail staff. More courses are planned for the rest of 2011.

august 2011 | the rail engineer | 27

bridges & tunnels rapid and safe decision is required on whether a bridge can be loaded, preferably without needing extensive high-end computer analysis.

Rail traffic loads are still based on international rail standard UIC 776-1, so the basic load models are unchanged. New material has been included drawing on European experience with high speed lines, including high speed train models and information and rules on dynamic analysis.

This will be of particular relevance as High Speed 2 progresses as this project, like Crossrail, will use Eurocodes.

A question of principle In addition, Parsons Brinckerhoff has assisted in addressing strategic implementation challenges, in particular collaborating with Network Rail’s in-house experts to define technical requirements for the application of Eurocodes.

Benefits Clearly time and investment are required to climb the learning curve - but once this is done, the Eurocodes are expected to bring a range of benefits: they are based on the latest science; they are more consistent and rational; and there have been some positive advances in terms of methods used.

The Eurocodes approach begins with general principles and then develops specific application rules. In contrast the traditional British Standards tended to be more procedural. Therefore, although the Eurocodes demand a greater technical understanding from designers, they offer greater flexibility and the ability to deal with non-standard situations which could be a particular advantage in the rail environment with its many constraints.

These design objectives are set out in Section 6 of Network Rail’s Design of Bridges standard and include maintenance, robustness, mechanical resistance and economic considerations. Thus, whilst the Eurocodes’ flexibility could permit the use of advanced modelling techniques to optimise designs, particularly the buckling behaviour of steel structures, this advance needs to be balanced against other requirements.

Following a bridge strike, for example, a

Designers will clearly need to immerse themselves in the detail of the new codes.

This is already happening - Redhayes Bridge is the first major bridge in this country designed to Eurocodes, by Parsons Brinckerhoff for client Devon County Council, and was erected in February 2011.

Likewise, Network Rail’s new standard underbridge designs have been checked by Mott MacDonald to be Eurocode-compliant - the Approval in Principal documents list treatment of matters not covered by the standards such as calculation of U-frame restraint forces.

Client staff in a technical approval role will be in a particularly challenging position, albeit a step removed from the nitty-gritty of detailed design. Staff will need to have an awareness and understanding of the changes that will result, and ensure that appropriate processes are put in place to manage this change.

Additional measures may be needed during the transition period to assure the competency of engineers in using the new codes. These may include upgraded independent checking or increased levels of design review by in-house Eurocodes experts.

Fortunately, the benefit of many years of experience using the old codes can still be brought to bear, and the fundamental principles of design and construction should not change. In practice, for Eurocode designs this means that there should be few conceptual differences to emerging proposals up to the Approval in Principle stage.

Associated with the new Engineering Assurance standard are a series of forms, due to be published later this year, which cover the Eurocode technical design requirements. Over 200 clauses in the Eurocodes permit projectspecific choice - some are expected to be specified by Network Rail, some will require technical approval, others may require a design choice to be recorded on the forms and some may only be relevant in unusual circumstances. A particularly important example is the load classification factor α, a multiplication factor for rail traffic loads.

The future’s Euro With effective implementation, the Eurocodes offer a number of significant benefits in the areas of best value, best practice and innovation. It will take the right training, management and effort to realise these. Parsons Brinckerhoff has been at the forefront of this industry-wide effort, with involvement in Eurocodes development, leading-edge design work, strategic and technical assistance and training programmes. The first Eurocode designs are now being constructed - soon, every new structure will be a Eurocode structure.

28 | the rail engineer | august 2011

bridges & tunnels

writer

Grahame Taylor

Getting

in the

Swing

skies. That’s what you get on the H uge Norfolk Broads. Huge skies and flat

Somerleyton swing bridge starts to open.

Bob Chatten checks the Trowse controls.

landscapes. Not, perhaps, as flat as the Cambridgeshire Fens which seem almost concave, but nevertheless flat enough for you to see for miles. In the distance there can be sails moving slowly through the fields amongst the remains of drainage windmills. Those holiday makers intrepid enough to venture from the safe haven of the North Rivers to the wilder Southern Rivers - the Yare and the Waveney - will come across several iconic structures.

The Broadland swing bridges were built to accommodate tall trading vessels bound for Norwich or Beccles in Suffolk. Over the years several lines closed and with them three of the bridges - Aldeby and Haddiscoe over the Waveney and the huge Breydon Water swing bridge. But despite the closures, Network Rail still owns four swing bridges in the Anglia area, Trowse, Reedham, Somerleyton and Oulton Broad all of which must be able to open for river traffic - a requirement of the original acts of parliament.

Challenging mixture of disciplines Bob Chatten is Network Rail’s electrification and plant maintenance engineer and is responsible for all the swing bridges. They are a challenging mixture of disciplines. They carry track that has to return to a safe state after each bridge opening. The basic load carrying structures are conventional bridges, the lifting and swinging components are mechanical plant. They are also linked into the signalling system and are operated by

signallers who have to be trained to open and close them. The Trowse structure also carries overhead line electrification - a unique feature in the UK.

Trowse Swing bridges can be either very simple structures with fiendishly complex controls or they can be complex structures whose operation is simplicity itself.

Trowse is the youngest and simplest structure and is just outside Norwich station.

It spans the river Wensum just before it flows into the Yare - the river that flows out to sea

at Yarmouth. It’s several years since the last coastal freighter berthed in the centre of Norwich. Holiday and leisure craft are now all that need to have the bridge swung.

The present structure was built in 1986 at the time of the electrification of the Ipswich to Norwich section of the Great Eastern main line. It seemed like a good idea to restrict it to a single track - hindsight is a wonderful luxury!

It’s a compact structure. The bridge swings on a pivot at the river’s edge. To reduce encroachment into the river bank it has a short landward span with a massive counterweight slung underneath to counter-balance the river span.

Like all of the swing bridges, when they are open to rail traffic they sit solidly on both landward bearings and the pivot pier.

This poses the question - how are they freed from these bearings so that they can be swung with a minimum of effort. The answer is that they have to be jacked up clear of their bearings.

The Norwich structure uses brute force.

The whole bridge is lifted at the pivot, chocked and then swung clear of the river.

Obliterated electronics Up to 2008 all was well. Then came a violent thunderstorm and a lightning strike completely obliterated the electronic control system of the hydraulics. The bridge was stuck - shut to the river. Bearing in mind that the original electronics were of 1980s vintage it proved very difficult to carry out like-forlike repairs. In fact, the damage was so great that the whole of the control gear had to be rebuilt from scratch.

In conjunction with Converteam UK Ltd it has taken several years of trial and error to build a new control system. There is very little time during the night both to experiment with settings and to return the bridge to a serviceable condition before the early morning London trains are due.

There are a large number of stages involved in opening a bridge with overhead line electrification - which has to be isolated - that is linked into colour light signalling and that carries around eight trains an hour. The hydraulic jacks have to operate to millimetre accuracy and all have to be detected.

Once the structure is airborne and clear of encumbrances it can be spun by hydraulic motors. The jacks and transducers are located in the counterweight swing pit and controlled from the operating room beneath the signalbox. The sequences are controlled by banks of computers.

With a completely refurbished control system the bridge is close to being fully operational. The bridge isolates itself, lifts clear of the bearings and swings smoothly and silently.

august 2011 | the rail engineer | 29

bridges & tunnels Complicated structures It is easy to misinterpret the structures of the old swingbridges at Reedham, Somerleyton and Oulton Broad. Dominating the skyline are slender steel sections that rise above the central piers giving the impression that they are involved in carrying the trains. They’re not of course, they’re much too slender. A Victorian Broadland swingbridge consists of two separate elements within the moving bridge. There are the track/train carrying structures both of which are over the river one span over the navigable section and one over the non-navigable section. There is also a cradle (the visibly dominant bit) that carries these two spans when the bridge is open to river traffic.

To complicate matters slightly, the track carrying structures have supports at their midpoints in the cradle so that they can pivot a small amount vertically when their ends are free.

To free the track span from the landward bearings, heavy steel chocks are drawn out from under the span ends on the central pier allowing them to drop slightly as they pivot about their mid-point supports in the cradle. Thus the landward ends rise clear of their bearings.

Once clear, the bridge is hauled round by a steel hawser that is powered by a very simple and ancient clutch operated winding gear. It is the skill of the signaller that ensures that the hawser is operated smoothly so ensuring a gentle landing when the bridge is hauled back into position. To the river-user the bridge moves completely silently and remarkably quickly.

No repair manual These structures, although simple, can pose tricky engineering challenges. There’s no manual on how to replace worn parts.

Several generations can pass between major repairs and so there’ll be nobody to pass on knowledge.

When the central bearing on Somerleyton swing bridge started to seize it required some very careful, first principals engineering to coax the bridge back into life. There are jockey wheels around the perimeter of the central pier to steady the swing operation.

When it was found that some of these were floating above the steel tracking ring this too indicated that all was not well with the bearing alignment. For such large structures Bob says that they work on extremely fine tolerances.

At the time of writing, Kier with subcontractors Sonic Rail Services were on site at Somerleyton gently nurturing the new bearing during it’s long commissioning period, and also putting in some strategic improvements. There will be ancillary manual plant to haul the bridge back into

position if the aging winding gear becomes overloaded.

Of course, this isn’t straightforward on a river bank sitting on vast quantities of silt.

Historic seawater pumps The Oulton Broad swing bridge which is on the seaward side of the Oulton Broad lock is rarely seen by the general run-ofthe-mill Broadland holiday makers. If they’ve got that far they’re definitely out of bounds. This is a slightly smaller structure than the others but operates on similar principles. In October it is scheduled to have its historic seawater hydraulic pumps and its equally ancient winding gear

replaced by modern equivalents. This follows a very successful Civil’s refurbishment a couple of years ago.

Whole life management strategy In the winter months the bridges at Somerleyton and Reedham are operated fairly infrequently. Only truly hardy sailors venture on the Southern rivers at this time of year. But a new holiday season has just started and they will be left open to river traffic, only closing just before a train is due.

By the end of this financial year, Network Rail will have finished all essential planned works.

In parallel though, they will be carrying out a review to decide on the whole life management strategy for Reedham and Somerleyton. But for now these extraordinary structures will continue to open and close silently over the tidal Broadland waters whatever the weather.

(Above) A London train passes over the Trowse swing bridge (inset) Reedham bridge about to close.

(Top) The historic seawater hydraulic pump at Oulton Broad (left) Somerleyton swing bridge wide open.

30 | the rail engineer | august 2011

bridges & tunnels

Gotthard

challenge Right - The concrete train is a trainborne concrete mixing plant.

The concrete train sets new standards for the continuous laying of concrete slabs.

the greatest obstacle to northT hesouthAlps,travel in Europe, has long been a challenge to railway engineers. The Gotthardbahn, from Immensee in Switzerland to Chiasso on the Swiss-Italian border, was the fourth alpine crossing to be built when it opened in stages from 1874 and was fully completed in 1882. The line crosses 1234 bridges and runs through several tunnels, including two spiral tunnels, with the highest point of the line, 1151 metres above sea level, being inside the 15km (9 mile) long Gotthard Tunnel.

With demand for rail capacity increasing year-on-year, the current line is now reaching its limits. In addition, the old and winding route means that trains are limited to a maximum of 1700 tonnes, even when double-headed and banked by a third locomotive at the back. A new tunnel is urgently needed.

Base tunnel Swiss Federal Railways, through its subsidiary AlpTransit Gotthard AG, is building the Gotthard Base Tunnel. It is lower down the mountain than the original

Gotthard Tunnel, having a maximum elevation of only 549 metres, and is designed to accommodate train weights of up to 4,000 tonnes. It consists of two singlebore tunnels, side by side, each approximately 57km long. With all the associated shafts and passages the total tunnel length is over 151km. The Gotthard Base Tunnel runs from Erstfeld in the north to Bodio in the south where it reconnects with the original line. As well as being straighter and flatter the new route is also 30km shorter than the old one.

Preparation commenced in 1996 and tunnelling started in 2003. Access tunnels were dug so that the main work could be undertaken from five different sites at once.

The east tube was finished by October 2010 with the west tube breaking through a few months later in March 2011. 26,500,000 tonnes (13,300,000m³) of spoil were removed. The two bores are cross-

connected every 325 metres by escape tunnels, and the two intermediate work sites at Sedrun and Faido allow for trains to cross over between bores if necessary.

Fitting out Now that the bores are complete, fitting out has commenced. Balfour Beatty Rail, as part of the Transtec Gotthard joint venture, is providing total project management involving the design, installation and commissioning of rail infrastructure equipment for the tunnel as well as equipping the two single-track tunnels and their adjoining, open-air north and south sections that connect to the existing rail network. Work on the track, the overhead line system and elements of the supply system is being carried out in joint venture by Balfour Beatty Rail and various other partners (Alpiq InTec AG, Alcatel-Lucent Schweiz, Thales Rail Signalling Solutions and Alpine Bau GmbH).

august 2011 | the rail engineer | 31

bridges & tunnels To ensure that the new route is as reliable as possible, providing maximum availability combined with minimum maintenance costs, the design calls for ballastless (slab) track in the tunnels, the lowest number of switches and crossings, and the straightest possible line.

The Transtec Gotthard team took two years at the design stage to plan its methodology and integration utilising a 250-metre test track. Two complete semi-permanent bases have been set up, one 5km north of the Erstfeld portal and the other in Biasca in the south, again about 5km from the Bodio portal.

Each installation includes workshops, aggregate and cement stores and loading bays complete with computerised logistic controls.

Track laying The joint venture will be laying slab track the full length of the main tunnel bores. To work over these unprecedented distances, Transtec Gotthard has invested in a carefully designed set of specialised plant and mobile machinery, some of which is completely new.

To lay the track, a special support system is used which can align the rails to within 0.5mm. The complete track laying process runs on a twenty-day cycle. Steel rails in 120-metre lengths are pulled onto the bare tunnel floor by a rubber-tyred machine which runs back and forth and then butt welds them using a welding unit on an hydraulic arm. The tracks are supported with temporary fixings and the tracklaying train runs forward.

Fourteen specially designed wagons carry the single-sleeper blocks of the LVT (Low Vibration Track) system which will support the track, one on each side.

A fitted crane picks up 60 blocks at a time and drops them through a slot into the centre of the track. Shuttering is added for the pre-made drainage ducts and crack inducers are installed.

The track panel is constructed by specially developed robot machines which position themselves off the tunnel cross-section. This highlymechanised production guarantees accurate track alignment as well as providing a safe working environment. Supports are greased and protective covers are put over the rails. A laser surveying tool performs the final alignment check on the inner edge of the tracks to produce the necessary accuracy.

Concrete train To lay the slab involves a Concrete Train (train-borne concrete mixing plant), a special concrete shuttle for transport in the tunnel and a concrete pouring machine and working platform with a special moveable tent to protect the fresh concrete.

After ten days of track laying the Concrete Train is deployed and for the next ten days 85 people working three

shifts can produce just over 2km of finished slab track. Designed and assembled by engineers from Balfour Beatty Rail, this impressive special 24 vehicle train is 500 metres long and weighs 1600 tonnes when fully laden. It includes 15 bulk wagons linked by conveyors which feed predetermined quantities of sand and aggregates to the concrete mixing plant at the front of the train.

Two cement wagons and a water tanker also pump materials into the computer-controlled mixer which prepares a batch of concrete ready to be delivered onto the track bed using a Putzmeister pump on the forward wagon. Every possibility has been considered. There is even a waste wagon to which the entire batch of concrete can be diverted if for any reason it fails to meet the required standard. The Concrete Train sets new standards for the continuous laying of concrete slabs.

Working at a rate of 220 metres of slab a day, in two eight-hour shifts, the entire track system is fixed in place and finished off. The rails themselves are protected by the grease and coverings mentioned.

The Concrete Train is cleaned and resupplied in the third shift, so it is in use twenty-four hours each day.

Once the tracks are in place, and secured by the concrete slab, the OLE catenary and signalling crews can use them as a basis for their own installations.

Impressive numbers The total statistics for laying the track through this immense tunnel are impressive. There will be a total of 115km of slab track made up from 228,000 metres of rail, or 1,900 x 120m lengths. These will be joined by 1,900 flash butt welds and supported on 380,000 LVT sleeper blocks. The Concrete Train will mix and pour over 125,000 m³ of concrete. In addition there will be 39km of conventional ballasted track outside of the tunnel.

When commercial rail services start in 2016 up to 200 trains a day will use the new Gotthard Base Tunnel. 4000 tonne

Personnel transport in the tunnel.

freight trains will share the route with passenger trains running at up to 250kph (150mph) which will reduce the current trans-alpine journey times by 50 minutes. And that isn’t the whole story there is still the adjacent Ceneri Base Tunnel to go (15.4km-opening 2019) which will save another ten minutes!

Tunnel Ventilation DURING ENGINEERING WORK Factair provide a complete temporary tunnel ventilation and air quality monitoring service.

We control the environment within the workplace by managing and clearing air pollution from sources such as:- multiple engine exhausts, ballast handling, welding, cutting and grinding.

SERVICES WE OFFER INCLUDE: Feasibility studies with adaptable ventilation schemes to including both self contained engine driven and modular electrically powered fans to allow tailored solutions Deployment and maintenance staff Continuous air quality monitoring and pollution warning service Environmental condition report on completion

Factair Ltd 49 Boss Hall Road Ipswich, Suffolk IP1 5BN

t: 01473 746400 f: 01473 747123 e: enquires@factair.co.uk www.factair.co.uk

32 | the rail engineer | august 2011

feature writer

Dr Mike Mekhiche PhD Director, Power Systems for BAE Systems Ltd

Hybrid Power HybriDrive® Parallel propulsion system (above) as fitted to a heavy duty truck (right).

in human history, more F orthanthehalffirstthetimeworld’s population now live in cities. By 2030, 5 billion people are expected to live in high density urban areas.

This migration can have positive consequences to the environment as large cities are more energy efficient. A New York City resident’s carbon foot print is 30% that of a suburban or rural counterpart. However, this population density also throws up a serious set of challenges.

Careful urban planning is needed to optimise high-demand land and space for various uses including housing, work space, parks and green surfaces and parking.

Transportation systems must be integrated, effective, sustainable and affordable to reduce/eliminate the need for personal cars.

There must be systems in place to reduce pollution, greenhouse gases, NOx (nitrogen oxide) emissions, particulates, and heat island effects from buildings and vehicles.

Natural resources have to be managed to enable the reuse of refuse material and minimise water and energy consumption.

The International Energy Agency (IEA) predicts that transport energy use and emissions will increase by over 50% by 2030

and more than double by 2050. In the UK, nearly 21% of the country’s CO2 is generated by domestic transport, dominated by passenger cars.

Hybrid Power Governments are now funding initiatives to counter these challenges. One that has been identified by the Intergovernmental Panel on Climate Change (IPCC) is hybrid

propulsion. When trialled in buses and trucks it has resulted in improved fuel consumption and CO2 and greenhouse gas emissions reduced by 20% to 40%.

Achieving and delivering a heavy-duty hybrid solution that addresses the demand for sustainability is a complex task which can be approached in several ways. At the same time, organisations investing in these new technologies need to realise a return on investment while providing a product that meets all the expectations of the end users, including affordability. This means that the

product must provide the best performance in terms of fuel efficiency, reliability, reduced emissions, lower operating costs, passenger comfort, and lower noise, while keeping the cost of its production as low as possible.

august 2011 | the rail engineer | 33

feature

When planning an urban rail system, it must be remembered that the largest element in the overall life cycle cost of a fleet of trains is the energy consumed for train propulsion. In many western European countries and in North America, that electricity is mostly generated using fossil fuel and nuclear-based power generators.

In an urban environment, light rail vehicles can be more popular and hence more justifiable if a solution can be found that minimises or eliminates the implementation of costly, unsightly and maintenanceprohibitive overhead power lines and catenaries in specific areas.

Considering the above, there is a considerable opportunity to reduce overall emissions, cost and our dependence on fossil fuels.

Varied technologies In order to achieve transportation systems sustainability, a variety of technologies need to co-exist. Technology and product development strategies must maximise the benefits derived from investment in advanced power management and propulsion systems. Production volumes have to be increased to drive down unit cost, and improved reliability will reduce the need for complex and expensive product maintenance and field support.

Different companies, with different cultures and pedigrees, have varying views on the best way to achieve a balanced equation of cost vs. performance. BAE Systems has 60 years of expertise in power management and control for commercial and military aircraft, so its engineers can think at the system level to develop hybrid propulsion solutions. Achieving a sustainable solution requires a complete understanding of its purpose and the way it is used, its support in the field, a whole-life cost that would be acceptable to the marketplace and how it will evolve in the next 20 to 50 years. Other important considerations include an understanding of the politics that shapes the various global markets, local environmental and energy policies, and the acquisition processes of such vehicles and fleets.

Potential adjacent markets and applications for components have to be considered for both subsystems and perhaps the entire system as well. Using the

same components in different market sectors will increase volumes and have a beneficial effect on both costs and return on investment. Light rail, renewable energy and military hardware are examples of adjacent markets that can use the same technologies.

Many facets The intimate understanding of this multifaceted puzzle allows the most appropriate team members to be brought together, including supply chain, vehicle OEMs, endusers, policy makers and local communities.

This philosophy was the foundation that supported BAE Systems’ continued investment in developing, maturing and delivering a range of hybrid propulsion and power management solutions, branded as HybriDrive®, for buses, trucks, and light and heavy rail applications.

The result of this systematic approach is a family of components and subsystems that are flexible in nature and that can be integrated in various ways to support each application. Such components include: • Liquid cooled high torque and power density electric power generators and traction motors that are based on induction and/or permanent magnet technology. These electric machines are scalable in torque and power by changing their axial length and are designed to meet both stringent military and commercial requirements.

Thermal Management units for onboard power converters and loads for tram applications.

34 | the rail engineer | august 2011

Inline modular high-powerdensity electric traction system (motor + generator).

HybriDrive® Series installations are in service on over 3,200 buses worldwide.

• IGBT (Insulated Gate Bipolar Transistor) and MOSFET (Metal Oxide Semiconductor Field-Effect Transistor) based liquid cooled state-ofthe-art Power electronics converters (inverters and DC-DC converters) scalable in power via the addition or removal of power stages that meet the needs of commercial and military vehicles.

• Advanced energy storage systems that utilise a variety of chemistries and technologies (nanophosphate lithiumiron power cell based, ultra-capacitor based, lead-acid and others) combining liquid and air-cooled solutions as well as rugged designs to meet stringent shock, vibration and other harsh operational conditions.

• Advanced energy and power management algorithms that ensure an optimised system operation through an intelligent energy and power flow between the various subsystems. Such algorithms include Energy Storage System State of Charge management, vector control of traction motors and generators and prime mover engine management controls.

• Battery chargers developed to support the needs of electric vehicles as well as plug-in hybrid vehicles.

feature

Benefits Detailed analyses carried out to assess and quantify the benefits of introducing the above advanced and matured technology into the rail industry showed very enticing results. For example, the introduction of an on-board energy storage system that is optimised for a specific set of duty cycles and train sizes leads to an improvement of 15% to 30% in energy consumption on LRV, metros, and DMU type trains. This also reduces the number of power sub-stations that are required. The

energy storage system can provide an additional 20% to 70% additional power through the “booster effect”, improving train acceleration by up to 30% from 0 to 100 km/hr, and that in turn can lead to reduced headways.

Overall, the reduction in energy consumption can decrease CO2 emissions by 15% to 30%.

As an example, a tramway that needs to operate catenary-free for a distance of 2 km or more while supporting functions such as airconditioning can be powered with three BAE Systems HybriDrive® Series ESS modules integrated in parallel. Such a solution including all the required protection and distribution devices, as well as cables, cooling, and support structure needs, will weigh 1600 kg and will occupy a total of approximately 3m3. The achieved small volume and weight will make the introduction of this technology attractive to the rail market whilst taking advantage of economies of scale to reduce acquisition costs as modules are already in production and in use in buses.

BAE Systems has a long legacy of proven technology development and commercialisation deployed in a variety of applications and adjacent industries. Trends in the energy market, as well as strong global urbanisation, require the introduction of cleaner, greener, fuel and energy efficient power management and propulsion technologies to support the rapid development and deployment of sustainable people and goods transport systems. Hybrid power systems are one way to achieve this.

august 2011 | the rail engineer | 35

feature

speaking Frankly London Transport writer

Nigel

Wordsworth a lot going on in London’s T here’s railways at the moment. Network Rail is rebuilding several major stations, Thameslink is well underway, Crossrail is starting, and transport plans to support the 2012 Olympics are nearing completion. It was therefore no surprise that around 200 railway executives from a variety of organisations gathered in the Capital at the end of June for London Rail 2011.

A conference organised by the New Civil Engineer, it took place in the interesting surroundings of the International Coffee Organisation Conference Centre just off Oxford Street. A small display by companies such as Comply Serve, Topcon, Siemens and CH2M Hill greeted delegates on their arrival, and representatives were on hand to discuss their offerings.

The conference programme included several topics that have been covered in detail in the rail engineer before, including new EVO trains for the tube, the McNulty Report and Crossrail. However, there were three presentations made in the morning that gave some real insight into the long-term plans of both TfL and Network Rail.

The day’s proceedings commenced with a keynote address from Mike Brown, Managing Director of both London Underground and London Rail. Mike started by looking forward to 2031. Current expectations are that there will be 1.3 million more residents in the greater London area than there are today, with 750,000 more jobs resulting in 40-50% more daily rail journeys.

This of course will put a great load on London Transport, so Mike then ran through the changes that were being made to accommodate all that extra travel. These include the new signalling system being installed on the Jubilee line, with the Northern Line next on the list. The new Bombardier-built stock on the Victoria Line has now completely replaced the original.

Stations are being improved to make the throughput of higher passenger numbers easier. The sub-surface lines upgrade is underway, with more new trains from Bombardier and new signalling incorporating automatic operation which gives better service through all the flat junctions.

On the Overground, the North London Line, which had been “dilapidated with poor services”, has been upgraded with new trains and will form part of a new outer orbital route which will soon be completed as far as Charing Cross.

There will be extra trams for the Croydon system, and the DLR now has three-car compatibility throughout the line and will shortly be extended to Stratford.

Stations

A DLR three-car unit test running on the 5km extension from Canning Town to Stratford Int’l.

Stratford has been greatly expanded.

Tottenham Court Road is already very congested and major works are under way.

Bond Street will soon be “unusable” and too congested so capacity needs to be improved there. The Paddington interchange with Crossrail is being built.

Victoria has a bottleneck in the interchange between the mainline station and the Victoria Line and that’s being addressed.

Bank-Monument is “just not fit for purpose” as it can’t cope with the numbers using it - a major upgrade is planned.

New technology is coming, including wave-and-pay ticketing and new deep tube trains. The long-term intention is that there will be only two types of train, one large one for the sub-surface lines and one small one for the deep tube.

On top of all this, London Underground staff are constantly busy with all the work needed just to keep the system running, such as replacing track, maintaining trains and rebuilding escalators. As a result reliability on all lines is increasing, journey times are coming down but demand keeps going up.

The gap in the jigsaw However, what Mike called “the gap in the jigsaw” is the relationship with main line rail.

London Underground has reached out and got involved with main line rail by establishing London Overground. Now, main line rail needs to “step up”.

Interestingly, there are far more rail trips per person per year inside London than outside.

Tottenham Court Road Station, Eastern Ticket Hall.

36 | the rail engineer | august 2011

feature

PHOTO: AE COM

However, government expenditure on rail is higher outside London than inside. New and longer trains are coming, but not enough.

Mike believes that devolution of the railways gives the chance for more services to be under the control of the Mayor. This will lead to better use of facilities, better relationships with staff, better ticketing systems, including a wider use of Oyster, and a better return on investment on railways in London. An investment of £220 million will have a benefit:cost ratio of 4:1, which is “excellent”.

Mike finished by stressing that more investment in National Rail in London is needed, as is devolution. Interesting stuff indeed!

More detail Geoff Hobbs, Head of Rail Planning for Transport for London, picked up where Mike Brown left off by speaking in more detail about franchising and devolution.

“One size doesn’t fit all” was his comment about franchises, and he called negotiations involving the ten TOCs that run into London “interesting”. In fact “herding squirrels” was the analogy he used. He firmly believes that the franchising budget should be devolved to London.

TfL estimate that £300 million can be saved by devolution from the introduction of gross cost contracts. There will be a cost associated with this, estimated to be £120 million plus £40 million of administration costs, but that is still a net saving to the industry, and the taxpayer, of £160 million!

To do this, there is a five-point plan.

1 The Mayor (or regional authority if appropriate) is allocated a rail budget for inner suburban passenger services 2 As franchises come up for renewal, inner suburban services should be specified to Overground standard with the same performance indicators 3 The Mayor could also be co-signatory to franchises where it is not possible to efficiently separate suburban from longer distance services

4 At least regulated London fares would be set by the Mayor 5 ...and with the above, inner suburban services could be branded ‘London Overground’.

Geoff stressed that users outside London, and freight operators, would not lose out. He concluded with a few simple statements that made TfL’s stance very clear. London depends on rail, and rail travel in London is pretty cost effective. There is no ‘one size fits all’ solution for future franchises; the TfL approach improves cost efficiency. It is vitally important to continue to invest, and TfL has delivered and can play a major role.

Network Rail Following a short break, and a presentation by conference sponsor Comply Serve in which CEO Chris Rolison outlined the company’s products and offerings, it was back for a session with Network Rail.

Charles Robarts, Director of Planning and Regulation, welcomed the government’s continued commitment to investment in the railways as it reflects the desire of both passengers and freight operators to increase their use of the railway. However, he acknowledged that whole industry costs are too high.

Charles asked two questions of his audience. Are all players willing to work together? And are everyone’s targets and aspirations in line?

Network Rail is already responding to these challenges by devolving power and decision making, looking to negotiate commercial “alliancing” agreements with train operators, introducing a new way of working with suppliers, and introducing external benchmarking and competition.

Charles stressed that reform mustn’t compromise the existing commitments to efficiency savings - 21% in CP4 on top of the 27% achieved during CP3. However, reform is needed across the network, particularly in improving the “co-operation deficit” between Network Rail and train operators.

Devolution, which will be complete by March 2012, will result in Network Rail getting closer to customers. Responsiveness will increase while reducing industry costs. Charles hoped that it would enable them to offer a seamless service at routes level, while support from the centre will maintain the benefits of being part of a national organisation. The network still needs to operate as a network, as many passenger as well as freight operators run across several routes.

Competitive tendering One problem that Network Rail faces is knowing how competitive its own delivery units are. Cost savings can be judged, but how cost-effective are they in the wider scheme of things? This can be discovered by requiring projects teams to compete for work. By operating in a competitive environment they will be able to establish a true benchmark.

So Network Rail will compete for a few large contracts against the industry’s leading contractors - to see how competitive they can be.

That should throw up some interesting results!

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38 | the rail engineer | august 2011

feature

It’s tram time! writer

David Shirres the Edinburgh Tram project W ithsuffering delays, overspend and a contractual dispute, there had been calls for its cancellation. These were rejected at a 5hour late-night meeting of Edinburgh City Council on 30th June when it was decided to complete an 8.5 mile route from Edinburgh City Centre to the Airport, 75% of the originally planned route to Newhaven.

With this decision, and the outcome of the dispute mediation process, the way is now set for the introduction of a tram service in the spring of 2014.

Edinburgh’s first trams, however, are likely to be running in December on a commissioning track outside the new tram depot that is now nearing completion at Gogar, 5 miles west of Edinburgh. The depot is designed to stable the entire fleet of 27 trams overnight and so can accommodate all of them until the project is completed.

Alastair Richards, Managing Director of Edinburgh Trams Limited, has seen the trams tested on Forth Bridge Siemens test track at Wildenrath in Germany and is clearly eager to see them arrive in Dalmeny Edinburgh. He explained that a 0.7 km

Tram Line Cancelled Tram Section Rail Line with Station

length of the tram line will be completed when the adjacent depot is opened and this will be used as a test track at speeds up to their 70kph maximum.

Trams In May 2008 a contract for the manufacture of 27 trams and their maintenance for 30 years was awarded to Construcciones y Auxilar de Ferrocarriles (CAF) who are building the trams at their factory in Irun, northern Spain. At 42.9 metres, they will be the longest trams in the UK and have been designed to negotiate Edinburgh’s tight curves and steep gradients.

They are 2.65 metres wide, weigh 56 tonnes and consist of 7 articulated sections supported on 4 bogie vehicles. The trams are powered from a 750 volt DC overhead catenary and have twelve 80kw traction motors on three powered bogies, with one of the intermediate bogies being unpowered.

Internally, the new trams have a continuous low floor, 300mm above rail height. To achieve this, auxiliary equipment is roof mounted. Bogies are rigidly fixed to the bogie vehicles with wheels on stub axles which are accommodated under the seats together with the longitudinally fitted traction motors. This arrangement has the benefit of reducing cornering squeal due to differential wheel speeds. Passenger counting and tram detection and positioning systems are also included.

Ocean Terminal Newhaven

Port of Leith Benard Street

Foot of the Walk Balfour Street

Primary Roads

McDonald Road

Edinburgh Waverley

Princes Street

Haymarket

St. Andrew Square

Sanwick Place

Haymarket

South Gyle

Murrayfield Stadium

Slateford

Kingsknowe

Edinburgh Park Central

Edinburgh Park Station

Gyle Centre

Edinburgh Park

Ingliston Park & Ride Gogarburn

Balgreen

Edinburgh International Gateway

Gogar Depot

Saughton

Edinburgh Airport

Bankhead

New Station

Picardy Place

New access road off Gogar roundabout

feature

august 2011 | the rail engineer | 39

Passive provision for 2 additional stabling sidings

8 x Stabling Sidings for 28 trams

Main Depot Entrance

Car Park

m Tra

PowerEnergy Centre

h rg bu din oE t e lin

Sub-Station

Control Room Offices, Stores, Workshops and Facilities for Personnel Overhead Crane

– Airport ne to Tram li

y to initiall

b

track e a test

Jacks and Turntable for Bogie Removal

Gantries and Pits

Wheel Lathe Tram Wash

Sanding

Location The depot at Gogar is located off the busy Gogar roundabout at the western end of the Edinburgh City bypass.

Access to the depot is from a new road off the roundabout across a new bridge over the tram line. This road will also provide access to the proposed rail - tram interchange station that Network Rail is to construct at Gogar on the Edinburgh to Fife lines.

The scale of the new depot is not immediately obvious to the thousands of motorists who pass the site each day as the depot roof is not much above the height of the adjacent road. This is due to height restrictions imposed on its construction as it is 0.8 km from the end of Edinburgh Airport’s secondary runway. As a result 350,000 cubic metres of material have been excavated to lower the site.

Construction of the depot is part of the contract awarded by Transport Initiatives Edinburgh (TIE) in May 2008 to a consortium of Bilfinger UK and Siemens for the provision of Edinburgh Tram’s infrastructure. In this consortium, Bilfinger are responsible for civil works and Siemens for rail systems including the track. Subsequently Siemens subcontracted BAM Rail to lay track for the tram system, including the depot.

Bilfinger subcontracted depot construction to Barr Construction who appointed their subsidiary Solway Steel to erect the steelwork. Thus at the

RunningLoop

depot, Barr are constructing the depot, associated M&E installations, the access road and depot hard standing. Siemens are providing control room systems and overhead catenary. Depot track has been subcontracted to BAM Rail which is installing a RHEDA slab-track system from Rail One.

Construction Preparations started early in 2009 with a large programme of utility diversions. These involved over 2,000 metres of services diverted or replaced including re-routing a principal trunk water main and a large diameter sewer as well as decommissioning a high pressure gas line. Structural steelwork and roof cladding was completed in December 2009.

Although work on the tram system is generally at a standstill due to the dispute between TIE and the construction consortium, work has continued to progress on programme critical items, such as the depot and the A8 underpass at the Gogar roundabout. As a result, although the depot is 9 months behind schedule, this delay is significantly less than that of the rest of the tram system.

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40 | the rail engineer | august 2011

feature

The depot building is constructed from a fully galvanised steel frame encapsulated in a combination of insulated cladding materials and curtain walling with large external doors. It incorporates a rain water harvesting system. The two storey accommodation block houses staff offices and the tram system control room.

Control The control room will be continuously manned. It will monitor the location and timekeeping of each tram by a Tram Position and Detection System (TPDS) comprising trackside and on-board equipment which enables trams to set their routes automatically and request the signals at road junctions to be changed to proceed. By exception, controllers can set and cancel routes. Although much of the system operates on line of sight, conventional signal and point interlockings are provided at locations where sighting is poor and/or the risk of collision is significant.

Tram signals at road junctions are controlled by the Urban Traffic Control system, which is linked to the TPDS. The control room will also contain the supervisory control system for traction power.

Workshop The workshop has one servicing road and three maintenance and repair roads each of which accommodates two trams. The service road includes a sanding plant and a Britannia washing plant provided by Smith Bros. and Webb. Having the tram wash inside the depot building ensures that trams can be washed throughout the year.

Inspection pits are provided at the east end of each of the three maintenance roads as well as gantries which provide access to the roof mounted auxiliary equipment.

Gantry access gates are locked unless the 750 volt overhead system is isolated. At the west end of the depot, one road has a Hegenscheidt wheel lathe which has been modified for the stub axle wheels. Another road has four sections of track that are simultaneously jacked up to raise a complete tram on its four bogies. Bogies can then be removed from under the tram by placing stands underneath it, lowering the jacks and using a turntable. An overhead crane spans two of the three roads in the maintenance depot.

In addition to the maintenance of the tram fleet, the depot will accommodate approximately 100 operational and 20

maintenance personnel. It is however for CAF to determine the number of tram maintenance staff required and Siemens the number of infrastructure maintenance personnel. The depot also provides a base for infrastructure maintenance and incorporates one of the 8 substations for the overhead catenary. Based at the depot will be a shunter and a combined overhead line maintenance and track maintenance vehicle (a Mercedes Unimog road-rail vehicle with demountable specialist attachments for gully cleaning, snow clearing and OLE access platform). Alastair advises that it is intended that specialist plant such as rail grinders will be hired in co-ordination with other UK light rail networks.

The depot will have 3.5 km of track within the building and on the hard standings.

There are eight stabling sidings which can hold a total of 28 trams with space for a further two sidings to allow for fleet expansion. The layout enables trams to be turned if it becomes necessary to even out wheel wear, although Alastair thinks this will be unlikely to be necessary as the mix of left and right hand curves on the system are relatively evenly balanced.

Gogar Transformed The farmland north of Gogar roundabout is now being transformed, and not just due to the construction of the sunken depot and its adjacent tram line. Trams will pass under the A8 immediately east of Gogar roundabout through a 52m reinforced concrete box underpass. As they emerge north of the A8 the tram line is close to and well below the adjacent railway, requiring a 20m high retaining wall.

Between this retaining wall and the depot will be the Edinburgh International Gateway tram stop, so called because it will connect with the planned new main line interchange station at Gogar on the Edinburgh to Fife line, providing onward passenger transfer to Edinburgh Airport from the rail network. This station, which is to be constructed by

Network Rail as part of the Edinburgh to Glasgow Improvement Project (EGIP), will be funded by Transport Scotland and also provides a bus interchange, covered cycle parking for over 100 cycles and access to the adjacent South Gyle shopping centre.

The trams are coming After completion of test running on Siemens’ Wildenrath test track in Germany, Edinburgh’s first tram was transported by road for public display in Princes Street between April and November 2010. It is now in storage nearby. The remaining 26 trams are now complete and will be shipped from Spain when the depot is ready for them. It is possible that some will be leased out for use on the Croydon Tramlink which began operation in 2000 and now requires extra vehicles to accommodate the growing demand.

On arrival at the depot the trams will be commissioned and tested on the adjacent test track and then stored, subject to a CAF specified care and maintenance regime, until full service introduction, possibly in 2013. This will include regular movement of the trams to avoid deterioration of the resilient rubber wheel mounts. The 0.7 km test track also allows driver training to start and provides an opportunity to demonstrate the trams to opinion formers and stakeholders.

It is unfortunate that the much publicised project delivery issues have both reduced public support for Edinburgh’s tram system and over shadowed the success of the innovative tram vehicles. Alastair Richards, who has worked on public transport projects across Europe, has found that although most tram schemes face initial opposition, soon after opening the problem of people not wanting trams becomes one of everyone wanting them. Edinburgh will have to wait another two and a half years for its trams when passengers will no doubt start to share Alastair’s enthusiasm for the comfortable, quiet and pleasant ride that they will provide.

In the meantime the Gogar depot’s test track will provide a taster for the future.

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42 | the rail engineer | august 2011

level crossings

Safe to Cross

Detecting obstacles writer

Stuart Rackley are nearly 7,000 level crossings on T here the Network Rail infrastructure. These range from large barrier and gated crossings operated by railway staff, through automatic barrier and half barrier crossings, automatic open crossings down to the humble footpath and bridleway crossing. Every one of these presents risks to road and rail user alike and it is a sad fact that pedestrians and motorists are killed and seriously injured every year. Following every accident there are train delays and cancellations causing untold inconvenience to railway users not to mention the cost of restoring the infrastructure to a safe working condition.

Whilst it is impossible to close 7000 level crossings, using the latest technology and engineering practices can reduce the risks for all users - motorists, pedestrians, rail staff and passengers.

LIDAR

RADAR RADAR LIDAR

One of the most serious level crossing accidents of recent times happened at Ufton Nervet in November 2004, when seven people lost their lives as the result of a driver committing suicide by deliberately manoeuvring his car around a half-barrier onto the permanent way and being struck by a First Great Western 125 train.

Enhancing safety at level crossings by being able to automatically detect obstacles at crossings became a priority and Network Rail is currently funding a research project to detect the presence of an object within the conďŹ nes of a level crossing. Designated MCB-OD (manually controlled barrier with obstacle detection), it uses scanning RADAR (radio detection and ranging) and LIDAR (light detection and ranging) technology.

The MCB-OD is similar to a CCTV monitored crossing but is automatic and therefore eliminates the risk of human error.

RADAR scans the crossing for larger objects on a continuous basis whilst the LIDAR system is capable of detecting objects such as a small child lying on the

ground near to the barriers. In practice, both RADAR and LIDAR have to conďŹ rm that there are no obstructions within the curtilage of the crossing so that the signalling system will clear to allow trains to proceed. Should an obstruction be detected, a sequence of re-raising and lowering barriers is followed. If the obstacle is then not removed, an alarm is raised in the controlling signalbox and set procedures have to be followed by the signaller to allow the train to continue past the protecting signal and for the driver to proceed at caution up to the crossing and report the situation.

Following an eight month trial at a crossing in Yorkshire, system approval has now been achieved and two more crossings will be equipped as MCB-OD in January 2012 with further sites to be identiďŹ ed for roll out in conjunction with crossing equipment renewal. The RADAR/LIDAR equipment is all located at the crossing site, so that maintenance can be carried out at the same time as routine crossing equipment maintenance. Similar systems are widely used in Germany, Japan and Israel with great success.

august 2011 | the rail engineer | 43

level crossings

Red lights In order to prosecute motorists for offences such as speeding, jumping red lights, etc, any authority has to use a Home Office approved camera (S31 RTA 2004).

Currently, the police are unable to prosecute motorists who ignore the red flashing lights at crossings solely on the basis of camera evidence as they are not Home Office compliant. However, a number of manufacturers are developing cameras for use at full and half barrier crossings which are expected to receive Home Office approval in this financial year and will be installed as soon as possible. There will be no need for a change in legislation and the police will retain the duty to prosecute.

Crossings equipped with the cameras will carry warning signs, but the offending motorist will know nothing until the notice of intended prosecution comes through the letterbox. The new cameras are so sophisticated that they will even be able to decipher number plates that have been deliberately obscured.

Sat-nav With an ever increasing number of new cars being equipped with satellite navigation equipment as standard and its expanding use as an accessory, UK motorists are set to benefit from a world first by being able to download a free application that alerts drivers with the sound of a train whistle when they are approaching a level crossing.

This development has been jointly developed by Network Rail and sat-nav manufacturer Garmin. The application can be downloaded from Garmin’s website. In a similar fashion to that which alerts the proximity of a speed camera, the device whistles like a train and an “X” appears on the screen with the name of the level crossing so that motorists can be aware and approach with care. The next step is to develop an intelligent version where motorists can plan a route that avoids level crossings altogether.

44 | the rail engineer | august 2011

level crossings The scale of the problem (ABCL) is prohibitive so Network Rail is working on a technology solution to install half barriers which, to the motorist, appear identical to either an ABCL or an automatic half barrier (AHB).

On the rail user side, however, there is minimal impact and a marginal interface with signals.

The detection already in place for the AOCL is used as a means of lowering the barriers. The cost is estimated to be about 10% to 20% of that of a full upgrade. This project is ongoing in conjunction with the Office of Rail Regulation (ORR).

A Police van equipped with up to nine licence plate recognition cameras.

User worked crossings

Mobile trial Another of Network Rail’s recent technology driven deterrents being put into use is a purpose built marked police van equipped with up to nine licence plate recognition cameras. One of these is mounted on a 10 metre extending boom that enables the camera to catch out offenders even when the van is not directly next to the crossing - especially useful where space is constrained and the van may cause a traffic hazard. First deployed in Kent, Sussex, Surrey and Hampshire, the technology incorporated into the enforcement vehicle was developed and fitted by Kent-based Futronics - designers and leading manufacturers of emergency vehicle command and control systems.

In order to cut down bureaucracy the van has access to all the systems required to process prosecutions instantly. During its first three months British Transport Police (BTP) officers, who operate the van, have caught and prosecuted 1131 people - more than 12 per day - for motoring offences despite the van having a very visible presence near to crossings.

AOCL Statistics show that although automatic open crossings locally monitored (AOCL) comprise less than 2% of the total number of level crossings in the UK, they account for 30% of all accidents. The cost of conversion to automatic barrier crossing locally monitored

Many user worked crossings equipped with telephones are located in long signal sections and users may have to wait for over five minutes for permission to cross because the signaller has insufficient information as to the exact whereabouts of the train. Excessive waiting time leads to impatience on the part of the user and the potential for misuse.

One solution is a low cost miniature red/green warning light system that will indicate when it is safe to cross. The system will incorporate a train detector such as an axle counter, predictor system or treadle that will, when activated, turn the miniature warning light to red 40 seconds before the train reaches the crossing. The telephone at such crossings will be retained. Installation of the new equipment is expected to start during the current financial year. The use of wind or solar powered equipment could obviate the need for a dedicated electrical supply which is costly in rural areas.

One big potential area to reduce misuse at user worked crossings is the development of POGO (power operated gate opener). This involves providing authorised users with a remote control device (like a garage door opener) which will open and close the crossing gates as required. Alternatively, gates may be operated by pushing a button at the side of the road which is situated in such a position that the motorist does not have to leave the car, or the horse rider does not have to dismount. A similar system can be used for bridleway and footpath crossings.

There are 539 level crossings in the counties of Kent, East and West Sussex less than 10% of the total for the UK. During 2010 there were: • 427 incidents of misuse reported by railway staff • 23 near misses with pedestrians • 11 near misses with vehicles • 19 incidents of vehicles striking barriers or other level crossing equipment.

Some incidents cause massive inconvenience and delays to thousands of passengers. For example, a vehicle struck a barrier in Sussex as it was lowering and dislodged it. As a result, the road and railway were closed for two hours whilst the damage was made good. 58 trains were cancelled, 30 trains had to start or terminate early and 271 trains were delayed by a total of 4300 minutes. This incident alone cost Network Rail around £150,000 in repairs and compensation payments.

As noted above, BTP successfully prosecuted 1131 motorists using only one special purpose van working an eight hour shift over a three month period. This equates to about 4,500 prosecutions per annum. How many more offenders would a fleet of such vans catch? Each offence has the potential to cause death or injury to the offenders and to other innocent parties.

Clearly, the scale of the problem is far greater than ever realised before.

Spoken warnings The current means of warning pedestrians that another train is approaching at crossings where two trains can arrive without providing the minimum road open time is for the yodalarm to change its tone.

Research has shown that the vast majority of the public do not understand this. A speech warning through a locally positioned loudspeaker to supplement the existing system has been successfully trialled and is now awaiting rollout.

Managing risk Risk assessments at level crossings are a critical part of their management.

Professional qualifications for staff are being introduced to improve the quality and consistency of the risk management process. This, in conjunction with an enhancement package of the level crossing risk model will create a world class level crossing risk assessment scenario.

Network Rail is working very hard to reduce the risks at level crossings by using the most advanced technology available and by updating older equipment and standards. In 2009 the ORR set Network Rail a target of closing 150 level crossings in one year. This has been exceeded and Network Rail is set to close 500 crossings in just three years. Given the difficulties created by local objectors and bureaucracy, this is a remarkably fine achievement. Long may their success continue as the safest crossing is still no crossing at all!

to From

shavings

crossings

46 | the rail engineer | august 2011

level crossings

disposal and recycling are two of W aste the major challenges facing businesses today. With strict controls backed up by legislation, there is no escaping the problem.

However, the old saying “there is nothing new under the sun” applies to waste disposal as much as anything else. 35 years ago a tyre re-treading business in Bavaria had the same problem. Before re-treading the original tread must be skimmed off so that virgin rubber can be vulcanised onto the old tyre carcass. Re-treading was going very well, but the mountain of rubber shavings was increasing by the day. What could be done with this mass of original rubber?

Smooth passage Natural rubber is a wonderful material.

Without its resilience and strength transport would be very different. Today’s roads would not last long under lorries with solid tyres.

Rubber absorbs most of the humps and bumps at the interface between wheel and road. So when an engineer from Kraiburg, that Bavarian tyre company with the waste problem, noticed how bumpy railway level crossings could be, it set him thinking.

Couldn’t rubber be used to smooth the passage between wheel and railway? It would absorb much of the shock of heavy traffic bumping onto level crossings and thereby protect the geometry of the track.

What would be needed were flat rubber panels to fit into the track. Kraiburg already had the expertise to vulcanise all those waste rubber shavings into interlocking panels which could be tied together with steel rods to make large flat areas of rubber. The panels should prove to be almost indestructible and relatively easy to work with.

The rubber vulcanising process involves heat and pressure so a large heated press was installed, tooling designed and rubber level crossings were born. They were christened STRAIL, ST for street and - you can guess the rest.

First crossing In 1976 the first STRAIL rubber level crossing was installed at Recklinghausen in the Ruhr area of Germany. DB (Deutsche Bundesbahn at the time) and road users were most impressed and more STRAIL crossings were ordered.

Since then, the story has been one of improvement and expansion. In 1993 the entire Oxberg bridge in Sweden was decked with STRAIL panels and, in the same year, a very hard corundum anti-skid surface was introduced. 1997 saw the introduction of pedeSTRAIL, a light weight system for pedestrians, and in the same year 1,270 square metres of STRAIL was installed in the marshalling yards at Wels in Austria- a record area of rubber surface.

More exports followed to Finland, New Zealand, Argentina, Hong Kong and 46 other countries around the world. STRAIL rubber level crossings enable road traffic to cross railway lines quietly, comfortably and safely.

Arrangement Standard STRAIL level crossings are made up of full depth rubber panels weighing about 130 kg each. They protect the geometry of the railway track from the impact of heavy traffic and may be installed and removed easily for tamping and other track maintenance. The corundumimpregnated rubber surface gives road wheels a good grip and has a long service life. The rubber insulates one rail from the other, and also reduces noise nuisance by absorbing vibration within the rails.

When installed, the individual panels span from sleeper to sleeper. They are supported throughout, resting on the sleepers and the ballast. Across the track they are shaped to slip under the rail head. Along it they are both interlocked with a tongue and groove connection and held together by high tensile steel rods running the entire width of the road. Thus it is virtually impossible to dislodge an individual panel.

august 2011 | the rail engineer | 47

level crossings Variants STRAIL rubber level crossings are still made

by Gummiwerk Elastik KRAIBURG GmbH at Titmoning in Bavaria. The company which made the original rubber level crossing is now the world wide market leader in rubber level crossing systems. A policy of continual development has led to a series of variations on the standard theme including pedeSTRAIL, an economic system for pedestrians and innoSTRAIL with larger fabric reinforced panels which are independent of sleeper spacing. pontiSTRAIL is more tolerant of vertical track movement after tamping and veloSTRAIL is a decking system with a deformable flangeway groove. A replaceable wearing part deforms under rail wheels but not under light loads such as bicycles or wheel chairs.

Noise reduction As a development of the noise-deadening characteristics of the original STRAIL crossing panels, the company has developed a sister range of noise reducing products for use with embedded rails for street-running trams. These STRAILastic systems are used to isolate the rail from the road surface, reducing the transmission of vibrations. Some grades have more attenuation, suitable for tramways passing sensitive areas such as opera houses. There is even a variant which incorporates grass in the four foot.

The STRAILastic concept has now been transferred to conventional ballasted track. It uses solid pieces of heavy rubber clamped to both sides of the rail web between each sleeper to deaden vibrations. The system absorbs a wide range of frequencies and initial trials south of Dresden have shown a dramatic reduction in noise.

So STRAIL is using more and more rubber on the railways. It’s a shame they don’t make those retreaded tyres any more - they now have to buy-in the rubber!

(Top) pediSTRAIL in Japan (inset) veloSTRAIL closes the flangeway groove.

Now STRAIL rubber level crossings are also in India, making it: 50 countries not out!

STRAIL is a brand of the

group

STRAIL (UK) Ltd. / Richard Whatley / Tannery Lane / Send / Woking / GU23 7EF / Great Britain phone +44 (14 83) 22 20 90 / fax +44 (14 83) 22 20 95 / richard@srsrailuk.co.uk

48 | the rail engineer | august 2011

level crossings

No more

long w a i t s writer

Phil Waddingham Project Manager, Invensys Rail

you ever waited at a level crossing, H ave wondering when the train will go past?

It often seems to take ages - so long that you start playing with the radio or opening the window to listen for the train.

It’s just that sort of frustration which tempts people to take risks, to drive round half barriers or to jump over the gates. And unfortunately, every year several of them aren’t quick enough.

Traditional technology Traditional level crossing systems initiate a crossing warning sequence at the ‘strike-in’ point (calculated to be the point at which a train travelling at the maximum permissible speed cannot arrive at the level crossing in less than the minimum prescribed warning time). But these systems are very capital intensive. Even for the most basic bidirectional control on a double line, they require at least six track circuits and twelve treadles in addition to four location cases, cabling, power sources and insulated rail joints. This makes them expensive both to install and to maintain. They are also time inefficient, potentially forcing traffic to wait longer than necessary if the train is travelling at anything less than the maximum permissible speed.

Predictor

WESTeX provides economical bidirectional control.

For these reasons, signalling and level crossing specialist Invensys Rail has developed the WESTeX GCP3000 Level Crossing Predictor. It significantly reduces the amount of equipment required, thereby reducing cost, whilst at the same time delivering operational benefits. Typically, the system requires just a single unit at the crossing itself, together with passive termination shunts between the rails at the strike-in point. The basic principle of the predictor is that once an approaching train has travelled over a shunt, the system

calculates the speed of the train and therefore the point at which it will arrive at the level crossing. By calculating the speed of the train, the GCP3000 is able to provide a consistent, pre-determined warning time for each train regardless of its approaching speed, minimising disruption to road users and significantly reducing the risk of crossing abuse.

Once the train has passed over the level crossing, the sequence to re-open the crossing to users is initiated - the WESTeX GCP3000 monitors the train until it has passed over the termination shunt, ensuring that the same level of bi-directional functionality is provided as with a conventional system.

Following the successful completion of trial sites and approvals, a number of WESTeX GCP3000 Level Crossing Predictors have now been commissioned and are successfully operating at Miniature Stop Light (MSL) sites across the UK. The UK sites installed so far have included variations such as TI21 track circuits, TCAIDs, signal regulation and station controls and the GCP3000 certificate has now been extended to cover these.

Over an 18 month period GCP3000 systems were commissioned at Leeds, Manchester, Newcastle, Inverness, Sleaford, Leicester, Salisbury and Grimsby for Network Rail and at Menarys and Muckamore for Northern Ireland Railways. Since the

commissionings, with a total of over 200,000 hours in use, there are no reported problems on any of the GCP3000 installations. Two of these sites in particular, Barrowby Lane at Leeds and Menarys near Portrush have very complex layouts including stations, which are dealt with solely by the GCP3000 Predictor. This would either not have been possible, or would have been much more expensive, with other equipment.

Controller But of course MSL crossings are only part of the picture. Invensys Rail’s WESTeX range provides a complete suite of products and systems for level crossings for a wide range of applications and crossing types. Whilst the GCP3000 is already delivering significant savings in terms of design, installation and capital equipment costs, the introduction of the GCP4000 Level Crossing Controller together with the S60 barrier machines is realising yet more efficiencies. The GCP4000 system provides complete train detection as well as interfacing with signalling equipment, barrier/light equipment and obstacle detection systems. This can provide full crossing control for up to six lines and four barriers, as well as complex layouts - for example areas containing stations or multiple lines.

An advanced predictor and solid state crossing control system, GCP4000 provides detection and crossing control whilst removing the need for relays. For example, a

august 2011 | the rail engineer | 49

level crossings

standard Automatic Half Barrier scheme would have approximately 30 relays with a GCP3000 system. With a GCP4000 and S60 barrier machines, no relays are required. The PSO4000 card, which is available either for use with the GCP4000 chassis, or as a stand alone unit, allows GCP4000 to be used in any electrified area.

The system also eliminates the requirement for a large REB (Relocatable Equipment Building) to be installed, generating both cost and programme time reductions through installation and material savings.

Barriers Completing the current WESTeX range is the S60 Barrier Machine which can be driven directly from the GCP4000 without the need for interface relays and can be used with existing crossing control equipment. Lightweight and available in a range of configurations, this machine uses less power and requires a smaller equipment housing and footprint than conventional systems. The post on which the S60 is fixed is designed to also mount the road traffic lights.

Compared to conventional technology, the WESTeX suite of products has been proven not only to deliver outstanding

performance, but also significant efficiency gains in terms of reduced capital and ongoing operational expenditure and minimised whole life costs. In the majority of cases when using WESTeX, level crossing schemes can utilise proven application templates - significantly reducing the effort and expense required to design and implement new schemes.

Non-disruptive Due to much simplified equipment, testing and delivery techniques adopted from Invensys Rail North America, WESTeX projects are typically delivered during nondisruptive possessions. For example, all of the installed GCP3000 units in the UK have been commissioned in single 12 hour possessions. Site deliveries are carefully planned to ensure that all the equipment required is delivered to site on pallets, allowing a specialist, multi-skilled team to install, test and commission the level crossing equipment in the minimum time.

Having completed the ten sites, Invensys Rail has now been successful in securing the third tranche of the Network Rail London North Eastern crossing renewal programme.

In addition, the company is also providing product support to other third party suppliers on a large number of other

Network Rail schemes which are specifying GCP3000 predictors.

The WESTeX range has been developed to address every aspect of level crossing delivery, from design through to commissioning - not just technology or equipment. This ‘whole system’ approach has proved to be particularly successful in the UK, where, in close collaboration with Network Rail and Translink (Northern Ireland Railways), real efficiencies and cost savings have been achieved across a number of sites.

Finland Outside the UK, WESTeX systems have also been commissioned for Liikennevirasto, the Finnish Transport Authority, and more recently, with Kollektivtransportproduksjon AS (KTP) in Oslo. In Finland, Invensys has installed and received full approval for the WESTeX GCP3000 system on a number of sites since 2008, fully meeting Finnish Rato requirements and providing high reliability and safe operation with zero failure hours.

The systems are working in extremely harsh environments - with winter temperatures as low as -35°C. Offering a suite of products, the WESTeX range of products should cut down the time we all spend at level crossings waiting for a train.

Testing a WESTeX installation.

50 | the rail engineer | august 2011

level crossings

48 hours and counting… writer

Charles J. Newlands Managing Director, Eldin

Llanidloes Road crossing, seen from above.

Weig Lane deck installation.

crossings are often described as a L evel microcosm of railway engineering with complex multidiscipline interfaces and many external stakeholders.

This was certainly true recently on the Cambrian line. As the first railway in Britain to be fitted with ERTMS (European Rail Traffic Management System) signalling, the eleven existing level crossings had to be reengineered and integrated with the control centre at Machynlleth.

Ansaldo STS were contracted to deliver the ERTMS system by Network Rail, and Ansaldo in turn selected Eldin to carry out all the work on the level crossings. Three of the existing crossings were MWG (Manually Worked Gates), and these had to be upgraded to MCB-CCTV (Manually Controlled Barriers with CCTV), while the other eight were AHBCs (Automatic Half Barrier Crossings).

Final signalling commissioning was required to be completed over 4 days to enable the route to reopen for dynamic testing and driver training. This meant that the three gated crossings had to be converted to full CCTV & ERTMS control within the first 48hrs to allow testing of the remaining 130 route miles to progress.

Changeover A major consideration for the project team was that level crossings would have to be converted well in advance of the main ERTMS commissioning to ensure that all functions had been fully tested before connection to the new control centre. Early consultation with the Network Rail level crossing team in York provided valuable input to the ground plan design process.

Experienced civil engineering and signalling construction management staff from Eldin were involved from the design concept stage and this ensured best fit for pre-construction.

Access for construction and storage of materials were major considerations and the project team worked with Network Rail to acquire land for crossing equipment buildings and parking. This provided dayshift working during the majority of the contract, reducing the need for night-time possessions.

The task of designing interfaces with 130year-old semaphore signalling on level crossing approaches was tackled early and resulted in a 2-stage approach; first the delivery of crossing renewals followed by the change-over of control.

The first stage required the conversion of the MWG gates to barriers. This allowed for a significant quantity of the civil engineering to be completed early and for removal of the old mechanical equipment.

Difficulties were encountered as the interface to a mechanically controlled signal box or ground frame is significantly different to that of an MCB-CCTV interfaced to a CBI (Computer Based Interlocking).

Due to the time available within the final commissioning period and the extent of the changeover required for the traditional solution, a fresh approach was required. A new modular interface solution was developed, the crossings becoming more of a slot-type interface to the signalling system where one solution practically fits all. A temporary panel and control unit was introduced to minimise any works with the existing mechanical infrastructure.

Final commisioning to MCB-CCTV was then undertaken with modification to around 30 signal wires which allowed the changeover, testing and commisioning to be achieved in such a short period.

august 2011 | the rail engineer | 51

level crossings Track and deck upgrades

Cost reduction Project Management investigated the cost of MCB renewals and found a range across the network of between £650,000 and £1.3 million per site. To contan costs, Eldin were asked to deliver the Cambrian crossings for under £500k each. This was a challenging target as 60% of the cost was made up from construction and manufacturing.

Eldin’s level crossing delivery strategy, developed with Network Rail and Ansaldo, involved the early installation of under-track crossings for new cabling and the purchase of land for equipment building foundations whilst the final level crossing ground plan designs were still being developed.

Eldin worked very closely with Ansaldo designers and Unipart Rail to develop high standard, cost effective, modular signalling equipment buildings. These operate the new level crossings remotely from the ERTMS Signal Control Centre in Machynlleth via the FTN network.

The project developed key relationships with the Network Rail maintenance delivery unit in Shrewsbury and the enhancements delivery unit in Cardiff, drawing resources from Network Rail Western Region.

As infrastructure delivery partner, Eldin managed the signalling installation and civils to install Ansaldo’s design and worked closely with the independant testing organisation OSL to deliver crossing renewals. The partnering style of the project created an open and honest approach to problem solving, which in turn reduced any need for man-marking within client and contractor teams.

Main trunk road Traffic surveys revealed the main A470 Llanidloes road carried 8,500 vehicles per day as it is the arterial route to mid Wales.

Working safely on such a road required special measures including land purchase for buildings and materials.

The junction adjacent to the crossing had become labelled an “accident blackspot” due to its adverse camber and high road speed.

The final scheme had extensive consulation with the local council highways department and ORR inspectorate. This delivered a reduced road speed and advance warning lights to provide better sighting.

Eldin proposed a safe and novel solution to create a 36m long under-road cable crossing without disrupting road traffic by directional drilling under the main carriageway. This type of drilling is normally

used under rivers and roads and Eldin worked in partership with Network Rail civil engineers in Swindon to develop a process that prevented track twist or heave.

Road closures for the final commissioning required over 130 dual-language traffic management signs, a 43mile detour and two Police cautions to local residents.

Dynamic testing Working in partnership with Network Rail, Ansaldo STS trainbourne testing engineers and OSL conventional testers, Eldin arranged a complex system of traffic management, train protected paths and local barrier controls. These allowed trains to run at linespeed to test strike in and timing under ERTMS controls.

And all in two days!

Balise installation on the approach to Caersws crossing.

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52 | the rail engineer | august 2011

level crossings writer

Mark Coates Smith Director, Holdfast Level Crossings Limited

Perfect Panels railways, whether they are metros L ight or trams, tend to run in an urban environment. They therefore have a greater need for road vehicle and pedestrian crossings than most heavy rail systems. In addition, those crossings are often in awkward locations, on bends or gradients, rather than on simple straight track. So the standard level crossing solutions which work well on main line railways aren’t always suitable for their lighter equivalents.

For these reasons, crossing specialist HoldFast has developed quite a reputation as a problem solver. It can cope with difficulties such as variations in track gauge, fastener type, rail type and sleeper design and materials which can all present formidable challenges. In addition, the position and angle of the crossing relative to the road is critical. If the crossing is on a curve, gauge widening may well need addressing.

Metrolink Manchester Metrolink provides several good examples of this. Trams run on streets in the city centre, but most of the routes in the suburbs use former heavy rail lines. Line extensions started in late 2008 and these have increased the system’s length from 37 to 97 km with at least 99 stops. As a result the tram fleet is also being increased from 32 vehicles by the purchase of an additional 62 Bombardier Flexity trams.

A new depot at Trafford, between Old Trafford and Trafford Bar, will be able to store up to 40 of the new tram sets. Access will be needed across all these lines for both pedestrians and vehicles and HoldFast were selected to provide the crossing panels.

Some of the Old Trafford crossings lay on a tight 30 metre radius. HoldFast’s design solution was a crossing system with bespoke panels being shaped to fit, being pushed into the webbing then drilled and pinned into wooden sleepers. Had there not been wooden sleepers, wooden bearers would have been placed between the concrete sleepers instead.

100% recycled The HoldFast Crossing System consists of a range of rubber panels which are 1.8m in length and are manufactured 100% from recycled tyres. Installation is simple. Two panels are designed for the four-foot / gauge area and then cess / field / six-foot panels are placed on the outside of the rails and retained by either a concrete or PVC edge beam. The panels are held together laterally (along the line of the track) by a

base plate which has turrets. A base plate, with ‘legs’ and ‘turrets’, is placed over a sleeper at the centre line of the road, retaining the crossing in place. At either end of a crossing a deflector plate is placed in the middle of the gauge area.

Specially manufactured panels are used when the track layout necessitates a different arrangement. This could be on tight radii, as in the Metrolink example above, when rail tracks are laid more closely together than normal, or when they are highly skewed with regard to the crossing axis.

Neasden One bespoke installation was at London Underground’s Neasden depot as part of the 2012 Olympics enabling works, a project managed by BAM Nuttall.

Neasden is the largest depot on the London Underground and is the home for the Metropolitan Line’s fleet of A-stock trains. It has recently been heavily upgraded to accommodate the new Bombardier-built S-Stock which entered service last year.

As part of the upgrade, new level crossings were required just where flat bottomed rail turned into bull head rail (in some locations leading out of A45 crane rail). Fish plates and rail welds provided further complication.

Added to this was the need to accommodate bonding cable, different types of clip and different types of sleeper.

However, the crossing was successfully installed over two days with a series of modified panels. Installation Manager, Andy Wilcox, Director of contractor LCi, explained: “Every panel was measured and cut to fit on site. Despite the complexity of installation and with just a three man team we successfully delivered the completed installation on time and within the possession.”

Farringdon Cables also caused complications at London’s Farringdon Station. It too is being upgraded, as part of the Thameslink programme, and when complete in 2017 will be the only station from which passengers will be able to access Thameslink, Crossrail and London Underground services, offering links to four of the capital’s major airports and the country’s two international rail stations.

The twin 5.4 metre crossings had to be installed over sleepers with irregular centres, fish plates and bonding cable. Once again standard HoldFast panels had to be modified, and the crossings were successfully installed for Costain Laing O’Rourke.

Docklands Light Railway Two different problems posed challenges for HoldFast engineers on the Docklands Light Railway (DLR). A crossing at the remodelled Canning Town Junction had a high degree of skew.

Panels on highly-skewed crossings can be more readily moved by vehicles passing over them - they tend to slide up the angle of the track. To overcome this, the HoldFast rodded system consists of two oversized panels that are compressed to 1800cm and then held under tension by steel rods passing through the panels. It is ideal for such applications due to its good vertical retention and has already been installed in many countries including France, Portugal and Australia.

In addition to this complication, channels had to be cast in the top of the panels to accept data cables which allow the driverless DLR vehicles to keep track of their location.

Adam Jones (Carillion Rail) commented “HoldFast was chosen over other systems due to the ease of construction, customisability (inclusion of a slot for signal loop cable) and also previous experience with installing HoldFast Crossings. As expected, installation of the panels was straight forward and the client is pleased with the finished crossing” Also installed on the DLR are fifteen of HoldFast’s 900mm wide Pedestrian Walkways. These hardwearing panels are quick and easy to install and provide safe access for foot traffic without trip hazards.

In light rail, it almost seems that bespoke crossing installations are more common than simple ones!

w www.holdfastsolutions.com

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