Rail Engineer - Issue 160 - February 2018

Engineer

by rail engineers for rail engineers

FEBRUARY 2018 - ISSUE 160

What?

Sevenoaks Tunnel

again?

YULETIDE ACTIVITIES The orange army of Network Rail and London Underground workers were out in force again over Christmas. A series of articles report on all of the major projects undertaken.

RAIL INFRASTRUCTURE

BRIDGE BASHING!

ENERGY VAULT GETS GREEN LIGHT

1,800 bridge strikes a year cost the UK economy around £23 million. One bridge was hit 18 times last year. What’s being done about it?

Quality Essential Distribution’s Energy Vault battery storage system delivers impressive results during tests on a Merseyrail station.

www.railengineer.uk

ENVIRONMENTAL

Rail Asset Management Summit 28th February 2018, London

Secure your place at:

www.railsummits.com With millions of assets across the rail network, how the industry manages those assets directly correlates with the bottom line and a network that runs efficiently and safely.

SESSION 1: Moving from BIM to Asset Management SESSION 2: Managing rolling stock and associated assets SESSION 3: Infrastructure – how to manage so many diverse assets SESSION 4: How could assets be better managed in the future?

KEY SPEAKERS: Navil Shetty (Atkins) Institute of Asset Management Julian Schwarzenbach (DPA) Institute of Asset Management Matthew Justin (WSP) Technical Director Stirling Kimkeran (Omnicom Balfour Beatty) Head of Technical Services Patrick Bossert (Ernst & Young) Associate Partner Tim Flower (Network Rail) Head of Maintenance

RAIL ENGINEER MAGAZINE

CONTENTS

24

06 10 56 60 64 68 72

Christmas Works

12 16 24 26 34 36 42 46 48

Feature News Infrarail, Carillion, New stations, HS2 viaduct.

OPINION – Complex asset portfolio?

Julian Schwarzenbach suggests ways to avoid surprises and deliver benefits.

A time for innovation Stobart Rail & Civils shows off its three ballast undercutters.

Reserves keep the MOD on tracks Simon Killips describes the activities of 507 Specialist Team Royal Engineers.

Smart solutions harness great potential for rail Siemens IPC is using industrial PCs to support SCADA and other rail systems.

ASPECT The IRSE’s 2017 ASPECT conference took place in Singapore.

New thinking for point operations Loughborough University’s Repoint Light points system was discussed at ASPECT.

Environment

54

Merseyrail gives Energy Vault the green light Quality Essential Distribution’s Energy Vault uninterruptible power supply.

Yuletide activities Network Rail delivered £160m of engineering work over Christmas and New Year.

Christmas under London Mark Phillips reports that Transport for London engineers were also out at Christmas.

London Bridge – the final countdown Clive Kessell revisits London Bridge station as work nears completion.

Preparing for Thameslink Traffic Management and Automatic Train Control will be needed for full capacity.

Crossrail Christmas at Paddington Paul Darlington on the work in Platform 2 and at Old Oak Common.

Christmas at Redhill A new polystyrene platform was just one of the changes.

Northam junction – S&C success Bob Wright explains how £8 million of S&C went down near Southampton.

Birmingham resignalling Major resignalling work in the West Midlands and a new junction near Smethwick.

Rail Infrastructure

Fibre Optics as a sensing tool Two presentations at ASPECT detailed new applications for fibre-optic systems.

74

What? Sevenoaks Tunnel again?

Grahame Taylor celebrates a second Christmas inside a soggy tunnel.

80

76 80 86

Bridge bashing. But What the Truck?

Collin Carr reveals that 1,800 bridge strikes take place every year. What’s to be done?

Digging deep in the valleys Graeme Bickerdike visited Rhondda tunnel, accompanied by a mines rescue unit.

Tunnel Aerodynamics Grahame Taylor explains how pressure changes can cause significant damage.

54 Rail Engineer | Issue 160 | February 2018

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A

EVENT

WWW.RAILROADSHOW.COM NO BETTER TIME Never has it been a better time to be in the rail sector. There is a vast opportunity for suppliers to secure new contracts across both the existing network as well as within new large-scale infrastructure projects.

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All this is leading to confusion and missed opportunities.

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Matthew Riley (Procurement Business Partner) RSSB PLUS OTHER SPEAKERS FROM:

ORR, HS2, Costain, Resonate and Bid Management International

ON THE DAY… The day will be split in to two distinct sessions.

The first part of the day will be our standard summit format in which we have invited respected speakers to discuss key topics.

For the first time, we are thrilled to be offering workshops for the second part of the day. This will allow you to take away tangible learning to enable you to really put in to practice what you have learnt.

Bid Management International and leading procurement specialists, will conduct the workshops. They have a wealth of experience in civil engineering, power, rail, airports and building. They have worked with major contractors and clients such as Network Rail both in the UK and overseas.

The first session will be held at Addleshaw Goddard, London on the 8th March.

RAIL ENGINEER MAGAZINE

EDITORIAL

A guid new year

I

n Scotland, the New Year greeting is offered well into January to those seen for the first time since the old year. As we go to press at the end of January, we would like to follow this tradition by wishing our readers a very happy new year.

2018 will be a particularly good year for many rail passengers as benefits are realised from projects started years ago. In Scotland, electrification will bring faster and longer trains between Edinburgh and Glasgow. In the North West, electrification is scheduled for completion and the Ordsall Chord will have a full service.

Completion of the Great Western electrification between Paddington and Didcot will bring significant passenger benefits whilst, further down the line, signalling enhancements will give Cornwall more trains.

London’s two megaprojects will use digital signalling and automatic train operation to deliver a huge increase in capacity. May will see the Thameslink core carrying 18 trains per hour whilst, in December, the opening of the Elizabeth line central tunnel will link Paddington with North Kent.

Completion of these projects, and around two thousand new rail vehicles, will bring significant benefits, with many delivered by the new May timetable. These new trains will enhance services in Scotland, in Northern England, on the East Coast and Great Western main lines and in London. ScotRail’s refurbished HST fleet will demonstrate that improved trains need not be new ones. This point, and the thousands of rail vehicles on order, did not feature in recent uninformed press reports on the age of UK trains.

These improvements arise from investments made after demand had increased. Hence, there is inevitably a lag in satisfying demand as it takes time to deliver extra rail capacity. With the resultant over-crowding and disruption from the required engineering work, passengers do not necessarily see that the industry is working for their long-term benefit.

Emotive headlines such as “Christmas of rail chaos to disrupt festive family time” above stories that rarely explain the benefits of such major work, or the blockades they require, highlight the need for a cross-industry PR offensive which could build on the service improvements being delivered this year.

This month, most of our magazine concerns the £160 million programme of work that Network Rail and its suppliers delivered over the festive season. This required over a thousand possessions with no significant overruns. As Clive Kessel reports, this included the last major work on the London Bridge and Thameslink projects to commission previously completed track work and provide ETCS infrastructure. He also describes the traffic management system that, with ETCS and ATO, will deliver a 24 trains per hour service in 2019.

24 trains per hour will also be provided by Crossrail’s digital signalling, as Paul Darlington describes. His feature also explains how Christmas saw Network Rail’s largest data signalling upgrade implemented at Paddington as part of the Crossrail work, which also laid the final connection between the national rail network and the Elizabeth lines.

In the Midlands, we report on Soho North junction’s remodelling and signalling work to provide greater capacity between Birmingham and Wolverhampton. At Redhill, passengers should appreciate their extra platform which, as we describe, was brought into service after a twoyear programme of work culminating in the Christmas blockade.

Passengers are unlikely to notice the work done to ensure a resilient railway. We have two such examples. From Southampton, Bob Wright reports on the challenges of renewing 14 S&C sets at Northam junction, whilst Grahame Taylor reports (again) on what it takes to keep the Sevenoaks tunnel dry.

These are just a few of the nearly 3,000 sites at which over 32,000 people worked over Christmas on the main line network. Nigel Wordsworth’s ‘Yuletide activities’ feature describes many more.

Our Christmas coverage would not be complete without a feature on London Underground’s work over the festive period. As Mark Phillips reports, this included the renewal of crossovers at Earls Court and connecting the new Northern line tunnels with the old ones.

We regularly report on various initiatives with great potential.

This month we consider bridges, tunnels and have a report from Singapore, where the IRSE recently held its biennial international ASPECT conference on worldwide signalling practice, including some promising innovations.

The “What the truck” campaign seems to be reducing the 1,600 bridge strikes each year, as Colin Carr explains. We also explain the complexities of analysing pressure waves in railway tunnels to avoid damage and safeguard delicate human orifices, lineside cabinets and maintenance trollies!

Aerodynamic effects will not be a problem if Rhondda tunnel reopens, as only walkers and cyclists would pass through it. Graeme Bickerdike’s report concludes that there do not seem to be any engineering showstoppers. Perhaps the Army could help? Whilst railways are no longer an essential part of military strategy, we describe how the British Army still has specialist rail expertise.

Although 2018 promises to be a good year for the industry and its customers, unfortunately this is not the case for those with Carillion, for whom Network Rail’s guarantee of pay until April offers a little respite. Our thoughts are with them.

RAIL ENGINEER EDITOR

DAVID SHIRRES

Rail Engineer | Issue 160 | February 2018

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THE TEAM

NEWS

Editor David Shirres david.shirres@railengineer.uk

Production Editor Nigel Wordsworth nigel.wordsworth@railengineer.uk

Production and design Adam O’Connor adam@rail-media.com Matthew Stokes matt@rail-media.com

Engineering writers bob.wright@railengineer.uk chris.parker@railengineer.uk clive.kessell@railengineer.uk collin.carr@railengineer.uk david.bickell@railengineer.uk graeme.bickerdike@railengineer.uk grahame.taylor@railengineer.uk lesley.brown@railengineer.uk malcolm.dobell@railengineer.uk mark.phillips@railengineer.uk paul.darlington@railengineer.uk peter.stanton@railengineer.uk stuart.marsh@railengineer.uk

Advertising Asif Ahmed

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Rail Engineer | Issue 160 | February 2018

Secretary of State at Infrarail Having been confirmed as remaining Secretary of State for Transport in the Prime Minister’s recent cabinet reshuffle, Chris Grayling has also been announced as delivering a keynote speech on the first day of Infrarail 2018.

Revealing the Secretary of State’s involvement, Kirsten Whitehouse of exhibition organiser Mack Brooks said: “It is great news that the current Secretary of State for Transport will be speaking at Infrarail this year.

“Infrarail has always had a close relationship with Government and the Department for Transport, and it will be fascinating to hear his thoughts on the state of our industry and his plans for its future.”

Chris Grayling will deliver his address in the show’s technical seminar theatre, organised by the show’s media partner, Rail Engineer. Further keynote speakers will be announced shortly.

The event has long been the leading showcase for the very latest railway infrastructure technology and expertise.

The list of high-profile organisations already confirmed includes HS2, the Railway Industry Association, CEEQUAL, Rail Baltica, the Permanent Way Institution, the Rail Industry Supplier Qualification Scheme and the Rail Supply Group, as well as a broad spectrum of companies

representing the entire supply sector.

With four months to go, the bi-annual show is looking to be one of the best ever.

Infrarail 2016 featured 240 exhibitors while 5,300 industry professionals attended the show. Many exhibitors reported securing key new contacts and valuable new business leads, with 97 per cent achieving their pre-show participation targets.

Registration for visitors attending Infrarail 2018 can be completed by visiting the show website at www.infrarail.com and following the link to the online registration form.

NEWS

Farewell Carillion?

When the news broke that Carillion had gone into liquidation, many people were astonished. Carillion was the secondlargest supplier to Network Rail, had an HS2 construction contract (as part of a joint venture) and numerous other rail contracts across the country.

So what went wrong?

Payments dried up on major projects in the Middle East. In Qatar, where the company had a £500 million involvement in the Msheireb redevelopment of Doha as part of preparations for the 2022 World Cup, a reported £200 million unpaid bill had a major effect on cashflow.

Nearer to home, the £350 million contract to build Birmingham’s Midland Metropolitan Hospital had run into engineering problems, asbestos was discovered on the site of the £335 million Royal Liverpool University Hospital causing extensive, and expensive, delays, while construction problems on the Aberdeen Western Peripheral Route also hit profits, and cash.

None of this was down to work on the rail network. However, as Carillion Rail wasn’t a legal entity, but formed part of Carillion Construction Ltd, it couldn’t easily be sold off even if there had been a buyer for it.

Now the whole group is in liquidation. As this is written, the Official Receiver’s special managers - PwC - and Network Rail had come to an agreement to ensure that PwC would pay employees’ wages for work done on and supporting

Network Rail’s projects until after Easter. Rail employees would also be paid as normal in January for work done in January.

Reportedly, PwC has also received offers for the Carillion Rail business, if it can be unpicked from the group structure.

Of the HS2 joint venture, partners Kier and Eiffage are now 50/50 joint venture partners delivering two of the seven civil engineering packages, lots C2 and C3. All 51 Carillion employees, including apprentices, working on the CEK HS2 joint venture have been offered the opportunity to join Kier/Eiffage with continuous service being maintained.

Carillion Powerlines, which is undertaking electrification work in Scotland and in the Midlands, was owned 50-50 by Carillion and Powerlines Group. However, the collapse of a shareholder doesn’t affect the status of the limited company that is Carillion Powerlines, so that is continuing to operate as normal.

So what happens next? Only time will tell, and may even be known before this issue of Rail Engineer reaches you, such is the speed with which these things happen.

coming soon...

MARCH / SEPTEMBER 2018 SIGNALLING & TELECOMS Three of Rail Engineer's writers specialise in this complex field that keeps the railway running and will provide the key to increased capacity and safer running in the future: Barriers, Broadband, CCTV, Displays, Driverless Systems, Equipment, ERTMS, GSM-R, Gantries, Hazard Warnings, IP Networks, Information Systems, Level Crossing Surfaces, Loudspeakers, Operating Systems, Protection Systems, Radio, Resignalling Schemes, Signalling Power, Software, Training, Warning Systems, WiFi

APRIL / OCTOBER 2018 ROLLING STOCK & DEPOTS With trains and their systems becoming ever more complicated, Rail Engineer’s specialist writers cover everything that improves performance, increases efficiency, and keeps customers happy: Components, Condition Monitoring, Depots, Equipment, Fuel, Inspection, Interiors, Lifting, LightRail Vehicles, Lighting, Maintenance, New designs, Passenger Information & Entertainment, Refurbishment, Train Washing, Tram-Train, Underground Trains, Wheel / Rail Interface

MAY / NOVEMBER 2018 PERMANENT WAY Twice a year, Rail Engineer considers the elements that make up the permanent way – rails, sleepers, clips, pads, ballast and even the make-up of the embankment on which the track sits.

Ballast, Excavation, Fastenings, Geotechnical, Grinding, Installation, Lifting, Lighting, Maintenance, Milling, On-track Machines, PPE, Piling, Plant Hire, Plant Maintenance, Rail, Rail Handling, Repairs, RoadRail Plant, S&C, Site Access, Sleepers, Soil Nailing, Structures, Tamping, Welding

Rail Engineer | Issue 160 | February 2018

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NEWS

More station proposals

Following on from Rail Engineer’s look at future station plans published last month, two new proposals have emerged.

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The redevelopment of Cardiff Central station, as part of the £180 million Metro Central Project, which also includes plans to bring trams back to Wales’ capital, is set to begin after an agreement was reached to commit £40 million to the project. This will come from the £1.28 billion City Deal Investment Fund on the basis that £40 million will also be put forward by the Welsh Government and another £40 million from the private sector, with the remainder coming from the UK Department for Transport.

The image above shows Cardiff Central station with the Central Square development behind it to the north. Along with another development to the south, also being undertaken by Rightacres, this is part of the justification for the

Central Metro Project which, with an associated new bus station, and perhaps trams as well, may provide an integrated transport hub for Cardiff and the wider city region.

Meanwhile, the £150 million regeneration scheme for the area around Guildford station (below) has been approved by the planning inspectorate. The scheme, which is being built immediately to the north of the station, developed

by Solum, the development partnership between Network Rail and Kier, involves transforming Guildford’s station car park into a new Station Quarter. Plans are for a new station building, 438 new homes, office space and a radically enhanced station environment with an attractive station plaza containing retail and high quality public realm.

NEWS

Iconic viaduct design from HS2 Preliminary designs for one of the longest viaducts in the UK have been presented by HS2.

At 3.4km long, the Colne Valley viaduct will be one of the biggest structures on the Phase One route between London and Birmingham.

Concept graphics have been produced by architect Martin Knight in consultation with the Colne Valley Regional Park Panel and the HS2 Independent Design Panel. The 95-page viaduct specimen design document includes various options for the new structure. These include both the spectacular, with towering supports and cable stays, to the elegant and understated.

It was the latter that was finally selected, a multi-span structure with variable depth arched spans and v-shaped piers over the main lakes in the valley. The viaduct

will also pass through woodland and cross over the A12, the River Colne itself, Moorhall Road and the Grand Union Canal.

Although the preferred option is discussed in some detail, further work still needs to be carried out by the contractor, Align, before the design can be finalised.

However, a lot of the detail is already defined. For example, the document states: “The viaduct cross section must host two rail tracks with a cant due to the curved horizontal alignment, and using slab track system. A derailment containment system must be used at both sides of the track area, and two evacuation and maintenance routes must be arranged at both edges of the deck.

“Noise barriers are required along most of the length of the viaduct, at least on one side of the deck, its height varying from 3m to 4m. A protection barrier is needed on the edges of the deck.”

Due to their visibility, it is suggested that the OLE structures should be “Bespoke, Minimalistic and Consistent.”

HS2 has said a lot of work has gone into creating a structure that fits in with the landscape and minimises impact on the surrounding environment.

Chair of the Colne Valley Regional Park Panel, Jim Barclay, said other steps were being taken to mitigate the viaduct’s impact on the Colne Valley area: “As well as the viaduct itself, the concept document also explores innovative ideas for additional elements such as transparent noise-reduction barriers with vertical lines which are visible to bats and wildfowl to reduce possible impacts, whilst creating a slimmer side profile of the viaduct.”

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RAIL ENGINEER MAGAZINE

Complex asset portfolio?

Avoiding surprises and delivering benefits

R

ailways are highly complex systems, reliant on many assets of varying types and ages that are operated and maintained by different organisations. If part of the overall rail system is not effective, then it is likely to have a resultant impact on the outputs of the whole system, leading to delays and poor perception of ‘the railway’. All organisations that are part of the railway system, therefore, need to ensure that they are managing their assets effectively and sustainably.

Whether you are involved in infrastructure, rolling stock or plant, it is likely that you have a large and varied portfolio of assets, with a significant range of ages, differing conditions and different rates of wear.

Historic approaches to maintenance mean that, whilst you are keeping a ‘steady state’, you may get an unwelcome surprise if many assets reach the end of their economic lives at a similar time.

Better Information Management Over the last 20 or so years, the Institute of Asset Management has been one of the global organisations leading the definition and development of asset management as a professional discipline. This started with the launch of PAS 55 in 2004 followed by the release of an updated version in 2008. This formed the basis of what became the ISO 55000 suite of standards in 2014, and has been a catalyst for raising the awareness of asset management globally.

ISO 55000 defines a system (not a software system) for managing assets, which can be utilised to manage these complex portfolios. Whilst asset management does not specifically relate to software (in some contexts you may undertake effective asset management with a simple spreadsheet), most of its activities are very reliant on good quality information. If you have asset information that you can trust, then the likelihood that the size, nature and condition of your asset portfolio will deliver unwelcome ‘surprises’ should be reduced greatly.

ISO 55000 does not specify how to manage your asset information, just that you should utilise good data to inform your decisions. This is where the approaches to BIM (Building Information Modelling) can help. Whilst the acronym ‘Building Information Modelling’ may lead you to think that this just relates to buildings or facilities management, the approaches apply to any built asset or portfolio of assets. To reduce the likelihood of such misunderstandings arising, some organisations, such as Network Rail, have adapted the acronym to become “Better Information Management”.

Like asset management, the discipline of BIM is gaining global acceptance with standards and approaches developing at a steady rate. In the UK, this started with the development of a range of standards (including BS 1192, PAS 1192-2, PAS 11923, BS 1192-4) coupled with a mandate from UK Government for centrally funded projects to achieve a specified level of maturity by May 2016. This generated a level of interest from many parties and led to exemplar projects such as Crossrail using BIM to underpin much of the approach to design, construction and information management.

A range of ISO standards are now in development or planning to help ensure that approaches to BIM are comparable on a global basis. This is leading to the development of the ISO 19650 series that has been, in part, based on the principles defined in the PAS 1192 series.

A number of software tool vendors have been working hard to try to convince people that their product will ‘deliver BIM’. This is not necessarily the case, and has led to me often using the phrase that “BIM is a mindset, not a toolset” – you need to have an understanding of what outcome you are trying to achieve and the role that software needs to meet, alongside other business activities, to achieve this outcome.

So why bother with all of this? The benefits of asset management are varied and include: »» Improved financial performance; »» Better risk management; »» Improved asset investment decisions; »» Improved service reliability; »» An increased ability to develop and agree the optimum asset management strategy.

Any activity to review and strengthen the management system of an organisation is also likely to allow validation and refinement of other parts of the management system.

Benefits of BIM So those are some of the benefits of asset management, what about the benefits of BIM? Last year, we supported a large infrastructure and services group which ran a proof of concept study to assess the likely benefits of BIM across the whole asset lifecycle – this indicated that the adoption of BIM will result in savings of between three and seven per cent of the whole-life-cost of assets.

The benefits delivered by BIM come in distinct phases – during design and construction, during operation and maintenance, and when there is next a planned asset intervention. Benefits of BIM during design and construction can be 20 per cent of project cost, which will be repeated, in part, when there is next an asset intervention.

Bo ok To da y

Rail Asset Management Summit 28th February 2018, London

All your questions on Rail Asset Management answered in one place – visit www.railsummits.com to book your ticket Rail Engineer | Issue 160 | February 2018

OPINION

PHOTO: THE INSTITUTE OF ASSET MANAGEMENT/AMCL

During the operation and maintenance phase of an asset’s life, there can be smaller benefits arising from a limited number of interventions where better information can improve planning and delivery. However, it is important to note that it is not possible to secure the benefits of later phases of the assets' life if you have not been undertaking previous activities adequately.

For example, failure to update asset information during the operational phase of an asset will result in information and design models not being trusted when planning and delivering these future asset interventions, thereby requiring expensive asset data gathering activities. This shows that BIM applies to the whole organisation and not just the design/ construction/project team.

Whatever part you play in the lifecycle of an asset, you will almost certainly be a user, creator and updater of information.

As the overall railway system gets more interlinked and sophisticated, the reliability and effectiveness of the service will depend on all of us undertaking better information management.

Julian Schwarzenbach is a director of Data and Process Advantage. A data evangelist, he is also involved in many of the information-related activities of the Institute of Asset Management and was involved in the development of PAS 1192-3, BS 1192-4, PAS 1192-5 and PAS 185.

For a good introduction to asset management, read the “Asset Management - An Anatomy” or the “Asset Management Big Picture”, both produced by the IAM.

JULIAN SCHWARZENBACH

DIRECTOR OF DATA AND PROCESS ADVANTAGE

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CHRISTMAS WORKS

What?

Sevenoaks Tunnel GRAHAME TAYLOR

again?

A

nother year, another Christmas and yet another session on the drains of Sevenoaks tunnel. Some of you - the sharper eyed, even after the festive season - may have noticed that this is also yet another article about Sevenoaks tunnel and Christmas etc etc.

PHOTO: TONY GEE AND PARTNERS CL OF TUNNEL

EXISTING BRICK ARCH BARREL UP LINE

TRENCH BACKFILLED WITH BALLEST LIVE RAIL DOWN LINE

TRACK BALLAST

TRACK BALLAST

GRANULAR FILTER

MASONRY SIDE WALLS

ASSUMED EXISTING BRICK TUNNEL INVERT

HALF PERFORATED 450 OD PIPE

Indeed it is. It’s true, of course, that you can’t have too much of a good thing, but we’re covering Sevenoaks again mainly because we’re looking a little more deeply at the details involved in such a project.

Having become practiced at drainage renewal on this site, the team involved has started to explore refinements in their methods and considered experiments with some new technology - of which more in a moment.

Recap For those of you who can’t find your February 2017 edition of Rail Engineer magazine (issue 147), we’ll start with a bit of background.

Where is Sevenoaks and why is the tunnel a problem? Sevenoaks is south of London on the South Eastern mainline between London, Sevenoaks and Tonbridge. It is in the leafy glades of the North Downs and is also one of the most insanely expensive parts of England.

The two-mile-long tunnel is a problem because the line is very heavily used, taking traffic from equally leafy glades in the south up to (and down from) London.

It is also very wet and always has been.

When it was constructed in the 1860s, geology, as a science used in civil engineering, was in its infancy. Thus,

Rail Engineer | Issue 160 | February 2018

assumptions were often made about likely strata. In the case of Sevenoaks tunnel, the assumptions were optimistic - or, not to put too fine a point on it, just plain wrong.

Far from easily munching their way through homogenous sandstone, the contractor of the day discovered a good deal of water.

It has been the turn of Ian Massey, Network Rail’s project manager (building and geotech portfolios), to look after the works. As he explained: “Sevenoaks tunnel was built with a generous-sized culvert but, over the years, this began to give up the ghost.

CHRISTMAS WORKS

“With blocked drainage, the inevitable happens. Silt is deposited within the culvert, so further restricting the flow. As water flows out of blocked catchpits, silt builds up within the track ballast and, before long, track top and line becomes difficult to maintain. This itself can lead to disruptive temporary speed restriction, but matters become really difficult when water levels rise up to the rails, drop track circuits, degrade sleepers and cause other electrical problems.”

Inhabitants of leafy glades do not appreciate disruption, especially when the excuse is that it’s all caused by a bit of water.

Emmanouil Tsoukalas, Network Rail’s geotechnical route asset manager, suggested an interesting theory as to why the tunnel is particularly wet. “In the vicinity, there are a couple of derelict pumping stations - evidence of early commercial water extraction. Abandoning the pumps meant that the water just went straight back into the tunnel.”

The credibility of this theory is assisted by tales of the original contractor making a shed-load of money by setting up an early Sevenoaks water company, and flogging the water to the local population.

The tunnel drain repairs have gone on for many years, if not many decades. A rescue job here, a patch there. It’s all been constrained by the intensive traffic that the tunnel carries.

The latest instalment Over the past few years, a concerted attempt has been made to sort the drainage out once and for all. Detailed surveys of the drainage were carried out and problem areas isolated. Christmas 2017 was the penultimate session of remedial works. There will be a final push in Easter 2018, which should markedly improve the flow.

The action doesn’t start initially in the tunnel. There is the mobilisation of the site compound at the southern end of the tunnel. For such a crowded part of the South of England, the compound is in an isolated spot away from habitation. This is where the works are controlled and where the labour force and plant gains access to the tunnel.

Materials, on the other hand, are marshalled at Hoo Junction, an isolated site at the edge of the Shorne Marshes next to the Thames Estuary and the junction serving the freight-only line to the Hoo Peninsular. It is here that a train of 34, 17 for each worksite) assorted wagons is assembled, and on which the ingredients for the drainage project are loaded.

There were two distinct sites within the tunnel, separated by about 1000 metres.

The order in which the materials and empty wagons arrived in the tunnel was critical, and ensuring that the train was loaded and marshalled the right way round was fundamental. It may sound obvious, but checking that loading is correct and that the route to site is unambiguous is vital. There are no turning bays handy on a railway and it really is possible for a train to deviate from a pre-set route and land up on site either back-to-front or at the wrong end of the job. Checks are necessary!

Other preparatory works involved the laying of temporary drainage pipes alongside the areas to be excavated.

These were needed to take water that had to be over-pumped around the

Rail Engineer | Issue 160 | February 2018

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CHRISTMAS WORKS worksite. Once all the equipment arrived, these were connected to portable pumps to keep as much water as possible away from the excavations.

Naturally, there were signalling cables to protect, and these were set aside by Network Rail staff right at the start of the possession.

Communication equipment - in this case in the form of standard GSM-R radios - were tested and found to be the most practical.

The main contractor, BAM Nuttall, experimented with noise reducing earphones, which lower background noise levels from machines. It is still possible to hear the machines but they amplify the human voice. The supplier was EAVE of Clerkenwell, and reports from the site were that they were very effective.

Over the years, plant suppliers have adapted their standard models to suit the peculiarities of the railway environment. One such challenge has been how to dig out a drain in the six-foot when the trench involved is parallel, but offset from the axis of the digger. Standard machines can only dig a straight trench in line with the centre of the machine. There are some agricultural machines that have the option of an offset trench, but they may not have the overall reach required on a railway site.

However, there are now road/rail diggers that have a digging boom that can be positioned directly over the line of the six-foot, well clear of the sleeper ends. The result is a very precise and productive cut.

Christmas down the drain With the possession taken, the materials train was drawn into the tunnel, into the first worksite and half of the train separated and the wagons screwed down. The remainder of the train was taken forward to the second site and the remaining wagons were

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braked. The loco was then released and was taken out of the tunnel and stabled in a siding until the time came for the train to be reassembled and taken back to the depot.

In this way, the tunnel sites were not affected by fumes from the loco. Management of such fumes that did arise from the excavators was achieved using three sets of fans and a ventilation scheme set up by the supplier of the fans, Factair. The scheme took into account the presence of existing ventilation shafts in the tunnel.

The air quality was constantly monitored and precautionary breathing equipment was available in case of rapid and unacceptable levels of pollution. The ventilation fans were positioned on road-rail trolleys at each of the sites.

Ian was very pleased that the whole project went off successfully.

“Works were undertaken in 9½ hour shifts on a 24 hour basis with a shift change every eight hours to ensure adequate time for handover from one shift to another.

“On each shift there were around 40-50 site staff including operatives, machine drivers and controllers, COSSs, protection staff, safe work leaders, site compound cleaning staff and Network Rail support functions such as the local maintainer who carried out Signal and Telecom disconnections. Each one of these staff played their part in a successful delivery.

“There was a round-the-clock site canteen in the main compound to feed hot food to the staff, who were brought out of the tunnel at planned break times. Inside the tunnel, Portaloos with hot running water were provided and provisions made for drinking water.”

The works were let to main contractor BAM Nuttall via the Network Rail Infrastructure Projects Southeast Multi-Functional Framework under a NEC3 ECC Option C Target Cost contract. The design was by Tony Gee and Partners.

So, dear reader, next year there won’t be yet another instalment of drainage works in Sevenoaks tunnel because, by then, the latest scope of works will be complete. There’s always another wet and cold tunnel somewhere on the network and there’s always some poor soul who has to be down there over their Christmas break.

Some might even enjoy it!

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Postscript

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Don’t despair, there may yet be more news from Sevenoaks! In the coming Easter possession there will be a trial of some technology that is designed to track the labour force entering, leaving and even within the tunnel.

We’ll keep you posted...

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CHRISTMAS WORKS

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25/01/2018 2018 16:18:49 Rail Engineer | Issue 160 | February

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CHRISTMAS WORKS Paddington.

NIGEL WORDSWORTH

Yuletide activities T

raditions are important at Christmas. They promote feelings of nostalgia, harking back to earlier, simpler times. There are Christmas trees (a medieval import from the Baltic states), turkeys (introduced to the UK from America in the 16th century), fairy lights (early 20th century), stockings (Scandinavian children would put out their boots filled with carrots for Odin’s horse Sleipnir and, in return, the Norse god would leave them presents), holly (representing the crown of thorns and Christ’s blood on it, from medieval tradition), mistletoe (long associated with vitality and fertility, kissing under the mistletoe became popular in the 18th century), mince pies (the ingredients for mincemeat were brought from the Holy Land by crusaders in the 13th century) and Christmas pudding (formerly plum pudding, from the17th century).

Some traditions are more recent. The King George VI chase at Kempton Park has been run on Boxing Day since 1937, and several organisations go for a Christmas Swim - again usually on Boxing Day. Then there is the strange and growing tradition that involves men and women of all ages donning orange garb and congregating at various out-of-the way sites around the country to take part in obscure rituals involving long metal bars. Traditionally, these people are known as the Orange Army (though some modernists now call them Team Orange) and acolytes have to undergo secretive initiation rites - the ‘PTS’ - before they can be admitted.

At Christmas 2017, observers estimated that more than 32,000 people, the equivalent of the entire population of Motherwell, Leatherhead or Glossop, gathered at around 3,000 sites around the nation. An intrepid reporter was promptly despatched to find out what all of these people were doing, and why.

His astonishing finding was that these were ‘Railway Workers’ and they were participating in something called the ‘Christmas Works’.

Asked to find out more, his report is reproduced below...

Rail Engineer | Issue 160 | February 2018

Colwich junction.

Overview Network Rail and its suppliers delivered more than £160 million worth of engineering work over the Christmas and New Year period, from the evening of Friday 22 December 2017 until Wednesday 3 January 2018.

Over 1,000 possessions were taken around the country, and in excess of 32,000 people worked on nearly 3,000 sites to deliver major enhancements as well as core renewals and maintenance works across the rail network.

Of these, approximately 40 projects were identified as RED through the Delivering Work Within Possessions (DWWP) standard, meaning that they carried a greater risk of overrun and/or a more significant impact in the event of an overrun. These included work on Thameslink at London Bridge, around central Birmingham as phases four and five of the Birmingham New Street Area Resignalling project were implemented, and for Crossrail on both the Great Western and Great Eastern main lines, as well as a number of significant track and structure renewals across the country.

CHRISTMAS WORKS Over the festive period, a total of 28 accidents that resulted in injury were reported. Of these, nine resulted in lost time injuries, six of these being slips/trips on slippery or icy surfaces caused by the cold weather and ground conditions.

One road traffic accident with no injuries was reported during the period.

Looking at the various jobs around the country:

Wyre Viaduct.

The eleven-day period was a great success, with significant volumes of work delivered as planned. It wasn’t without its challenges, many stemming from the cold and icy weather conditions, including quantities of snow in some locations.

Overall, 98.6 per cent of possessions were handed back on time. Of the few that didn’t, the most significant event (3,135 delay minutes) was experienced at Edinburgh Waverley on the morning of 27 December where, due to the low temperatures, a number of frozen points unfortunately prevented a right-time handback.

On the down side, there were five RIDDOR-reportable accidents.

One of these occurred when contractors working on point heating used an unauthorised access point - an open line was crossed and one member of staff came into contact with the live conductor rail.

Another notable but non-RIDDOR accident occurred when the two front wheels of a Mobile Elevated Working Platform (MEWP) derailed whilst in transit on the Down main line at Pangbourne (Western route) and the member of staff working in the basket of the MEWP sustained an injury to his left arm.

London North Western Wyre viaduct is a six-span arch viaduct carrying the electrified West Coast main line (WCML) over the River Wyre and Station Lane near Scorton, Lancashire. The bridge is of masonry construction with brick arch barrels, masonry voussoirs and spandrels and masonry upstands.

A concrete over-slab, together with waterproofing, was required to reduce the risk of spandrel wall failure and help prevent water penetration throughout the structure, particularly within Spans 1 to 5.

Once work started, it was discovered that there was an existing over-saddle across the viaduct that was higher than anticipated in certain locations. Despite extensive ground investigations being undertaken, this required scabbling out prior to the installation of new precast concrete L-shaped units, which were stitched together with in-situ concrete and overlaid with a waterproofing system. Finally the track was reinstated, incorporating a lift of 265mm over the viaduct.

A single-span underbridge, which crosses the Trent and Mersey Canal and towpath, carries the twin track electrified WCML between Stafford and Rugeley near Colwich junction. The bridge is constructed of two A-type decks (main edge girders, cross girders and concrete deck), supported by stone wing walls and abutments.

Rail Engineer | Issue 160 | February 2018

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CHRISTMAS WORKS Water had been seeping through cracks in the concrete/steel interface, so a proprietary waterproofing membrane system and associated drainage system, designed for a service life of 25 years, was installed using excavators and road-rail vehicles (RRVs) during a 59-hour disruptive possession. The existing timber ballast retention boards, which prevent ballast falling onto the bearing shelves, were replaced with GRP (glass-reinforced polymer) panelling.

Electrifying 4 1⁄2 miles of track between Barnt Green junction and Bromsgrove station will see an increase of three trains per hour between Bromsgrove and Birmingham, improving capacity and journey times for passengers. During the 54-hour Christmas 2017 blockade, two wire runs were to be completed through Barnt Green station to the existing electrified junction, tested and commissioned, as well as continuing OLE (overhead line electrification) steelwork and conductor installation.

Unfortunately, the wire runs through Barnt Green were cancelled (by the contractor) due to a lack of assurance checks on bonding status in shifts during the lead-up to the blockade. However, 198 bond connections were made, including the installation of 25 spider plates, and four complete new OLE structures were erected. Signal testing and commissioning was carried out on the affected track circuits.

Two new under-track crossings (UTX) were to be installed in the throat area of Euston station as part of the enabling works for HS2.These would enable a new cable management system to be implemented later in 2018. One four-track crossing was completed as planned. However, only five of the planned six tracks of the other crossing were completed, due to the unexpected discovery of buried objects during the dig, including walls, a clay pipe and remains of concrete gantry bases, which delayed progress.

Primrose Hill tunnel is in a heavily used area of the network.

Temporary pumps are currently employed to drain the Fast lines, so 188 metres of new six-foot drainage is being installed, complete with a new pumping system, to direct the flow of water into approximately 200 metres of rising-main drainage, which connects to gravity-led drainage leading to the outfall.

Over the holiday period, 15 metres of cess drainage were installed from the outfall to a UTX chamber. Two new UTX and a reception chamber were constructed, 120 metres of fused rising-main pipe installed, as well as 35 metres of off-track drainage (only installed in possession due to close proximity of OLE) and 45 metres of additional cess drainage.

A punctured tyre on the RRV delayed trench backfilling, which put the scheme to AMBER for approximately 16 hours, and then the RRV accidently clipped OLE with its boom, which required an emergency repair via Network Rail Maintenance. However, this didn’t affect the final handback of the possession, which was delivered on time.

Euston UTX. Rail Engineer | Issue 160 | February 2018

Soho junction.

VolkerRail installed three wire runs, tying into existing OLE at Preston Fylde Junction, as part of phase three of the Preston to Blackpool electrification scheme.

The successful commissioning of BNSAR (Birmingham New Street Area Renewals) Phases 4 and 5, which took place between 23 December and 3 January, is described in a separate article in this issue of Rail Engineer, as is the accompanying track renewal at Soho North junction.

Meanwhile, work continued at Liverpool Lime Street, with the works at Christmas forming part of the wider project strategy and supporting the main Stage 5 Commissioning, due to take place in July 2018. The team completed the scrapping out of track from Sidings D and the existing Platform 6, brought into use the new Platform 8 and took out of use existing Platforms 6 and 9 (the existing Platform 8 will return to service as Platform 9).

On the OLE front, new wiring was installed above Platforms 7 and 8 and the OLE relocated from Platform 5 to its new position above sidings D.

Liverpool Lime Street.

One of Network Rail Infrastructure Projects’ Track Renewals teams was at Manchester Piccadilly, replacing plain line in Platforms 13A/B and 14. This would also expose a bridge deck which would have a new waterproof membrane fitted including partial drainage.

Although the bridge deck was completed as planned, and the site handed back on time, the planned track replacement was curtailed by 83 metres, and the depth of dig reduced, due to a series of incidents which included having to call the emergency services to site due to a serious illness (not an accident) and finding various unlisted buried services.

Another track renewal project involved replacing 558 metres of the Up line in Crick tunnel. This involved cutting the existing track into 60-foot panels and removing them, excavating the spoil, installing a geotextile, and then replacing the bottom ballast, sleepers and continuous welded rail (CWR) before adding top ballast, profiling and tamping. The finished work was handed back on time with a 60mph TSR, which would be removed later after a final stress.

CHRISTMAS WORKS Old Oak Common.

Kentish Town.

Midland main line The line through Kentish Town includes 290 metres of paved concrete track (PACT), which had deteriorated, affecting infrastructure reliability. The main body of slab removal work (between bridges 17 and 18) took place during a 10-day blockade over Christmas 2017, while the remainder will be completed during a number of disruptive possessions between February and June 2018. Once the slab was removed, ballasted track and four squaring off precast concrete units supported on five 10-metre-long piles was installed.

During the removal of the existing slab, an unexpected mass concrete slab was found, on both Up and Down Fast lines (20 metres long and approximately 40 cm thick). The project also endured a high number of plant failures and a track circuit failure on the Down Fast line, which led to a 49-minute overrun and 343 delay minutes.

Five point-ends were installed at Kettering as part of the wider London to Corby (L2C) project, along with associated plain line.

Initial enabling works for the Derby Remodelling project took place over the holiday period to allow construction to commence on 3 January 2018.

In more detail this included the abandonment and recovery of the Up and Down Goods lines, the realignment of the Pilot line to clear the footprint of the new Platform 6 and partial installation of the F&I line, installation of three ends of S&C into Etches Park/Litchurch Lane, recovery of an existing signal gantry at Derby Station North and installation of a new signal gantry at Derby Station South.

Great Western The Christmas work that took place at Paddington and Old Oak Common is reported in detail elsewhere in this issue. However, in short, the greatest signalling data change in the history of Network Rail was undertaken, to provide new Crossrail routes to Paddington approaches.

In addition, a great deal of electrification work took place, as the routes onto the Westbound, Eastbound and Turnback A Crossrail tunnels were electrified. Wiring and electrification of the Royal Oak sidings, completion of Crossrail Depot OLE, and the wiring of electrification of Paddington Platform 2 were all completed.

Work on the Bristol Area Signalling Renewals and Enhancements (BASRE) project, which aims to re-lock the signalling equipment in the Bristol control area and re-controlling to new IECC workstations at Thames Valley Signalling Centre (TVSC), continued. This included

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04/01/2018 15:36 Rail Engineer | Issue 160 | February 2018

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CHRISTMAS WORKS S&C renewal at Stoke Gifford, running out 36km of new cable using the cable train, changing signalling equipment on Bristol East Gantry, and rehearsing 112 signalling assets in conjunction with Alstom.

At Oxford, work took place on the Up Oxford Relief, Up Main and Up Carriage Sidings to support the completion and commissioning of Phase 1 works planned for July 2018. 500 metres of plain line track were laid, a total of eight panels for two new sets of points installed and 60 welds completed. Piling for three major gantries was also successfully undertaken during the holiday period, with the Oxford sites being handed back almost three hours early.

As part of the continuing Great Western Electrification programme, snagging works were completed between Maidenhead and Kennet Bridge, as well as at Scours Lane, Didcot. Registration work (Platforms 1 and 2) and panning (Up Main loop) were completed at Reading station, with more wiring, registration and switching on the Reading triangle. 95 masts and 47 booms were also completed along the route.

IP Track replaced three point ends at Southall West and two at Southall East. Overhead line adjustments were undertaken, new points heating installed and all associated signalling works completed and tested, including split detection upgrades in association with Crossrail West.


Shenfield.

Anglia An immense amount of work was carried out at the eastern end of the Crossrail overground route, an area which is already supporting TfL Rail from Liverpool Street and will see Elizabeth Line services from Paddington from December 2018.

At Pudding Mill Lane, track work included the installation of 180 metres of drainage installation, along with hollow bearers, points heating equipment, a signal foundation and walkways.

Four platform end ramps were constructed at Shenfield, 81 metres of platforms reconstructed at Gidea Park, and 4,850 metres of communications cables installed at Harold Wood.

A fixed diamond and 13 point ends were installed at Gidea Park sidings as part of the remodelling there, along with improved CCTV and walkways.

To increase the general reliability of the signalling system, a further 8,500 metres of cable, and 2,909 metres of trough route, went in along the Crossrail Anglia route.

The Stage B commissioning of Gidea Park sidings includes installation works at Pudding Mill Lane and Ilford. A 5,500 metres cable run, four new TPWS gratings and three distribution boxes were added at Pudding Mill Lane while the new points and track circuits at Gidea Park were tested ready for final commissioning.

Rail Engineer | Issue 160 | February 2018

Gidea Park.

The remaining 10 OLE wire runs were completed at Shenfield, along with two neutral sections. A new acoustic fence was added, to reduce the impact to lineside neighbours from idling trains.

The ongoing Great Eastern Overhead Line Renewal project is replacing the fixed termination Overhead Line Equipment (OLE) from Liverpool Street to Chelmsford with a modern, high-reliability autotensioned system. When complete, the project will have installed a total of 345 new OLE wire runs, including new support structures and associated registration assemblies.

Ten wire runs were completed over the Christmas and New Year period, a total of 10.7km. Two complex overhead line structures and nine section insulators were installed and the auxiliary wire removed through Ilford station. Completing the wiring at Ilford has created a continuous 37km section of auto-tensioned OLE 
between Ilford Station C/E and Chelmsford.

These works were completed one day ahead of schedule to support train operator requirements linked to Ilford depot.

Thanks to enabling works that were undertaken prior to Christmas Day, the Liverpool Street IECC project team successfully decommissioned the existing uninterrupted power supply (UPS), which was provided by seven UPS, and installed one new uninterrupted power supply with an automatic changeover, located within a new relocatable equipment building (REB).

Changeover of the power supply, from the old system to the new, required the temporary power-down of the workstations at the IECC and disconnected the signalling power supply, which stopped control to the signals within parts of Anglia, turning them all red. As no trains were running on Christmas Day, services were not affected.

Repton Street bridge carries the C2C lines from Fenchurch Street to Shoeburyness over Repton Street in East London. As the existing bridge deck was life-expired, it was replaced with two U-type decks, complete with cill beams and standard walkways.

Repton Street bridge.

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CHRISTMAS WORKS Once the track and ballast had been removed, the old deck was removed using a self-propelled modular transporter (SPMT). The existing brick abutments were broken down, two new standard metal U-decks installed, and the permanent way replaced. As the site was heavily constrained, with over 500 local residents within close proximity to the works, the team worked closely with both residents and local councils during the works to ensure a safe and successful delivery.

The London Overground route between Gospel Oak and Barking currently operates four two-car diesel trains per hour.

There is insufficient capacity on these trains to handle the rising passenger demand on the route. Electrifying the route supported the aspirations of TFL to launch a new fleet of four car trains in Spring 2018. It also provides an alternative route for rail freight traffic across North London.

Over Christmas and the New Year, Barking West was commissioned and the possession handed back on time, while registration and panning was completed on Barking Bay. The line fully reopened on Monday 15 January for the existing diesel fleet. Testing will continue, allowing Transport for London to introduce the new electric fleet in the Spring as planned.

Aberdeen.

Scotland As part of SANOS South - the Scotland Accelerated National Operating Strategy - Greenhill Junction Signal Box is being recontrolled onto Edinburgh IECC D Workstation 1 by means of a Time Division Multiplex (TDM) system. A Remote Interlocking Interface (RII) will be added to the IECC D and configured to interface with the Route Relay Interlocking at the Greenhill TDM. Meanwhile, Carmuirs East Junction, Larbert North and Grangemouth Junction areas are to be re-controlled and re-locked using a new WESTLOCK interlocking located at Larbert. The interlocking will communicate with Edinburgh IECC D over FTN via a Remote Interface (RIF) located at Larbert.

Over Christmas and New Year, staff protection systems were provided at key junctions and new fringes were established with adjacent control areas: Stirling Middle SB, Fouldubs SB and Edinburgh IECC C, which was updated for the new fringes with IECC D on the E&G and Grahamston lines. Signalling equipment in the re-controlled area was re-numbered, to avoid duplicated numerical identities on the signallers’ screens.

New crossover sections were landed between platforms 10 and 11 at Edinburgh Waverley station. These were preparatory works, with the team taking advantage of the wider Christmas shutdown to

Rail Engineer | Issue 160 | February 2018

Repton Street bridge.

install the new infrastructure which will be commissioned in line with Platforms 5 and 6 in December 2018. The new formation will improve flexibility and station resilience by offering a new train path out of Platform 10 to routes north of the station, which has been previously unavailable.

116 metres of new track were installed on Platform 10, along with 50 metres on Platform 11 and the new crossover points, which were promptly clamped out of use.

As part of the wider gauge clearance works for Scotland, a track renewal of Platform 7 at Aberdeen station was completed during the 54-hour Christmas blockade. Once works to the platform have been completed - including new copes and platform surfacing - the platform will be able to accommodate the new IEP fleet, providing benefits to both the route and passengers.

380 new sleepers and 950 tonnes of new ballast were required in the renewal of 250 metres of track. Unfortunately, there were incidents with damage caused to both a station water pipe and S&T points through the use of RRVs, requiring remedial work.

As part of the Coatbridge Central S&C Renewal, IP Track renewed five point ends and 959 metres of plain track during an eight-day blockade between Newton - Gartsherrie South/Rutherglen Jcn over Christmas and New Year. It was a conventional renewal, using a Kirow crane to install the S&C panels. All went well despite the snow, rain, frost and high winds encountered during the work.

827 metres of plain line was renewed by IP Track on the Up Main line between Glasgow and Edinburgh during a 53-hour possession.

This was to replace poor-quality track with undersized ballast in which sandy fines and clay contamination were trapping water. A big issue on site was water egress into the formation. The water was coming from a previously damaged pipe, so the team repaired approximately six metres of pipe to help the situation.

Aberdeen.

CHRISTMAS WORKS King's Cross drone survey.

South East The installation of a gravitational piped-drainage system in Sevenoaks tunnel continued, after several earlier possessions, and is described in Grahame Taylor’s article elsewhere in this issue. Notably, the project set a target of replacing 110 metres of six-foot drainage but delivered 172 metres, a 65 per cent increase on the planned volume.

Similarly, the successful completion of the final commissioning stage for the new Platform 0 at Redhill station, during a 10-day blockade, is the subject of its own article. The work involved the optimization of the existing track layout for the new Up Loop and substantial alteration to the Westpac signalling interlocking in Redhill Relay Room and Signaller’s Panel at Three Bridges ASC. One of the big-news stories over Christmas was the completion of London Bridge station. Subject of a major article in the last issue of Rail Engineer (issue 159), these final stages are also described by Clive Kessell in his article this month.

London North East Completion of Moat Hills commissioning on the ECML was the final piece of work to renew seven level crossings under the Doncaster North and Brampton Fell Level Crossing Renewals project. The level crossing was renewed like-for-like as a MCB-CCTV level crossing and, at Christmas, the controlling circuits were upgraded to current standards housed in a new relocatable equipment building (REB).

The works were constrained to Christmas due to the requirement to maintain access for HGVs to the Saria factory adjacent to the crossing, and the project worked closely with the firm to enable completion.

The King’s Cross Remodelling project is a renewals-based scheme that is enhancing the resilience and reliability of the railway infrastructure into King’s Cross station. This is in order to provide a step change in asset performance alongside the introduction of the Virgin IEP Azuma trains and create a railway infrastructure to complement the station building itself.

In 2020, the project will be renewing all railway infrastructures from Kings Cross buffer stops up to Canal junction in the Belle isle area, with a remodelled layout using conventional S&C units rather than the bespoke units seen in today’s layout. The project will also be re-controlling the signalling to Network Rail’s Regional Operating Centre (ROC) in York.

A drone survey was carried out of the area, along with the tracing of cables in the King’s Cross station throat and surveys of gantry 249, which spans the station over the platform.

King's Cross gantry survey.

Severnoaks Tunnel.

Wessex The successful S&C Renewal of 13 point ends and 216 metres of plain line during a nine-day blockade between Basingstoke and Southampton is described by Bob Wright elsewhere in this issue.

The renewal required 26 engineering trains with new ballast and components, two tampers and a Kirow 1200 rail crane.

Mark Carne, chief executive of Network Rail said: “I'm really proud of the huge efforts that people right across the industry have made over the festive period as we've delivered projects up and down the country and handed them back on time.

“London Bridge gets the media attention, but the other jobs, like the Northam track renewal, the resignalling at Birmingham, the preparation works at Crossrail, connecting up the tunnels on the east and the west, and up and down the country, Edinburgh-Glasgow works, they’re all very exciting improvements to the railway.”

He added: “What's important about finishing this Christmas period so successfully is that it sets us up really well for an enormously busy 2018. Not only are we submitting our plans for the next regulatory settlement period, CP6, in just a few weeks’ time, we're also delivering a lot of really big projects.

“This is a year of significant change. Perhaps more importantly, it's the year when the huge investments that we're making really start to pay off and passengers will start to see the benefits.”

Thanks to Grete Luxbacher, media relations manager, and to Tom Male, senior business analyst, both at Network Rail, for their help in compiling this roundup of work over the Christmas and New Year ‘holiday’.

Rail Engineer | Issue 160 | February 2018

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CHRISTMAS WORKS

MARK PHILLIPS

Christmas under London

The first was on the Northern Line Extension. This deep-tube line is being extended to Battersea as part of plans to help regenerate the Vauxhall, Nine Elms and Battersea areas, supporting 25,000 new jobs and more than 20,000 new homes. Two new stations are being built, at Nine Elms and Battersea Power Station, and are targeted for completion in 2020.

A significant stage in the creation of the project was achieved over the Christmas and New Year period, with work taking place from the night of 22 December right through until New Year’s Day.

Connecting the extension

to make the connection to the original loop line tunnel, the new tunnel transitions through a section with a sprayed-concrete lining to a final steel-segment section, enabling it to be step-plate connected to the cast-iron segments.

Ferrovial/Agroman/Laing O’Rourke Joint Venture is the main contractor for the work. Mark Thompson, TfL project manager, told Rail Engineer that the final removal of the old cast-iron sections in the connecting locations proved to be a very challenging part of the work. Diamond sawing alone was insufficient, as the arch compression forces tended to jam the saw when only two-thirds of any cut had been

The new 3.2km tunnels from Battersea to Kennington having been completed on 8 November, both the northbound and southbound tunnels for the extension branch were connected to the existing Kennington Loop running tunnel via newlyconstructed step-plate junctions.

The larger diameter tunnels had been constructed in the months leading up to the recent closure. These tunnels were effectively “wrapped around” the old tunnel in readiness for connection.

The old 1920s loop line tunnel is formed of cast-iron segments and the new one is, throughout the majority of its extent, formed of precast concrete segments. However,

Rail Engineer | Issue 160 | February 2018

made. Therefore, it was necessary to resort to piecemeal fracturing to complete the removal.

An additional obstacle was the volume of mass concrete embedded at the back of the cast-iron segments. This had to be broken out, with all spoil being removed through new access shafts.

This was a complex piece of work, benefiting from the closure period of 10 days to couple up the new tunnels.

Because the connections are on the Kennington Loop, there was no need for a complete Northern Line closure, merely a reduction in the train service frequency, as a consequence of the loss of the Loop facility.

Once the civils work was complete, subcontractor Rhomberg Sersa installed the low-vibration track and turnouts, concreted it all in position and restored the railway ready for the first train on New Year’s Day.

ALL PHOTOS: MARK THOMPSON

L

ondon Underground, like it’s Network Rail cousin, took advantage of the Christmas closedown, and the opportunity to take longer possessions over the holiday period, to undertake two major pieces of work.

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Rail Engineer | Issue 160 | February 2018

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CHRISTMAS WORKS And there’s more...

Completing Earls Court London Underground’s other major closure over the Christmas period, which was also very successful, was for the renewal of three crossovers just to the east of Earls Court station.

The closure of all the District line routes around the immediate station area took place from Christmas Eve until the night of 30 December. It was critical that the District line would be fully available for the New Year’s Eve celebrations and this was achieved.

The three crossovers were nearing the end of their maintainability. Their renewal formed one of the last remaining stages of the progressive replacement of all the trackwork in the Earls Court area. The previous bullhead material has been replaced with flatbottom rail on concrete bearers.

An option for the work to have been undertaken in many small stages within normal 52-hour possessions over many months would not have been feasible.

Such an approach would have meant the temporary loss of some train routings whilst the pointwork was being replaced piecemeal. So the chosen method of doing all the work in one major possession gave the most economic and beneficial solution at the expense of a short period of disruption during a less busy commuting period.

The LU/Balfour Beatty Track Partnership carried out the work in-house with around 200 staff overall, split between three shifts per day throughout the closure. Although installing the new trackwork in modules would have been desirable, restrictions on the handling space available made this impractical. All the new components were therefore installed individually, using RRVs for the mechanised moving and lifting, but with the work overall being essentially

heavily manual. The switch and crossing work was pre-assembled, checked and marked up by the manufacturer, Progress Rail, at its premises prior to delivery in component form. Approximately 500 concrete bearers were installed overall in the new layouts.

John Lambert, head of track programme (renewals and enhancements) for LU, told Rail Engineer that he was particularly satisfied regarding two aspects of the project, namely safety and planning.

So far as safety was concerned, there was only one minor injury throughout the whole closure. This was a bruised thumb as a result of carrying a Fastclip tool in the wrong manner. Refresher training has already been carried out. John commented: “This impressive safety record is a direct consequence of putting safety at the heart of everything we do.”

Excellent planning gave the opportunity to achieve significant extra work beyond that minimum which was strictly essential for timely reopening. For example, contained within the base plan was the making of 20 out of the overall 129 welds needed in the layout. In fact, thanks to good progress with the works, it became possible to complete 59 welds, leaving a lot less to be done in follow up possessions. Also, scrap materials were cleared from a previous ballasted track renewal and some follow up tamping carried out.

The new crossovers and associated works will provide improved reliability and lower maintenance costs for many years ahead.

Specifically, 30A/B crossover has been lengthened, changing from C switches to a D/E layout. This will enable enhanced speed through the crossover, which will in turn, when the new signalling under the Four Lines Modernisation project is installed, allow an increased train frequency.

Rail Engineer | Issue 160 | February 2018

In addition to these two major projects, other work was carried out during the closure period.

As part of the 4LM project (four lines modernisation) cabling was installed along over 3.5km of track. This will support the new Wi-Fi-based signalling system, allowing trains to run closer together resulting in a more frequent service and shorter waiting times for customers.

Passengers will benefit from this huge amount of work and investment later this year when the first section of the new signalling system goes live between Hammersmith and Latimer Road and when the new Hammersmith Control Centre opens. While service frequencies cannot change until the whole line has been upgraded, reliability should certainly improve once the new system is introduced over the first sections.

Engineers were also out at Wimbledon and Wimbledon Park stations, refurbishing junctions to again make services more reliable.

Meanwhile, the ‘clean-up gang’ was out in force, recovering scrap materials from around the network and removing vegetation from areas where it was out of control. Overall, 100 tonnes of waste was removed over the Christmas period.

As services resumed in the New Year, Mark Wild, TfL’s managing director of London Underground, said: “The work we completed over the festive period was incredibly complex and I thank customers for their patience whilst our engineers worked around the clock to carry it out.

“This work is part of our record investment in the Tube, which will see over forty per cent of the network radically improved with more frequent trains, quicker journeys and better reliability and the first major extension to the Tube network since the 1990s.”

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CHRISTMAS WORKS

CLIVE KESSELL

London Bridge The Final Countdown, Christmas 2017

R

ail Engineer has closely followed progress on the London Bridge station rebuilding, track layout enhancements and re-signalling throughout its 4½ year project life. Finally, the work was virtually completed over the Christmas and New Year 2017/18 period, the biggest re-signalling of all the previous stages.

The new Thameslink train service will not, however, commence until May 2018 - see separate article.

Much of the Christmas work was concerned with commissioning Platforms 1,2 and 3 at London Bridge, thus allowing Cannon Street trains to once again stop at the station, and to make ready Platforms 4 and 5 for the Thameslink trains.

The final track layout has been brought into use and is now controlled from Three Bridges ROC. Considerable publicity had emerged before Christmas on the intended programme (see RailStaff, December 2017) but, in early January, Rail Engineer went to meet Mark Somers, the project director, in the project control ‘war room’ located at New Cross Gate, to learn how it had all progressed.

Brief recap London Bridge had been a rail bottle neck from time immemorial, with only two tracks through the notorious Borough Market junction round to Charing Cross, which, with the initial Thameslink service up the spur to Blackfriars, made the already congested railway even worse.

Rail Engineer | Issue 160 | February 2018

US

LONDON BRIDGE LOW LEVEL

13 14 15

LONDON BRIDGE LOW LEVEL

NEW CROSS GATE

SOUTH BERMONDSEY

LONDON BRIDGE LOW LEVEL

10

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FINAL TRACK LAYOUT JANUARY 2018

TO CANNON ST

LONDON BRIDGE HIGH LEVEL

TO CANNON ST

TRACK LAYOUT AT MAY 2013 TO GREENWICH

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LONDON BRIDGE HIGH LEVEL

FINAL TRACK LAYOUTKENT JANUARY 2018 TO GREENWICH

1

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2 31

3 1 4 2

4 3 5 2

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TO CHARING CROSS

UF US

LONDON BRIDGE10 11 LOW LEVEL

13 14

12 13

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SOUTH BERMONDSEY

LONDON BRIDGE LOW LEVEL

NEW CROSS GATE

SOUTH BERMONDSEY

5 3 6 4

SR

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DF DOWN FAST

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SOUTHEASTERN

SOUTHERN

THAMESLINK

ANCILLARY LINES

WORKSITE

UF

UF DS US DF

10 11

UF

13 11 14 12

US

SOUTH BERMONDSEY

1514 13

NEW CROSS GATE NEW CROSS GATE

SOUTH BERMONDSEY

DS DOWN SLOW

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SOUTHEASTERN

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THAMESLINK

ANCILLARY LINES

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DS DOWN SLOW

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THAMESLINK

ANCILLARY LINES

WORKSITE

TRACK LAYOUT AT JULY 2017

TO CANNON ST

No Thameslink trains could operate via London Bridge during the peak hours, and thus something had to be done if Thameslink was going to be the proposed high-frequency cross-city link.

London Bridge station has two sections - the low level terminating platforms and the high level platforms through to Charing Cross and Cannon Street. Rather too many of the former existed (nine) whilst too few of the latter (six) resulted in trains queuing for platform occupancy.

AFTER AUGUST 2017 BLOCKADE With work commencing in 2013, theTRACK firstLAYOUT phase was to rebuild and reduce the low level platforms to six so as to create space for additional through lines. This was completed by Christmas 2014, but operating difficulties and staff unfamiliarity caused short-term mayhem at the terminal platforms. Lessons were learned and thereafter the introduction of new facilities became an example for all.

In parallel, a new viaduct was built to permit four tracks round to Charing Cross and Blackfriars, whilst work began to construct the FINAL TRACK LAYOUT JANUARY 2018 Bermondsey dive-under that would segregate future Thameslink services from Sussex and Kent Coast trains on the approach to London Bridge. By August 2016, the new Charing Cross route Platforms 7, 8 and 9 and their associated approach tracks were LONDON BRIDGE HIGH LEVEL

TO BLACKFRIARS

NEW CROSS

DF

15 DS DOWN SLOW

NEW CROSS

SUSSEX LINES DS SUSSEX DF LINES

11 9

1110 12

LINES DS

KENT US LINES DS DF US UF

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8 10 9

DF

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2

6 5 7 4

10

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FINAL TRACK LAYOUT JANUARY 2018

TO CANNON ST

UF

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TO BLACKFRIARS TO CANNON ST

DF

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USCROSS NEW

TO GREENWICH

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KENT LINES DS

NEW CROSS GATE

CHRISTMAS WORKS

1514 13 15

TO BLACKFRIARS

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SOUTH BERMONDSEY

TO GREENWICH

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TEMP SLEW

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Y SE D R N E O ND U RM EBE DIV

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DS

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DF

opened, and tracks over the new viaduct were commissioned. This enabled the release of the Cannon Street line Platforms 1, 2 and 3 for rebuilding, with train services being maintained over temporary tracks where Platforms 4 and 5 would eventually be.

UF

11 12

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13 14

NEW CROSS GATE

SOUTH BERMONDSEY

15

TO CANNON ST

LONDON BRIDGE HIGH LEVEL

TO BLACKFRIARS

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3 4

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KENT NEW CROSS LINES DS

2

TO CHARING CROSS

8

TO GREENWICH

1

Y SE D R N E O ND U RM EBE DIV

2

SUSSEX LINES

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DS

11

DF UF

11 12

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NEW CROSS GATE

13 14

SOUTH BERMONDSEY

15

TO CANNON ST

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TO BLACKFRIARS

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13 14

US UP SLOW

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3

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KENT NEW CROSS LINES DS

2

TO CHARING CROSS

LONDON BRIDGE LOW LEVEL

TO GREENWICH

1

Christmas 2016 saw the first element of the Bermondsey diveunder brought into use, enabling Croydon and Sussex-bound trains to reach New Cross Gate on a new dedicated line. Modified layout and track changes took place at New Cross and on the London Bridge approaches at the same time.

UF UP FAST

SR SOUTHWARK REVERSIBLE

SOUTHEASTERN

SOUTHERN

THAMESLINK

ANCILLARY LINES

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Rail Engineer | Issue 160 | February 2018

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CHRISTMAS WORKS

The penultimate stage, in August 2017, enabled the Cannon Street tracks to revert to their final position. The opening of Platform 6 allowed a full service to Charing Cross to be restored and the re-routing of the Kent lines through the Bermondsey dive under routed Charing Cross services to the south side of the future Thameslink lines.

Some additional point work also resulted in better connectivity between the high and low level sides of the station.

In parallel with all the layout and signalling changes, London Bridge station has been totally rebuilt. The once-overall roof on the low level side has long gone, with traditional canopies provided on the new platforms. The upper level concourse is new and a huge street level concourse, giving access to all re-opened platforms, was partially opened. On the high level, new platforms have been constructed. When finished, London Bridge will be a show case station matching, in a very different way, the magnificence of St Pancras, Kings Cross and Liverpool Street.

»» 24 Dec (23:30) to 27 Dec (04:00) - all of the above plus the low-level Sussex lines out to Honor Oak Park and Kent lines out to Lewisham, a move which, in any case, coincided with the Christmas rail shut down; »» 27 Dec (04:00) to 30 Dec (01:45) continuing full possession of London Bridge high-level and lines to Charing Cross and Cannon Street, but with the line from Herne Hill into Blackfriars terminal platforms reopened; »» 30 Dec (01:45) to 1 Jan (08:00) - full possession of all London Bridge highlevel lines and all lines into and through Blackfriars; »» 1 Jan (08:00) to 2 Jan (04:00) - all lines reopened but using the period to run test trains over the new layouts to ensure that the full timetabled service could be operated after the Christmas and New Year break.

The Christmas blockade There was no way, other than by having a 10-day blockade, that the final layout was going to be achieved. The media always chooses to criticise such shut downs, but the alternative terminus of Victoria allowed some trains to be diverted so as to maintain a service. The London Bridge low-level terminal platforms remained operational during most of the blockade period.

The blockade plan was as follows: »» 23 Dec (01:20) to 24 Dec (23:30) - full possession of all lines through London Bridge high level to Charing Cross and Cannon Street, plus lines through Blackfriars;

Rail Engineer | Issue 160 | February 2018

The actual programme ran more or less to this schedule, with the exception that the signalling testing took longer than expected and was not completed until 16:00 on 1 January. At that point, the possession was given up to allow the conductor rails to be energised whence test trains began running at 19:00. Although this was 11 hours late, the whole programme had a 36-hour contingency built in.

So what was achieved?

Most of the new points and crossings had been laid in before the blockade began so, in theory, it was merely the task of commissioning the new point mechanisms and signals, and placing all of the new signalling under the control of Three Bridges ROC. It sounds simple, but couple this with the installation of the remaining signal posts, the massive amount of testing to

CHRISTMAS WORKS be carried out, the recovery of trackside assets including some signal posts, and the general tidying up of the railway, one begins to understand just how much work is involved and the intricate planning that has to take place beforehand.

The changes to the layout comprised: »» Introducing the new Thameslink lines over the Bermondsey dive under and extending these through Bricklayers Arms towards London Bridge Platforms 4 and 5; »» Continuing the lines from Platforms 4 and 5 northwards and commissioning the new Metropolitan double junction to restore a double-track Snow Hill route up to Blackfriars (the south end of this had been singled under a BR rationalisation plan); »» Restoring the reversible single-track Metropolitan junction to the Cannon Street line, used primarily for empty stock movements (the third side of the Borough Market triangle); »» Converting the line from Blackfriars carriage siding into a third track partway down the Snow Hill route to Metropolitan junction; »» Bringing into use new crossovers between the Kent Fast and Slow lines at North Kent East junction, where the Greenwich line diverges. »» Commissioning lines 3, 4 and 5 southwards from London Bridge towards New Cross. Line 3 will give further flexibility for Cannon Street services and 4 and 5 are in readiness for Thameslink trains to operate into Kent. All these lines, plus lines 1 and 2, were transferred to the control of Three Bridges ROC. Also brought into use was the ‘Southwark reversible spur’ that allows limited access from the Greenwich line to the Charing Cross line platforms and to the low-level terminal platforms.

The new Platforms 1, 2 and 3 at London Bridge opened for Cannon Street services, Platform 2 being reversible to facilitate peak hour flows in the morning and evening.

Although Platforms 4 and 5 are commissioned, they will not be used regularly until Thameslink services commence. However, there are signalled routes through them that will allow Cannon Street and Charing Cross services to access these platforms should congestion occur.

The new track layout and signalling allows considerable flexibility of platform usage to minimise the effects of any signal failures or other disruption.

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www.sonicrail.co.uk Rail Engineer | Issue 160 | February 2018

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CHRISTMAS WORKS

The extent of the work The statistics on what has been commissioned gives an idea of the achievement: »» 302 new signals including shunt signals; »» 89 point ends; »» 154 AWS (Automatic Warning System) magnets; »» 324 TPWS (Train Protection and Warning System) track loops; »» 246 track circuits.

Also introduced were around 180 POSA signals (Proceed On Sight Aspect).

These are a new feature and consist of two white lights (akin to a shunt signal) that sit beneath or alongside the normal signal red aspect. Should a track circuit fail, which would prevent the aspect clearing to yellow or green, providing the point positions can be proven in the route ahead, the signaller can energise the POSA lights to flash, which allows the driver to proceed on a ‘drive on sight’ basis to the next signal but with the capability of being able to stop if any obstruction is observed.

The POSAs are provided at all controlled signals and some auto signals throughout the London Bridge area. Rather than piecemeal introduction, it was decided to hold off their commissioning until this final stage as driver confusion could result.

New and re-arranged work-stations at Three Bridges ROC were very much part of the job. All remaining routes in the immediate London Bridge area, which were controlled from the old London Bridge power box, have now been transferred to Three Bridges.

The Westlock electronic interlockings have been programmed with new data for the new layouts and revised areas, each of which has required testing to prove that its own functionality is correct, but also to test between the individual interlockings (of which there are 13 in total) to ensure that trains pass seamlessly and safely from one area to the next. An example of this would be the interlockings for the Charing Cross and Cannon Street areas, with considerable train traffic between the two.

Controlling the site As would be expected, a comprehensive briefing document was prepared for all the site works giving details of the various phases, which lines would be under possession and which would be open for traffic, access arrangements including vehicle parking, noise sensitive areas and procedures to ensure safe working practices. Getting staff to read and obey the instructions was a task in itself.

Invaluable has been the provision of onsite CCTV monitoring by strategically placed cameras at various locations throughout the extended London Bridge area, linked back to monitor screens in the control ‘war room’ at New Cross Gate. This facility has been provided by Site-Eye, a company specialising in work site surveillance, which has been used since groundwork commenced.

The contract required one fixed and one pan, tilt and zoom camera at each location and for these to be moved around as work progressed. The cameras use IP technology and are interconnected via the web. Provision has cost around £1 million over the life of the project, but the value has been inestimable. Just visiting the ‘war room’ and seeing the screen bank is enough to convince anyone that having a birds-eye view of everything is invaluable. Instances of people claiming erroneously to have carried out tasks were quickly noticed. Word soon got around!

Despite all this planning and precautions, two safety incidents occurred during the blockade, resulting in minor injuries to two members of staff. One can never be too careful.

The CCTV display in New Cross Gate war room.

Rail Engineer | Issue 160 | February 2018

Street

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CHRISTMAS WORKS

Logistics and contractor involvement A total of 4,500 shifts were worked over the blockade period. In addition to Network Rail personnel, the main contractor, Balfour Beatty, was responsible for track, structures, civil works, electrification and conductor rail provision, with Siemens suppling the signalling and telecom elements. Both had significant numbers of engineers and technicians on duty at London Bridge and Three Bridges.

Such blockades are resource hungry and additional contractor support was provided

by Sonic Rail Services for conductor rail bonding, Kent Rail for signalling power supplies, MPI for additional signalling testers, Vital Rail and Pod-Track for civil labour and track teams, and Coyle for extra labour and installation works.

Also needed were NRT (Network Rail Telecom) with its FTN transmission network to provide the resilient links between London Bridge and Three Bridges.

In all, 128 different stage works have taken place since 2014, London Bridge probably being the largest single rail project ever undertaken in modern times. It is not, however, the finale, as the prime purpose of introducing 24 trains per hour for the Thameslink central core has still to happen.

The requirements and staging of this are detailed in the accompanying article.

Is that the end?

The morning of 2 January saw the media descend on London Bridge to witness and report on the final stage of rebuilding the station. The street level concourse is now fully open with escalator and stairway access to all platforms, including disabled facilities. It also provides a walkway through from Tooley Street to St Thomas Street and is claimed to be the largest concourse of any station in the UK, which is probably true.

Some retail outlets have still to be taken up and the full ambience is not yet in place.

It was inevitable that the station should steal the limelight, but it is the new track and signalling that is the real success story.

Rail Engineer | Issue 160 | February 2018

The final closure of London Bridge power box will not take place until the Lewisham, Angerstein and Hither Green areas have progressively transferred to Three Bridges over the next two years.

Mark Somers and the project team have mixed feelings now that the works are virtually complete. A well -earned rest is called for, but many may well ask “what shall we do next?”

Don’t worry, recent press announcements indicate many more projects in the pipeline.

Tooley Street entrance.

CHRISTMAS WORKS

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Rail Engineer | Issue 160 | February 2018

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CHRISTMAS WORKS

Preparing for

Thameslink

CLIVE KESSELL

W

hilst the new track layout and signalling at London Bridge is complete, the introduction of the enhanced Thameslink service across central London will begin incrementally from May 2018. However, it won’t reach its intended full capacity until two further elements of technology are completed. These are the Traffic Management System (TMS) and Automatic Train Operation (ATO).

TMS With Thameslink trains eventually converging on London Bridge/Blackfriars from three directions in the south and two directions in the north, Traffic Management is required to support operational staff in managing the increased complexity of the train services and optimise the train sequences through the central core should any late running occur.

A contract is let with Hitachi to provide its TMS product, which will be installed at Three Bridges ROC. The TMS will view the train services within a broadly 20-minute region around the central core, identify any conflicts arising from late running against the timetable and recommend to the user possible options to reduce delay. This will allow operational staff to re-plan the train service on the day so as to improve performance and to keep as near as possible to the timetabled path of each train.

The new Thameslink signalling work stations are now installed at Three Bridges, paving the way for TMS introduction that will ultimately be linked to ARS (Automatic Route Setting) to set routes for train progression automatically. The signaller will be able to intervene if any

change of plan comes about.

Traffic Management facilities will start to be deployed over the Thameslink routes during 2018.

ETCS and ATO It has been well publicised that the central core frequency of 24 trains per hour (tph) cannot be achieved without automatic train operation. It is also well known that ETCS, the European Train Control System (the signalling element of the European Rail Traffic Management System - ERTMS) will be adopted for the central core with ATO ‘bolted on’.

Trials of the system have taken place on the Hertford test track and, during the night, through central London to prove its operation. Provision of the ETCS infrastructure through the core was completed over Christmas 2017 and work will now commence in earnest on the extension of ETCS to the Thameslink platforms at London Bridge, with completion planned for May 2019.

With the complexity of the work, and the need to integrate a number of new facilities, it is clear as to why Network Rail and GTR, the train operator, have decided to only slowly increase the restored train service through London Bridge.

Rail Engineer | Issue 160 | February 2018

The Thameslink Timetable Currently, all Thameslink trains are routed via Elephant & Castle and consist of Bedford to Brighton, Luton to Sevenoaks and St Albans to Sutton services. A peak hour maximum of only 12tph in each direction is possible. From January 2018, driver training commenced for services that will use the re-opened route via London Bridge.

A gradual build-up of services will begin at the May 2018 timetable change which, as well as reintroducing Thameslink services through London Bridge, will also see the opening of the Canal tunnels. This will bring trains from the East Coast main line onto Thameslink, opening up the possibility of services from Peterborough and Cambridge.

The ultimate peak hour service of 24tph in 2019 will offer the following: »» 2tph Bedford to Brighton via London Bridge: »» 2tph Bedford to Gatwick via London Bridge;

»» 2tph Bedford to East Grinstead via London Bridge; »» 2tph Bedford to Littlehampton via London Bridge; »» 2tph Luton to Rainham via London Bridge; »» 2tph Luton to Orpington via Elephant & Castle; »» 4tph St Albans to Sutton via Elephant & Castle and Wimbledon Loop; »» 2tph Welwyn Garden City to Sevenoaks via Elephant & Castle; »» 2tph Cambridge North to Brighton via London Bridge; »» 2tph Cambridge to Maidstone East via London Bridge; »» 2tph Peterborough to Horsham via London Bridge.

None of the above is set in stone and adjustments may be made to both places of origin and frequencies. What is certain is that, by 2019, London will have a north-south inter-urban line, plus, of course, the long anticipated Crossrail east-west link, which can match the RER networks of Paris.

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38

CHRISTMAS WORKS

PAUL DARLINGTON

Crossrail Christmas

at Paddington

C

rossrail in London is currently Europe’s largest infrastructure project, running from Reading and Heathrow in the west, through 42km of new tunnels under London to Shenfield and Abbey Wood in the east. The line will consist of 10 new and 30 upgraded stations and will be known as the Elizabeth line when services in the tunnels begin in December 2018. It will be fully integrated with London’s existing main line and underground rail network and will carry an estimated 200 million passengers per year, with up to 24 trains per hour in each direction, which may rise to 30 trains per hour later.

The new Bombardier Class 345 Elizabeth line trains will be the first trains in the UK capable of transitioning from a mainline signalling system to a high-capacity metro-type signalling system and then back again. In the tunnels, the trains will use communications-based train control (CBTC) and on the surface sections the trains will use conventional signalling, along with the additional overlay of European Train Control System (ETCS) Level 2 on the Heathrow Spur - the 8.6 kilometres of railway infrastructure linking Heathrow Airport to the Great Western main line (GWML). This will be extended all the way to Paddington

by December 2019.

Christmas 2017 saw a key milestone achieved, with the signalling immediately to the west of Paddington upgraded to allow trains to connect to and from the existing GWML at line speed. This will help to improve reliability and connect the new Crossrail tunnels and the new depot to the GWML.

The signalling arrangements for Crossrail are complicated and were described in issue 135 (January 2016). CBTC is required to deliver the planned throughput of 24 trains per hour in each direction through the central section under London. This will consist of 110-second headways with

Rail Engineer | Issue 160 | February 2018

60 second dwell times at Paddington and Liverpool Street, with trains only 50 seconds apart.

Such intense throughput of trains can only be achieved using a moving block signalling system and it was determined that developing ETCS Level 3 in the timescales of Crossrail was too risky. CBTC was therefore chosen for the central section signalling, using the Siemens Trainguard mass transit system product as used in Beijing and Copenhagen. Radio access points will exchange data with the trainborne equipment using Wi-Fi technology rather than the GSM-R that is used in ERTMS.

Thames Valley signalling centre before (above) and after (overleaf) the changes.

CHRISTMAS WORKS Signalling west Network Rail needed to deliver significant works both west and east of the new Crossrail tunnels to get trains in and out of the central section efficiently, and this forms a contractual agreement between Crossrail and Network Rail Infrastructure Limited in terms of delivering the throughput of trains.

The works included a major track layout reconfiguration at Heathrow Airport junction, to provide full grade separation of trains to/from the airport line, along with a dive-under at Acton and turnback facilities at Maidenhead.

Old Oak Common is the main Crossrail depot with 33 sidings, and this will have its own brand-new ElectroLogIXS signalling system provided by Atkins. This is a separate contract and workstream, but will be another first deployment and a complex interface which the Paddington programme has had to manage.

New Alstom Smartlock interlockings were introduced in 2011, between Paddington and Heathrow Airport junction, to replace the 13 previous SSIs (solid-state interlockings). These were provided with sufficient capacity to enable the significant layout changes required by both the Crossrail programme and future ETCS requirements.

At Westbourne Park, the transition between CBTC and ETCS will take place with trains moving at up to 50mph. ETCS level 2 will be provided on GWML as an overlay, so multiple aspect signalling will still be in place, enabling Crossrail trains to run on conventional signalling using AWS/TPWS as a fall-back should the ETCS system fail.

As well as being the most complicated stretch of the GWML and the need to interface to both CBTC and ETCS, signalling arrangements were further complicated as the existing interlocking systems in the

Old Oak Common Paddington Approach area included a number of unconventional protection arrangements. These were provided, in the wake of the Ladbroke Grove accident in 1999, to minimise the risk of signals passed at danger still further.

The Western Region is also uniquely fitted with Automatic Train Protection (ATP) manufactured by ACEC of Charleroi Belgium, which enforces obedience to signals by helping control a train’s speed profile.

In November 2016, new high-resolution IECC Scalable workstations were provided

by Resonate at the Thames Valley signalling centre. The new screens provide greater flexibility to the signallers’ displays as well as moving the control systems onto a modern hardware platform. The upgrade was also preparation for the introduction of the upcoming traffic management system trial, which will further help operate the railway during times of perturbation.

On Christmas Eve December 2017, the Network Rail Crossrail programme undertook what is believed to be the single largest and most complex data signalling

upgrade in history. After an integrated programme of works with all disciplines staged over six years and three years of data rewriting, new signal interlocking data was uploaded for all of the 500 signal routes in the three-mile approach to London Paddington. The scope involved 13 equivalent SSI interlockings, with the complete replacement of five equivalent SSI interlockings with brand new data to modern standards, together with amending eight further equivalent SSI interlocking data sets.

It’s all in the data The data rewrite involved considerable preplanning, which commenced in the late summer of 2012, with people sitting down for the first time to think how they would complete the activity within the Crossrail programme requirements. 2014 saw the specification finalised with the methodology and timing in place, and work to actually rewrite the data began in the second half of 2015. There were complex parallel design stages required which all had to be planned to achieve the same timeframe.

Network Rail chief executive Mark Carne visits Paddington Platform 2.

Rail Engineer | Issue 160 | February 2018

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CHRISTMAS WORKS Piling at Hayes.

Preparing to run wires into Platform 2.

The entire project had to lock down the operational layout of the railway two and half years out. It had to take into account significant track layout changes in order to connect the Crossrail tunnels onto the GWML and electrify all of Paddington station’s platforms. The signalling in the Paddington area will have to interface to ETCS level 2, CBTC, ACEC ATP, TPWS and Atkins ElectroLogIXS, so it was essential that a documented solid data set foundation, which was fully understood, was in place.

A collaborative, united programme was vital and a scope alignment meeting was held every two weeks involving the key parties. These were Alstom for the conventional interlocking signalling, Atkins for the new signalling data, and Resonate for the control system data. This took place for over two years, ensuring all aspects of the programme remained in line, enabling best practise to be identified and shared openly, and allowing the project to speak with one voice.

This scope-alignment process will be used for future projects of a similar nature.

Ricardo Rail has provided the validation and verification project safety assessment for the works undertaken so far, and over the next few months further safety assessments will be undertaken before all the technical interfaces between systems are brought fully into use. The interfaces have been tested and are

Rail Engineer | Issue 160 | February 2018

available but disconnected.

At the moment, signalling moves into the Crossrail depot and central sections have been disconnected, pending verification testing, and will not be brought fully into use until all the safety actions required by the assessors have been closed out.

GSM-R replaces Cab Secure Radio GSM-R has been installed and commissioned in the Heathrow tunnels. A big project in its own right, and a task undertaken by ADComms, assisted for radio frequency design by its own new subsidiary AIB Wireless, this was successfully delivered in the same timescale as the Paddington upgrade. It will replace the last operational Cab Secure Radio system in the country, still in use between Paddington and Heathrow.

The Heathrow GSM-R installation has been designed from the outset to meet the capacity, coverage and availability requirements required for both ETCS and conventional voice operation. GSM-R propagation in the Heathrow tunnels is predominantly by new radiating cable (otherwise known as “leaky feeder”), but with antennas used at the tunnel portal and in the stations.

GSM-R coverage has also been provided in the emergency access shafts to the tunnels, so that communication is available to rail staff in the event of an emergency train evacuation. The Class 345s are equipped with a portable GSM-R handset in each cab for this purpose.

As GSM-R is essential for ETCS operation, the Heathrow tunnels installation has been designed to offer a high level of availability, with duplication of GSM-R base stations, fibre-fed repeaters used to ‘boost’ the signal along the tunnels and the optical master units which connect between the base stations and repeaters.

This is so GSM-R will continue to operate even if there is failure of an item of active equipment.

GSM-R is also being upgraded between Paddington and Airport junction, with the replacement of six existing base stations to provide enhanced capacity and reliability for ETCS. This includes the addition of a new base station to the east of Ealing

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CHRISTMAS WORKS Crossrail West milestones Late 2012 - preplanning commences for December 2017 signalling data upgrade at Paddington.

Summer 2014 - Paddington data upgrade specification, programme and methodology in place.

September 2015 - work starts on rewriting data for Old Oak and Paddington areas.

December 2015 - commissioning of major upgrades and remodelling of Heathrow to Paddington.

Easter 2016 - commissioning of major upgrades at Maidenhead Station.

Broadway, providing an improved level of radio coverage for ETCS. A contract for this work has yet to be awarded.

Whilst the ETCS Level 2 operation will initially use circuitswitched data connectivity, the upgraded GSM-R trackside system will enable an easy migration to packet-switched data ETCS in the future.

November 2016 - new high resolution IECC Scalable work stations provided by Resonate at the Thames Valley Signalling Centre.

Collaborative working

December 2016 - commissioning of largest multidisciplinary railway

A new smart-tracking tool was used for the first time, which provided an open and collaborative information stream between all the contractual parties involved in the signalling programme. This allowed shared access to real time progress reporting of all activities, with everyone - including all the different parties in the same organisation and all the organisations involved in the programme - having visibility of the same accurate information and a consistent messaging format to update one another.

Taking this step provided confidence that things were progressing as planned and, if they were not, it gave the opportunity to amend plans and resources for any sequential activity.

upgrade across Reading to Paddington area and introduction of new ETCS system for the first time. This stage established the foundation and interlocking interfaces for December 2017 data changes.

April 2017 - ETCS train-protection signalling system operational between Paddington and Heathrow. Testing with Network Rail Class 313 ETCS fitted unit commenced.

June 2017 - first Elizabeth line train runs in service on the Liverpool Street to Shenfield route (Crossrail East).

December 2017 - commissioning of final stage of Crossrail West signalling, introducing brand new signalling data for the Old Oak and Paddington area January 2018 - first stage in enabling HS2 construction works.

May 2018 - Elizabeth line trains scheduled to commence between Paddington and Heathrow.

September 2018 - all Network Rail rail infrastructure for Crossrail complete.

December 2018 - passenger services commence from Paddington to Shenfield, using the central section tunnels.

December 2019 - Elizabeth line fully open for 24 trains per hour.

The final connection In addition to these signalling works, Network Rail’s Crossrail programme successfully completed the final connection between the national rail network and the Crossrail tunnels over the festive period, linking east and west for the first time.

More than 6,400 metres of new track has been installed in the Old Oak Common Paddington Approach (OOCPA) area, to connect the tunnels and the new Crossrail depot at Old Oak Common to the existing rail infrastructure.

The Network Rail and Carillionled team installed the final piece of track near Westbourne on 17 December, connecting Brunel’s historic Great Western main line to the new Crossrail tunnel system beneath London.

Rail Engineer | Issue 160 | February 2018

With all of the Crossrail track in place, the team worked round the clock over the Christmas blockade (146,000 hours across a 10-day period) to install more than 4.5km of complex wire runs between Old Oak Common and Paddington to electrify the new lines connecting to the Crossrail tunnels and the Crossrail depot to the network. This included the electrification of Paddington’s Platform 2, the final platform to receive its OLE. In addition, all of the platform extensions were completed, with the exception of Ealing Broadway’s Platform 1, in preparation for the launch of TfL Rail services in May. Fourway installed more than 100 cameras for the new Crossrail Driver-Only Operation (DOO) system in conjunction with stations contractor Vinci.

Piled foundations for the new passenger footbridge and station building at Acton Main Line and Hayes & Harlington were completed, and the final high voltage cable pull at Westbourne Park was undertaken. This completes the physical traction power works required to provide power from the Kensal Green feeder station to the Crossrail tunnels. This will be the secondary (back-up) feed for the tunnels.

The portal outside Paddington is the final of the three portals to be connected to the Crossrail tunnels and puts the project on track to meet Key Output 2 in June 2018, when all of the infrastructure between the three tunnel portals and surface railway at Plumstead, Pudding Mill Lane and Westbourne Park must be complete.

Passengers in the Thames Valley start using the connection in Dec 2019 and will be able to catch new Elizabeth line trains all the way through central London without having to change onto the Underground at Paddington, making it quicker and easier to get to a range of destinations across London and the South East.

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CHRISTMAS WORKS

NIGEL WORDSWORTH

Christmas at Redhill

R

edhill station lies at the junction of the Brighton main and the North Downs lines. It is a calling point for main line services from London to Brighton (operated

by Southern), Thameslink (GTR), Reading to Gatwick services (GWR) and London Victoria to Tonbridge (Southern).

Secretary of State Chris Grayling visits the works.

It is a busy station, especially for one with three platforms.

The site is split by twin-track main-line run-throughs, with loops off the Up line running to both sides of the island containing Platforms 1 and 2.

On the Down line, there is only a single loop, to Platform 3.

An additional route was needed, but unfortunately there was insufficient room for another Down loop. The only solution was to build another through platform, facing the existing Platform 1, on the site of the existing snowplough sidings and to convert the current Goods Loop to a passenger line. This would require a revised track layout, so trains could access the new loop from either direction while Platform 1 would modified into a bay platform for the GTR and GWR terminating services.

This new platform would be longer than the other three, which were already suitable for 12-car trains, to allow trains to be split and joined.

Rail Engineer | Issue 160 | February 2018

In order to service the new platform, the track to the west of the station, and in the throat at the north of the station, would need extensive alterations. This would also lead to the modification of the existing Westpac signalling system at both Redhill and Three Bridges relay rooms, as well as associated work such as the replacement of four-foot equipment and new signals and gantries within the new layout.

These enhancements would provide additional operational resilience to facilitate the operation of the proposed Thameslink post-KO2 (Key Output 2) timetable from May 2018.

Advance planning Working from a design produced by Arup, planning started early. It needed to be, as the 2017 Christmas blockade period would generate a large demand for precious resources, not only for an experienced and competent workforce; particularly those able to modify and test the 70s-era Westpac signalling system, but engineering trains, plant and equipment.

CHRISTMAS WORKS Network Rail decided the best solution was to manage the project as a ‘hub and spoke’ arrangement, with Infrastructure Projects Southeast acting as the hub. The individual contracts (the spokes) were awarded to five parties- BAM Nuttall for the civils and structural work, along with the additional power requirements for a new platform; S&C South Alliance, comprising of Network Rail, AECOM and Colas Rail, for track and electrical traction equipment (ETE); Kier for the installation of the required new signal layout; and IDG (Infrastructure Design Group) for the complex signalling designs for the new layout and Network Rail Signal Testers.

Unusually, Network Rail, despite being the ‘hub’, did not act as principal contractor. That responsibility fell to whichever contractor was taking the lead at the time, depending on the phasing of the project.

Peripheral work was also required to link the requirements of all the new installations this project would produce. A new power module was added to the Holmethorpe substation to supply both traction power to the enlarged station as well as meet the requirements of the new platform. This work was undertaken by BAM Nuttall, utilising specialist electrical installation companies.

Polystyrene platform

It was then operated as a standard excavator, installing one EPS block and one slab at a time, backing itself into a corner with no means of egress.

On completion, and during a pre-planned Saturday night possession, the excavator would be on-tracked again and depart via the local road-rail access point.

The structural installation of the new platform at Redhill, which understandably took very careful planning, co-ordination and precise setting out, was completed during the month of June 2017. The resulting new Platform 0, which is over 300 metres long, incorporates the existing lift shaft providing lift access and egress, a wraparound stairway, staff accommodation and passenger waiting area.

The platform in itself was a challenge. It was to be built before the track was in place and it had to be designed and constructed in isolation. BAM Nuttall had previously used expanded polystyrene (EPS) from MegaTech Projects on the Uckfield line platform extension project, and that success prompted a return to the same team.. MegaTech and Tony Gee and Partners prepared the bulk of the design disciplines, with Adams Consulting Engineers completed the Civils Form 3.

Site access was severely restrictive and the works had to progress with a specialised road-rail excavator. This was to be brought to site running on the track as an RRV, then offtracked into the area where the reduced level dig was required.

ORIGINAL LAYOUT GPO SIDING

FROM LONDON DOWN SIDING DOWN REDHILL UP REDHILL

40 70 80

30 40

80 75

TO TONBRIDGE DOWN TONBRIDGE

PLATFORM 3

15

30

25

40 70

30 15

75

25

15

25 PLATFORM 2 PLATFORM 1

15

REDHILL GOODS LOOP

20

DOWN LOOP

15

DOWN REDHILL

UP TONBRIDGE

20

25

20

UP REDHILL

15

UP LOOP 2

20

40 70 75

DOWN REDHILL

TO EARLSWOOD

UP REDHILL

15

30

UP LOOP 1

20

UP REIGATE UP YARD 1

UP SIDINGS

SNOWPLOUGH SIDING

DOWN REIGATE TO REIGATE

UP YARD 2 UP YARD 3

UP YARD 7

FINAL LAYOUT TO TONBRIDGE

FROM LONDON

DOWN TONBRIDGE

PLATFORM 3

DOWN REDHILL UP REDHILL

40 70 70

30

30 40

80 75

BUFFER STOP

40 40

70

30

75

40

25 30

PLATFORM 2 PLATFORM 1 BUFFER STOP

UP LOOP 0

15

DOWN LOOP

15

DOWN REDHILL

20

UP REDHILL

15

UP LOOP 2

20 PLATFORM 1

UP TONBRIDGE

20

25

15

70 40 70 75

DOWN REDHILL

TO EARLSWOOD

UP REDHILL

30 20

20

DOWN REIGATE TO REIGATE

UP REIGATE

PLATFORM 0

Rail Engineer | Issue 160 | February 2018

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CHRISTMAS WORKS

Project manager Bruce Kirkpatrick with the gauging train.

Preparatory works As part of the proposed new layout, track elements would be supported on Nutfield Road bridge over the A25, which had previously only supported a small section of the track. Because of this, the steel construction was inspected and found to need strengthening before it could carry the additional loading.

This was undertaken over a period of eight weeks.

Crossbeams were added, bolted and riveted into place, while, at the same time BAM Nuttall removed the track and ballast and installed a waterproof membrane.

During the run-up to the Christmas blockade, in addition to the platform construction, other materials started to arrive.

The vast amount of new track required, whilst the existing was still in place, meant available storage space was at a premium.

Track component deliveries needed precise coordination, as items offloaded in the incorrect place would be difficult to relocate.

The majority of the S&C South Alliance components came in by rail and road towards the end of November. Storage space was not only limited but restrictive, meaning complete panels could not be delivered. Thus the new trackwork would need to be built up in-situ.

A glazed wraparound staircase, which would carry passengers from the new construction to the existing platforms, was installed.

Rail Engineer | Issue 160 | February 2018

This would allow a connection between the main concourse and the new platform - the existing lift shaft would be extended for the same purpose of connecting the new to the old.

The track work would be modified in stages. These started in December 2016 when the former GPO sidings parallel to Platform 3 were removed.

Subsequently, the Down sidings were also removed, requiring alterations to the crossovers on the approach from London.

However, most of the work would still have to be carried out over the Christmas blockade.

The blockade commences A ten-day blockade commenced at 01:05 on Saturday 23 December and was scheduled to last until 04:00 on Tuesday 2 January 2018.

At the start of the blockade period, the various teams set to work. S&C South Alliance removed track, coordinated engineering train deliveries, remove spoil and old points.

Kier completed extensive signalling trackside work and wiring to Redhill and Three Bridges relay rooms. Network Rail testers were commissioning the revised signalling, with IDG on hand for any redesigns needed, while BAM Nuttall completed the finishing touches to Platform 0.

Strategic testing periods were required which meant track work had to be stopped on Christmas day, when all trains and train paths were anyway committed to other sites on the Thameslink programme. However, that didn’t

halt work, as there was still plenty of work required to complete the Redhill Christmas blockade work successfully.

Deliveries recommenced on Boxing Day and proceeded to schedule. When all the track work was in place, the other teams had to tie it all together. It was a critical time, as senior tester-incharge Graham Mann and his team worked on the old Westpac system, a skill set which is in short supply these days.

“Graham’s team was pivotal to our success,” commented Network Rail project manager Bruce Kirkpatrick afterwards.

“We had made sure they were available, but if they had gone down sick we’d have been in trouble.”

Fortunately, that didn’t happen and testing went off without a hitch. At the same time, the last of the track was completed and the new Redhill platform 0 was fitted out with lights, customer information systems, PA and signage installed by BAM Nuttall and subcontractor Fone-Alarm Installations.

The first train departed the new platform as scheduled at 05:03 on Tuesday 2 January 2018.

Platform 0 entered into service with new passenger facilities of toilets, canopy area, waiting shelter, step-free access and the provision of a new lift and pedestrian walkway.

Bruce Kirkpatrick and his team could justifiably be proud of the work they had completed, not just over Christmas but over two years of detailed planning and measured construction before that.

CHRISTMAS WORKS

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www.megatechprojects.co.uk Rail Engineer | Issue 160 | February 2018

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CHRISTMAS WORKS

Northam junction

BOB WRIGHT

S&C success Teams of up to 100 people per shift, from VolkerRail, Network Rail, Colas and external contractors, worked throughout the blockade.

N

ortham Junction is located in the heart of Southampton, close to St Mary’s Stadium, home of Southampton FC. It links the Basingstoke to Weymouth main line with the branches to Portsmouth and the harbour, as well as with Siemens’ Northam Traincare Facility.

The junction provides crossovers between Up and Down Fast, Up and Down Slow lines as well as access into Siemens’ depot. It is a very intensively used junction with 335 passenger trains, 66 freight trains and 48 empty coaching stock services passing through every day, equivalent to three trains a minute, 24 hours a day, every day.

The railway reached Northam as long ago as 1839, but last Christmas the site of the former Northam Road station witnessed one of the network’s most intensive ever S&C replacement projects.

Local closures Network Rail had been monitoring the condition of the infrastructure through this junction and had determined that 14 sets of S&C, together with 200 metres of associated plain line, were worn and in need of renewal.

Delivery of this project was recognised as being a major logistical challenge, given the constrained nature of the site, the urban surroundings and the volume of train services that would be affected.

This £8 million project was delivered by a dedicated team from the S&C South

Rail Engineer | Issue 160 | February 2018

Alliance and was led by Kev Hoar, Project Manager for Wessex, based at the Bristol office and supported by a wider team from various departments spread through the Alliance and Network Rail.

A piecemeal replacement of this infrastructure over a period of years would have been very disruptive, and so the decision was taken to replace everything in one operation. The works were planned to take place over the now traditional rail engineers’ Christmas holiday, but in this case extended to nine days in total.

The line between Southampton Central and Southampton Airport Parkway was closed, as were St Deny’s, Bitterne and Swaythling stations, and services on the West Coastway line (west of Fareham) started and ended at Woolston. Rail replacement bus services were provided to cover these routes, with 371 trips in total.

The Mount Pleasant Road level crossing was within the work area and was closed, with local road diversions in place.

With this level of disruption to services, it was essential to publicise the works in good time to ensure that those affected would be aware and could make appropriate plans for their journeys over the extended Christmas break. Advance publicity at stations, on trains, and through local media, together with liaison with local authorities, businesses, Southampton Airport and local MPs, began two months before the project commenced

CHRISTMAS WORKS and continued throughout, until the works were completed.

The urban location of the works and the nine day, 24 hour nature of the works meant that communications with nearby residents and businesses would also be vital to reduce the risk of disruption and complaints. Kev’s team began communications as long ago as August 2017, with local letter drops that provided details of the works, times of work, precautions being taken to minimise disruption and point of contact in case of queries. This proactive approach paid off for the team, with only a single complaint being received on site, and that only regarding a misaligned work light.

Preparation The replacement of the 14 S&Cs was designed by AECOM and was essentially like-for-like, with minimal change to alignment or geometry, apart from one set (504) that lay within a transition and was moved 20 metres towards Southampton.

The two sidings of the nearby Bevois Park freight depot were each extended by 60 metres, providing additional capacity to the yard and also facilitating the project by allowing longer engineer’s trains to be stabled.

The long duration of the project proved a logistical challenge, not least in mobilising the large team of machine operators, supervisors and technical trades that was required. Teams of up to 100 per shift worked a total of around 25,000 hours, with a team of 250 people covering three shifts each day over the nine days.

Colas, as Alliance partner, carried out the permanent way works and VolkerRail undertook the signal testing. These were supported and managed by Kev’s team of managers from the S&C South delivery team based in site offices established in the Bevois Park yard.

During the end of October and beginning of November, rails and cables were delivered onto the site. Rails were placed in the fourfoot as cesses were very tight through the site.

The new S&C was manufactured by Progress Rail Services works at Darlington. This was broken down for delivery and transported by road to Bevois Park during November, where it was assembled and loaded to engineering trains by a Baldwin Liebherr 1000t crane.

The whole layout had poor formation and was treated with a sand blanket and Terram PW9 geotextile to improve future stability.

Works nearing completion alongside Siemens’ Northam Traincare facility. Isolations were partially given up on 27 December to enable limited train movements in and out of the depot, enabling maintenance to continue at near normal levels throughout.

Efficient delivery On 9 December, plant, lighting and small materials were delivered into the worksite in preparation for the blockade. The following weekend saw the replacement of the lead (513) at the south end between the Up Slow and Up Fast lines. This had to be dealt with separately as its inclusion in the blockade would have disrupted train movements and extended the duration of the works beyond the allotted nine days.

The blockade itself began at 01:00 on 24 December. In addition to the large workforce already described, the project included a Kirow 1200 crane, 25 engineering trains and 16 RRVs. The intense activity within a confined area was made possible by the detailed planning of the S&C Alliance team and by careful management of the works and vehicle movements. The management team reviewed progress on an hourly basis and adapted the plan where necessary to maintain progress and certainty of delivery.

This was assisted by detailed pre-planning, during which programme certainty was checked using Pertmaster programme risk analysis, run three times rather than the usual once. Each time, the result exceeded the 90 per cent certainty of on-time completion required by the DWWP (Delivery of Works Within Possessions).

This predicted result was borne out in practice, when the team handed the site back 90 minutes early at 02:30 on 4 January.

In addition, the project was handed over to traffic at a TSR (temporary speed restriction) of 60mph as opposed to the planned 50mph, and was handed back to the maintainer on 16 January.

Northam junction was one of the largest S&C replacements delivered to date and, as a result of the detailed planning and efficient delivery, has been seen as a complete success by the industry. Kev’s S&C alliance team’s work over the last 15 months was certainly vindicated and they will repeat this in the Christmases to come, at Westbury and Cardiff.

At the end of this project, Kev said that he “saluted everyone involved and their attitude, which was a real testament to collaborative working between all parties in the scheme; from management and works planners to the guys on the ground making it happen”.

The project team’s work on the project, and in particular its consideration for the site’s neighbours, was recognised after completion when it received Network Rail’s ‘Achieving Communications Excellence’ for ‘best example of comms transformation’.

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CHRISTMAS WORKS

PHOTO: NED TRIFLE

RESIGNALLING

PAUL DARLINGTON

Birmingham Power Signal Box, built in 1964, is Grade II listed.

Resignalling work at Aston

C

hristmas 2017 saw major resignalling work in the West Midlands, along with the replacement of a key junction near Smethwick. The work included new signalling equipment and headway improvements introduced on routes between Birmingham and Wolverhampton (via Sandwell & Dudley and via Aston), together with the majority of signalling control moved from Birmingham New Street PSB to the West Midlands Signalling Centre (WMSC).

The ÂŁ246 million scheme is part of the overall ÂŁ600 million programme to upgrade signalling across the West Midlands, which includes Bromsgrove, Wolverhampton, Walsall and Coventry as well as on the route between Stourbridge and Banbury via Birmingham Snow Hill.

Rail Engineer has previously reported on the extensive West Midlands resignalling plan in issues 133 and 147 (November 2015 and January 2017), with the 1960s power signalboxes (PSB) control areas being transferring to the WMSC. The first was Coventry (1962-2007), followed

by Bescot (1965-2013), Walsall (1965-2013), Wolverhampton (1965-2015) and Saltley (1969 2016). This only left Birmingham New Street PSB, from 1966, still operational, although the

Rail Engineer | Issue 160 | February 2018

route towards Bromsgrove was transferred to the WMSC in November 2016.

Covering New Street North and New Street East, Phases 4 and 5 of the programme were safely and successfully commissioned by Siemens following an 11-day blockade between 23 December and 3 January, representing the culmination of a programme of work which began in October 2015.

Once phase 6 is completed in May 2018, with the signalling between Birmingham New Street and Birmingham International stations also replaced and recontrolled, only one signalling position, that controlling New Street station itself, will remain at Birmingham New Street PSB. It is likely to be another four years before the station area itself is resignalled and recontrolled to the WMSC, as the signalling in the area is large and complex. So, this article is about Birmingham New Street PSB resignalling, but minus Birmingham New Street itself!

Birmingham New Street Power Signal Box is a Grade II listed building designed in 1964 by architects Bicknell and Hamilton in collaboration with R L Moorcraft, the British

CHRISTMAS WORKS Rail regional architect for the London Midland Region. The building is very much a ‘one off’, constructed on a very difficult and congested site, and is a dramatic building of subjective architectural quality and with a strong sculptural form.

It consists of horizontal precast concrete cladding units of a bold triangular profile, hung from a reinforced concrete frame. The building has a flat roof, typical of the time, and stands five storeys high above railway track level and four storeys above street level. The signalling entry-exit ‘NX panel’ control room on the top level is surrounded by a projecting flat roof to provide shading for the panel. The area of control stretched from Hampton-inArden in the east to Tipton in the west and embraced parts of the New Street-avoiding ‘Grand Junction’ lines and the Cross City route.

The Westpac Mark One geographical interlockings and supporting entry-exit NX panels used in the Birmingham area have lasted well, given that they have been used intensively for over 52 years, but the asset condition was starting to provide cause for concern.

Some 30 years ago, the interlocking at Soho Junction was affected by a fire, and it is thought that the foam to contain the fire may have contributed to the wire degradation that has been identified and managed.

Elsewhere, track circuit failures have been caused by core

failures in trackside cables, and wiring terminations were starting the fail. Part-renewal of some of the elements, such as the train-describer and telephoneconcentrator systems, had already taken place, but complete resignalling was considered the only option. This would also allow improvements to headway and layout to be implemented, and provide a firm, stable platform for other network enhancements, such as new stations that are planned for the area.

The Westpac Mark 1 interlockings at Perry Bar, Dudley Port, Soho Junction and Galton Junction have all been recovered to provide additional strategic spares to keep New Street PSB going for a few more years.

Siemens’ project team installed a new Trackguard Westlock interlocking and Controlguide Westcad control system at the WMSC.

Remodelling at Soho North junction This opportunity to remodel and rationalise, and to improve reliability and flexibility, has taken place at a number of locations. This included intense activity of track renewal and remodelling at Soho North junction, the major junction between Birmingham and Wolverhampton. A temporary speed restriction, due to deficient track geometry, was removed and the turnout speed to the curve increased from 10

to 15mph. This may not seem much of an improvement, but this has decreased the time it takes a freight train to transverse the junction by 50 per cent. The work was successfully delivered, ahead of programme, by the Colas Rail/AECOM/Network Rail S&C South Alliance.

Galton Junction has been remodelled, and a set of switch diamonds has also been removed and replaced with a crossover and a turnout to provide better operational flexibility in times of perturbation. Additional turn back facilities have also been provided at Galton Bridge and Smethwick Rolfe Street to better manage train services in and out of Birmingham when things go wrong. Similar improvements have also been made at Aston.

On the line towards Wolverhampton via Sandwell & Dudley, the signal spacing has been improved to provide a three-minute headway along with additional signalling sections on a very busy stretch of railway. When similar improvements were made as a result of Wolverhampton resignalling, there was positive feedback from drivers on the improved drivability of the route, and the signalling asset manager is hopeful of receiving similar favourable feedback for this phase.

Remodelling Soho North junction between Birmingham and Wolverhampton.

Wire degradation of old signalling terminations.

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CHRISTMAS WORKS Telecommunications

Soho North junction takes shape.

Inside the West Midlands signalling centre.

Voltage proving Thales AZLM axle counters have been provided for train detection throughout the scheme, along with VMS LED signal heads with voltage proving. Traditionally, filament signals were ‘proven’ as being operational with the signal lamp filament connected in series with a lamp-proving relay.

Should the lamp fail, current would not be drawn through the relay causing it to ‘drop’ and instigate action to be taken along with protecting the route.

LED aspect signals, being more efficient, may not draw sufficient current to operate the proving relay and require special circuitry in the signal head to operate the relay by drawing more current than is actually required by the signal. Voltage proving uses a voltage-free contact in the LED signal head to indicate the status of the aspect to the control system, thus saving current and energy.

The savings may be small, but it all helps and is a step in the right direction in providing a sustainable and greener railway system. Voltage proving also removes another potential failure point in the system.

While voltage proving has previously been used in modular signalling schemes, it is believed that Birmingham New Street is

Rail Engineer | Issue 160 | February 2018

one of the first large traditional resignalling schemes to use this type of aspect proving.

A challenge at New Street was to provide what will be the remaining signalling position at the PSB with adequate look-back and visibility of approaching trains due to the complexity of the station, with 13 platforms to the north and 12 to the south. The ergonomic study of the complex operating requirements resulted in retaining more of the NX panel than was originally planned, and the provision of a 32-inch overview screen connected to the WMSC system to provide track indications of approaching trains. Communications between the remote workstation and remaining panel has also been subject to a lot of work and evaluation to minimise the risk of separation.

Data connections from the interlockings to trackside functional modules are essential for schemes of this type, and the Network Rail Fixed Telecoms Network with IP connections via Cisco and Keymile routers and switches have been used. Voice communications at the WMSC were provided by earlier phases of the resignalling programme, with built-in capacity ready for the New Street phases.

The telecoms requirements for the New Street signalling were also designed, installed and commissioned Siemens.

Voice services at WMSC are based on a centralised Cisco Unified Communications Manager (CUCM), acting as a voice concentrator with its functionality spread across distributed nodes.

The opportunity has also been taken to migrate some of the legacy voice services off the obsolete Nokia pulse code modulation systems in the area and allowing their recovery.

Implementation Stakeholder management is important in all schemes of this nature, and regular constructive engagement meetings have been taking place since February 2017, with the scheme one of the top-five Network Rail Christmas 2017 projects.

The stakeholder meetings included representatives from all the affected train operators as well as organisations such as British Transport Police and Birmingham City Council.

CHRISTMAS WORKS

The work was planned to take place between 21:30 on Saturday 23 December 2017 and 04:00 on Wednesday 3 January 2018. Fourhour conferences took place to monitor and report progress over this period. The work was compromised by high winds and poor weather conditions, particularly on Christmas Eve and Boxing Day, but it did not impact the programme too much, with the majority of stages outperforming their programme.

The signalling for Phase 5 was signed into use on 27 December, allowing trains into the New Street station area from the Wolverhampton direction via the Grand Junction line. Phase 4 was then available for the enterprise information system (EIS) on 3 January 2018.

Over the commissioning period, Siemens had in excess of 200 testers, along with 100 installation and civils staff, working in shifts around-theclock to complete the works.

This included erecting new signals and installing four-foot equipment - once the track works had been completed by the S&C South Alliance track team.

As well as the scope, scale and complexity of the work, which covered 43 track miles, the inclement weather with heavy snow and ice hamperd the work to install signal bases within the first two shifts. Five solid-state interlocking data fringes also had to be changed over, by the morning of 25 December.

On the 28th, an overhead fault at Duddeston caused pantograph arcing, but work to rectify the problem did not impact on the programme. On the 29th, wheels free testing was underway with 350 of the 446 test logs already closed.

On 2 January, it was confirmed that 26 of the 30 milestones were complete and all routes were signed into service early at 02:37 on 3 January.

A good quality of installation has been provided and this, along with good cooperation and trust established with the maintainer, is enabling a smooth handover to the maintainer. A member of the maintenance organisation was embedded into the project from an early stage and plans are in place to complete the handover from the project to the maintainer within a few weeks, rather than several months, as has been the case with such schemes in the past.

Euston route in May The new Proof House junction workstation has already been commissioned and is operational in the WMSC. However, it will not be brought fully into use until May 2018, as part of Phase 6 which will include the New Street to Euston route between Proof House junction and Birmingham International following the recontrol of Proof House interlocking and the resignalling of Stechford.

Headway improvements similar to the north of Birmingham will also be provided between New Street and Birmingham

International. This will complete the three-minute headway in the corridor between Wolverhampton and Euston.

Turnback signals will be provided at Birmingham International, making all platforms fully reversible, along with improvements in the Proof House junction area by re-designed the overlaps and routing tables.

Track being lifted into place using a VolkerRail Kirow crane.

Further innovation While the complete closure of New Street PSB is four years away, planning and development is already underway for another complex phase. This includes managing the non-compliant overlaps in the station area and the development and approval of a serial interface from the Westlock system to the axle counters. This will reduce the amount of trackside equipment, which is essential for the cramped station area, and provide better reliability with fewer interfaces.

The new arrangement will include a ‘2:3’ fault-tolerant control system with three processors so that, if any two agree, the third is disregarded and the signalling system continues to work. This is a marked improvement over a conventional 2:2 processor control system, in which there are two processors and both have to agree before giving an instruction to a signal to display green aspect - there is no failure tolerance as both processors have to work.

Thanks to Graham Wire, Martyn Naylor and Richard Dugdale of Network Rail for their assistance with this article.

Double yellows at Duddeston.

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ENVIRONMENT

Merseyrail gives Energy Vault the green light (Above) Bank Hall Street station.

Chart showing the load and usage of the Energy Vault in blue (approximately 25-30W of usage). The charging periods are displayed in orange.

I

n a continuously innovating modern world, in which technology advancements seem to have no boundaries, rail stations are now facing increasing pressure to deliver

The Climate Change Levy (CCL) was introduced in 1997 and is essentially a carbon tax that adds around 15 per cent to the energy bills of all businesses, with the aim of reducing carbon footprint and increasing energy efficiency. Some businesses can negotiate discounts with the likes of Climate Change Agreements (CCA) - a voluntary agreement between the Environment Agency and UK industries. On behalf of the country, the scheme aims to reduce CO2 emissions and improve energy efficiency.

With that said, the country could still miss set targets for 2020; it is evident that more needs to be done. Some companies are beginning to realise that, not only do they need to meet expected targets, but they can also, in fact, make a considerable difference by taking actions into their own hands to contribute towards the Clean Growth Strategy.

on expected energy requirements and carbon footprint

reduction.

Station infrastructure challenges

A recent announcement of the 25-year plan to protect the environment has indeed triggered our awareness for the desperation of ‘A cleaner greener Britain’: the next ambitious milestone to de-carbonise the UK. While the country has been a world leader in cutting emissions so far, and strives to reduce emissions further, it could still fall short of its ambitions unless solid plans are put into place and soon.

Lord Deben, chairman of the UK’s independent Committee on Climate Change, stated this year that: “All departments now need to look at their contribution towards cutting emissions - including the Department for Transport.”

Ministers have been warned that pledges must now be turned into reality. “The strategy doesn’t deliver enough action to meet emissions targets in the 2020s and 2030s,” Lord Deben commented.

It is safe to say that low-voltage devices have gradually been introduced into modern rail stations with the introduction of IP (Internet Protocol) devices. Low-wattage equipment for stations, such as IP CCTV cameras, are now being designed and implemented across the country. Emergence of these IP and PoE (Power over Ethernet) devices has very much challenged the traditional cabling architecture; not forgetting the focus on renewable energy solutions and carbon footprint reduction too.

Merseyrail has been testing out Quality Essential Distribution’s Energy Vault (EV) for a considerable amount of time now at Bank Hall Street station. Network Rail standards state that a UPS (Uninterruptible Power Supply) system must be capable of supporting the entire system for a minimum of one hour. The problem is that the rack providing SISS (Station Information and Security System) equipment provides only one-hour autonomy and, thereafter, any PoE devices will shut down.

Rail Engineer | Issue 160 | February 2018

ENVIRONMENT Impressive results

Energy Vault unit and control box.

The Energy Vault battery storage system is not only in the process of obtaining PADS approval from Network Rail, but also provides autonomy that exceeds the basic standards; stretching above and beyond expectations. QED’s own tests have proven that the EV can run 96 cameras whilst providing autonomy of the rack and cameras for 19 hours.

Additional benefits that the Energy Vault provides are carbon efficiency and the capability to distribute electricity off-grid throughout the day, eliminating the requirement for a UPS back-up system. The EV’s ability to reduce CO2 emissions stems from the efficient elimination of AC-DC conversion. Due to the device being based on a DC infrastructure, it is not required to convert, meaning it can plug directly into renewable energy sources without losing any power.

Paul Collins, asset project manager at Merseyrail, stated: “The EV has performed better than anticipated. We operated the load off-grid all day and night to then charge it back to 100 per cent capacity between midnight and 1:30am. It was consistently reliable and supplied continuous electricity to our cameras, NVR (network video recorder) and Network Switch. In the near future, we are looking to implement the device into larger stations with renewable sources.”

Quality Essential Distribution (QED) has been monitoring the system from 5 to 22 January 2018 to demonstrate the Energy Vault’s performance. Whilst running the station cameras, NVRs and switches from the device, the unit operated beyond expectations due to low load demand. The 1.2kW system only required 500 watts for 1.5 hours of recharging time.

Not only does the Energy Vault reduce carbon footprint and allow users to operate off-grid, it can ensure the continuous operation of SISS and other low voltage devices that are a necessity for the day-to-day running of a modern railway station.

As mentioned previously, there is an increasing pressure for the Department for Transport to deliver on expected energy requirements and carbon reduction. More and more people are becoming aware of the need for ‘a cleaner, greener Britain’, while more and more people are taking matters into their own hands and doing their part to contribute towards the future of the proposed Clean Growth Strategy.

Could Energy Vault be the missing link between renewable energy sources and all up and coming new low voltage technologies?

CHARGE

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www.qedgroup.co.uk sales@qedgroup.co.uk Call now for more information: 01772 336111

Rail Engineer | Issue 160 | February 2018

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FEATURE

A time for

innovation

Stobart Rail & Civils demonstrates its latest developments

B

ritain’s railways have always inspired great innovation from engineers; whether the numerous firsts in structures designs, the world’s first steampowered passenger railway or even the first-ever commercial maglev system.

Although bridges, viaducts and locomotives perhaps provide the most visible examples, this innovation also plays a vital role in maintaining and enhancing our railways too - helping to deliver safety and efficiency while providing value for money against ever more challenging budgetary constraints.

At any engineering planning meeting today, there is often enthusiastic talk about remote condition monitoring, aerial surveys, new track materials, exciting ways of improving structural integrity, enhanced coastal and flood defences, in-cab signalling, ‘smart’ personal protective equipment, and a host of other innovative ideas that were barely dreamt of just a few years ago.

Enthused by reports of great things happening in Carlisle, a senior team from Network Rail London North Eastern (LNE) recently visited Stobart Rail & Civils to see a few of its new developments. They were welcomed by Stobart Rail & Civils’ plant maintenance and innovation manager Richard Errington, who hosted the day and provided a fascinating insight into the latest innovations.

Ballast undercutters Stobart Rail & Civils first encountered ballast undercutters as far back as 2006, when an opportunity arose to acquire an existing machine. Stobart soon put this to work on a range of sites and, while it did a decent job, Stobart’s engineers and site teams quickly identified numerous potential improvements.

After several visits to Stobart’s workshop, and with a wealth of learning gathered on many projects, it was clear that there was still further room for improvement in both performance and reliability, but realistically Stobart’s engineers were facing a ‘Trigger’s broom’ situation, where the desired changes would have left little remaining of the original plant.

Inspired by the potential performance enhancements, Stobart committed the investment for a complete re-build to a much higher specification - and what became known as the MK1 ballast undercutter was born. This included major improvements to its hydraulic performance and changes to the digging wheel design based on feedback gleaned from the site

All three ballast undercutters.

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teams. Major safety enhancements were also incorporated to protect workers from the undercutter’s many moving parts.

These upgrades had an immediate impact, with both productivity and quality of work greatly improved. The revised machine now offered real potential for a new cost-effective solution to carrying out track re-ballasting, track lowering, wetbeds removal, and S&C refurbishment.

To support the growing workload, and to incorporate the lessons learned from many successful deployments of the MK1 machine, Stobart decided to press ahead with development of a second generation ballast undercutter - inevitably soon to be labelled MK2.

This iteration included improved hydraulic design to deliver a more powerful performance, a new conveyor design, a modern air-conditioned cab, and a driver console that could be operated from the comfort of the cab seating. The new design also included additional safety devices including split screen cameras that provide the operator with all around visibility.

To provide operational resilience, Stobart developed a comprehensive support infrastructure, including

FEATURE

Soot removal.

Demonstrating the ALO system.

an on-site maintenance cabin stocked with critical spares and hydraulic hose-making facilities. Together with the engineering improvements inherent in the machine, this has significantly reduced downtime and increased the production rates and reliability figures. According to Network Rail’s Rail Plant Performance System (RailPPS), in 2017 the MK2 Ballast Undercutter achieved an impressive reliability figure of 99.57 per cent, up from the MK1’s 2014 reliability figure of 86.7 per cent.

Never standing still, Stobart’s engineers soon saw opportunities to further refine the capability of the undercutter and this has led to the development of 2017’s new MK3 version.

This incorporates a rubber-tracked undercarriage to increase the machine’s on and off-tracking capabilities - it can now move under its own power from a lineside position and onto the track using only a temporary RRAP, rather than previously needing a mobile crane lift. It also has both front and rear tilting axles, which allow the cross-fall of the cutter bar to be set from the safety of the cab. The machine can also be connected to TMDs (track measuring devices), if required, to provide valuable engineering assurance data.

Stobart Rail & Civils’ bespoke integrated operating system, with a 12-inch touchscreen in the cab, is connected to head office using a GPS/GSM modem with CAN (Controller Area Network) interface. This provides a continuous live data feed of the machine’s operating parameters, from pre-start checks through to completion of operations, to allow the engineering team to access the system remotely for performance monitoring and to aid in diagnostics.

This approach has proved so valuable in predictive monitoring to support maintenance regimes that the operating system is now fitted to all RRVs when the machine is upgraded through Stobart’s plant engineering workshops.

Adjacent line open system When plant is required to work on one track of a two-track railway, while the other track remains open for traffic, it is essential that nothing - no parts of the machine and no trackside operatives - are ever in a position to come in contact with an adjacent train. This is known as working Adjacent Line Open (ALO).

To accomplish this, Stobart Rail & Civils developed an ALO system that uses 3D cameras and illumination units to measure and continually plot position in relation to the track. Visual and

audible warnings are then triggered whenever an object - person, plant, equipment, or anything else on the worksite - approaches the predefined limits. This is linked to all plant items’ operating systems so that, as the limit is reached, the machines’ movements are automatically ceased, making it impossible for any part of the plant to leave the safe zone.

Full data logs are recorded and can be used to support training and mentoring sessions.

During the development of this system, another innovative application became apparent. When working within a possession, using road-rail vehicles or on-track machines alongside track personnel, it is vital that the two are effectively segregated. By setting up the ALO system and programming it to recognise workers’ high-visibility clothing, it is possible to continuously monitor distances between every plant item and worker on site.

If a worker is detected within the exclusion zone, the system’s connection to the plant item’s RCI (rated capacity indicator) instructs the motion-cut solenoids to instantly stop the machine and protect the worker.

This system will deliver a step-change in safety whenever there is an interface between plant and personnel. Stobart Rail & Civils is progressing towards approval of this system so that it can soon be deployed on worksites.

Vacuum machine Stobart’s vacuum machine is an RRV attachment designed to clean all areas of tunnel linings that are contaminated with soot build-up.

This provides a valuable solution that exposes long-hidden brickwork for inspection, for preparation before brickwork repairs or for any other work such as the installation of overhead electrification. It removes potentially harmful contaminants before personnel enter the worksite, and ensures that engineers are able to inspect structural elements properly in order to determine best construction solutions, minimising the risk of later delays or abortive works through incomplete information.

The unit has an inbuilt tilt and rotation system, allowing placement of the unit at any angle to sweep tunnel walls and roof areas, and also to clean vertical walls and station platforms.

It is entirely self-contained and incorporates an industrial vacuum so that all soot is collected for safe disposal in accordance with Environment Agency guidelines, ensuring nothing is left behind to contaminate ballast.

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FEATURE

Mk 3 ballast undercutter The unit can also be fitted with a variety of brushes to suit various applications such as graffiti removal and platform cleaning.

Jack & Tamper Stobart Rail & Civils identified a gap in the market for a small-format fully remotecontrolled S&C and plain-line tamping machine.

In collaboration with GOS Engineering, Stobart developed the Jack & Tamper Unit. This provides high-quality track alignment during small renewals, reballasting or maintenance activities and removes the need to jack and pack the track using manual labour, reducing risk and the chance of manual fatigue, and saving time and cost.

For maximum flexibility, the Jack & Tamper unit was designed for road delivery and lifting onto track, either by RRV or a small mobile crane, then either towed to the worksite using an RRV or operating entirely under its own power.

The lift frame is fitted with clamps to lift and slew the track - up to 300mm lift and 100mm slew - and is fitted with compaction feet, which aid compaction between the sleepers. Twin Kinghoffer four-tool tamping banks allow independent lateral movement for complete flexibility around the many obstructions encountered within S&C and plain line sites.

The machine is compliant in accordance with Rail Industry Standard for Engineering Acceptance of On-Track Plant and Associated Equipment RIS-1530-PLT.

The next development is to incorporate direct communication with TMDs, so it can be used for auto alignment.

The Network Rail LNE team certainly saw some interesting innovations during an enlightening visit to Stobart Rail & Civil’s Carlisle facility. All these solutions were developed to approach challenges in maintaining and enhancing the railway and are sure to prove essential tools for years to come.

Rail Engineer | Issue 160 | February 2018

Steve Pinkney, LNE & EM Route programme manager North, commented: “Stobart Rail & Civils clearly recognise the importance of investing in its people and machinery to drive excellence in maintaining and enhancing our railways. The innovation we have seen today is exactly what we need when facing the challenges within the growing rail industry.

Keep up the good work.”

The only question left on everyone’s mind was - what comes next?

Jack and tamper unit.

Jack and Tamper Unit (Plain Line & S&C)

Capabilities • • • • •

Fully remote control S&C and Plain line tamping machine The JTU is specifically designed to be delivered by road and lifted onto track utilising either machines on site or a lorry crane It is fitted with twin Kingshopher tamping banks (four tools each) that can be moved laterally and used independently to achieve access between the various obstructions within S&C and plain line The lift frame is fitted with clamps which can lift off the rail head and 50t lift and slew rams with capabilities of 300mm lift and 100mm slew The machine is compliant in accordance with RIS-1530-PLT Issue

Benefits •

Fully remote control SPJT

• •

Removes the element of jacking and packing the track by manual labour Removes manual labour from a risk environment reducing fatigue

•

Cant & Slew capabilities – there is no other machine of this size capable of carrying out the combined works

• • • •

S&C capability Compaction feet option to aid compaction between the sleepers Can be towed to site via another OTP Can be used independently (as well as combined with the complete concept)

• •

The next steps for the JTU – will be able to communicate with certain TMDs to allow for auto alignment The machine is compliant in accordance with RIS-1530-PLT Issue

For further information please email: david.richardson@stobartrail.com

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FEATURE

SIMON KILLIPS

RESERVES

KEEP THE MOD ON TRACK

B

ack in the day, when railways were the best way of transporting heavy freight and large numbers of people over distances (some say that time is here again!), railways had a strategic military importance. They were fought over, bombed to disrupt lines of communication, rebuilt to restore them, and then bombed again. The Army had several specialist units to rebuild railways, rebuild locomotives and rolling stock, and then run them.

Squads of engineers trained to do this at the Longmoor Military Railway in Hampshire, which was active between 1903 and 1969. It was up to 70 miles long, but as it was continually being built and rebuilt for training it was always changing.

During World War Two, there was even a second training railway established in the Midlands, running from Derby to Ashby de la Zouch.

Those days are long gone. Today, 507 Specialist Team Royal Engineers (Rail Infrastructure) (507 STRE) is the Army’s only railway infrastructure specialists. It is an Army Reserve sub-unit with the majority of the team working in the rail industry for their day job.

All Reservists conduct a two-week training exercise as part of their annual commitment and, in 2017, 507 STRE’s took place at MOD Kineton, Warwickshire and Ayrshire Barracks, Monchengladbach, Germany. It consisted of numerous work packages to enable the team members to get the maximum benefit from the limited time available.

The tasks consisted of design work, construction of a new Rail Training Area and a training stand facility, rail maintenance and providing an insight into railway construction to Regular Royal Engineers.

Rail Engineer | Issue 160 | February 2018

Week 1 - MOD Kineton The design team, headed up by Lieutenant Matt Lowe, had been working on a number of tasks for DIO (Defence Infrastructure Organisation) Rail. While these tasks stretched both the knowledge and capacity of the reservists, by carrying them out, they gained new experience and DIO Rail had work completed in the current financial year that otherwise wouldn’t have been delivered.

The first task was a track alignment survey of a new connecting lead from MOD Kineton to the Network Rail main line and a new turnout. The work required

surveying, data processing and a validation exercise that resulted in the re-issue of rail site plans to the client.

Next task was the relaying of a turnout due to its poor condition and also an obsolete/substandard rail section. Another turnout on the site was identified as a possible replacement, and a survey and analysis was undertaken which concluded that replacement was appropriate.

Task three involved the assessment of derailment risk and associated protection on two under-bridges on the Graven Hill to Arncott Link line. The work involved bridge surveys, a risk assessment conforming to Network Rail standards and outline designs being produced to mitigate the risks identified. Whilst the risk of derailment was found to be small, due to the location of the structures and the environmental impact that a derailment may cause, the potential consequences

FEATURE of such an event was found to be high. As such, a number of preventative measures have been put forward to DIO Rail for consideration, ranging from minor track realignment to the replacement of bridge decks.

The final task consisted of amendments of MOD Rail track category and track construction type drawings, as well as schematic track diagrams. These works were undertaken at MOD Kineton using AutoCAD software. At the end of this phase, Lt Lowe said “Overall, the week has been hugely beneficial for the junior members involved in the design team.

The exercises provided opportunities to build on theory and provide a meaningful service to the MOD. “Going forward, this ATX (annual training exercise) will provide a firm foundation for the future development of the team, its capabilities and the specialist support that it can provide to the wider Armed Forces.”

A task for other members of 507 STRE was the construction of a new Rail Training Area (RTA) at MOD Kineton.

This is adjacent to the existing network and was constructed using reclaimed material gathered from redundant areas of the MOD rail network. This new area will increase the capacity for the team to deliver specialist training for the military platelayers’ trade training syllabus and for Regular Royal Engineer units to receive low-level training in repair and maintenance of railway infrastructure. It is hoped to further expand this area to deliver more in-depth training elements over a wider site.

Network Rail connection at Bicester.

Knowledge sharing This first week was not all about building the team’s own knowledge, but helping to share this knowledge with others.

As such, the team was invited to Rock Barracks, Woodbridge, Suffolk, to give an appreciation of track management and maintenance from a military perspective; this included the management of damage caused by sabotage and bomb strikes.

A presentation was made detailing the typical life of track, from design and construction, through operation and maintenance, on to renewal and removal.

Following the presentation, arrangements were made for a contingent of 36 Engineer Regiment to visit the new RTA at MOD Kineton. The visit consisted of a site brief, followed by specialist tool

Preparing back briefs - Exercise Ayrshire Sapper.

familiarisation and training (rail drill, rail saw, sleeper drill, impact wrenches, ballast packers to name a few). Once complete, work was undertaken to build a new turnout. The task was well received by the regiment and the intention is to carry out further training together in the future.

Colonel Peter Fisk, Deputy Commander (Reserve) of 170 Engr Gp and the senior Reservist, said: “It was impressive to see Reservists training Regulars in the use of railway equipment and the individuals in the team gained from sharing their experiences and knowledge. This should increase the visibility of the capabilities of 507 STRE in the future as the team look to work further with Regular forces.”

Running concurrently to the rail works, DEODS (Defence Explosive Ordnance Disposal School) Kineton approached 507 STRE to construct a car storage facility.

After the trees originally covering the site were felled, 507 STRE had a maximum of six days to complete this task.

After a scan of the area for buried services, de-stumping could commence, which removed any potential hard spots.

Once the whole area had been cleared, the team took the area down to a base level, whereupon edging was laid along three sides of the area with concrete sleepers acting as retaining kerbs. To complete the area to the finished surface, a geotextile was laid and topped with 280 tonnes of type 1 sub-base which was then compacted and levelled.

Major Chris Judge, Officer Commanding 507 STRE, said: “This type of activity shows the diverse skill sets within 507 STRE. Regardless of not being a railway activity, the team pulled together to plan and execute the task”.

Rail Engineer | Issue 160 | February 2018

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Total Survey Station (Bicester).

Week 2 - Germany On the team’s arrival at Ayrshire Barracks in Mönchengladbach, Germany, a Rail Construction Troop of three sections was formed to carry out essential maintenance of the railway infrastructure that had largely been neglected for some 25 years.

One section’s task was to clear out the debris and vegetation that had set into the rail channels at two level crossings and to enhance rail movement safety by painting the switch point tips neatly in white so that they can be more easily seen.

A second section’s task included loosening the sleeper bolts to de-stress the rails using a socket power wrench.

The third section’s repair tasks included uncoupling the fishplates at the joints using hand wrenches so that they could be re-greased to allow for movements in the rails due to thermal changes. The first

section also backfilled for the fishplategreasing task, which allowed more men to operate the hand wrenches. The whole procedure meant that DIO Rail received a real benefit in the form of badly needed track maintenance which also provided a training benefit to 507 STRE. Whilst the Rail Construction Troop was kept busy, a smaller team of technical specialists was formed to complete construction assurance of works undertaken by civilian contractors at Ayrshire Barracks Railhead.

The volume of rail traffic to mainland Europe is insufficient to justify a permanent MOD rail engineering resource in Germany and these works provided a valuable service to monitor the condition of the infrastructure. 507 STRE therefore provides regular technical specialism and construction assurance to maintain its safe operation.

The visit to Germany was finished with Exercise Ayrshire Sapper. This planning exercise simulated the breakout of World War III, and the resulting wide spread damage to Ayrshire Barrack’s rail network.

507 STRE was split into two sections and given the task of planning the repair of the network to allow the first locomotive to enter the area safely within three days, and presenting the findings to 507 STRE officers.

The exercise was found to be insightful, particularly to the junior ranks who did not have much experience of these exercises, and demonstrated the team’s ability to produce a co-ordinated, technical and precise plan.

At the conclusion of the exercise, Major Judge commented: “The 16-day exercise has been an overwhelming success and provided great work to a number of clients as well as taking some time to build the knowledge of the team with some excellent technical training.

“It also provided the opportunity to secure the future direction of the STRE with the addition of the new RTA, which will undoubtedly act as a key asset going forward.”

507 STRE is a sub-unit of 170 (Infrastructure Support) Engineer Group, a Royal Engineers formation comprised of both Regular and Reserve personnel that are infrastructure experts and carry out work for the whole of the Armed Forces and other government departments when called upon.

To find out more about enrolling as a Reservist, contact us through email address 170ENGR-AR-recruiting@mod.uk

Preparing a new car storage facility for Defense Explosive Ordnance Disposal School, Kineton.

Rail Engineer | Issue 160 | February 2018

FEATURE

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27/01/2015 27/01/2015 14:23 14:23 Rail Engineer | Issue 160 | February 2018

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FEATURE

Smart solutions harness great potential for rail

A

t a time of heightened scrutiny over the performance of railways, operators face considerable challenges: from consumer demands for better services, to wide debate over pay, prices and costs.

In the UK, 2018 rail services have already seen weather disruptions, strikes and fare hikes. But there remains an appetite for investment in rail, with the benefits of investment being highlighted with the reopening of London Bridge, an upgraded Thameslink train service from May, and the start of Crossrail services by the end of the year.

And, in January, financial services firm Legal & General announced it would invest an additional £350 million to upgrade rolling stock. The company previously invested £550 million in the country’s rail infrastructure and completed four rolling stock deals.

Meanwhile, China’s ‘one Belt, one Road’ initiative is seeing the country’s railway operator planning heavy investment in highspeed rail from Asia to Europe. There are also plans for investment in countries as diverse as Nigeria, Russia, India and Turkey.

Across the globe, operators that are trying to meet growing demand by expanding rail networks and improving existing infrastructure must be able to justify the investments they make.

And it must be done in a manner that is safe, reliable and scalable for the future.

A digital future This is now very much in a digitalisation age. An age that looks set to transform the rail industry.

The main challenge is how to embrace this. Technological advancement needs to be combined with reliability and minimal maintenance requirements.

Rail Engineer | Issue 160 | February 2018

Paul Herron, business development manager for PC-based automation at Siemens, agrees. “I think there are a lot of benefits to embracing change and this period of digitalisation could be massive for rail,” he told Rail Engineer.

“There are challenges for the industry, and it’s important to move forward with technology to meet these challenges, including bringing prices down.”

With this in mind, the potential of commercially available, off-theshelf (COTS) products is becoming difficult to ignore.

Systems with great potential Two areas that are becoming increasingly popular are Supervisory Control and Data Acquisition (SCADA) software and industrial PCs (IPC).

SCADA software systems are wide-area operator interfaces that can monitor just about anything: from rail signalling and tunnel ventilation systems to station management, electrical supplies and other utilities.

The benefits of SCADA are already being felt on major infrastructure projects, including one of the largest of its kind currently being undertaken in Europe.

FEATURE

The Elizabeth line, due to open in central London in 2018, features 42km of tunnels, 10 new stations and at least 30 station upgrades. It will rely on the safe operation of 48 large fans and 160 dampers for both operational and emergency ventilation. These will be controlled and monitored by Siemens WinCC SCADA software, as well as using Simatic IPCs. IPCs provide the hardware platform for SCADA and other monitoring systems.

Specified for industrial use, Simatic IPCs are Windows PCs that have been designed from scratch to meet functional and environmental requirements, in all but the most extreme applications.

“If you combine the SCADA product with a high-quality Simatic IPC, then you can start to see the real potential for operators to meet the demands of the future in a cost-effective and efficient way,” Paul Herron commented.

“This can potentially shorten project timescales,” Herron added. “It’s a great luxury to have, because you’re making your mistakes in the virtual world rather than the real world, so you can get it right first time.”

WinCC SCADA software can communicate with other third-party systems, devices and controllers via OPC, a software interface standard that allows

Windows programs to communicate with industrial hardware devices, using suitable OPC servers. It also records process signals and local events, saving them in archives to be available, sorted or filtered as required.

This flexibility enables later modifications to adapt to changing needs, an advantage over traditional products that can be difficult and costly to modify.

The benefits of SCADA SCADA is easy to set up, and the software is also very scalable. With simulation and test capability in the design environment, SCADA systems can be tested for correct operation without lengthy commissioning during the project.

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The benefits of IPCs SIMATIC IPCs are designed to operate over long periods of time, so are durable and very reliable, particularly for a railway system that must be operated 24/7, or with equipment in harsh environments.

They have been very successfully used in some of the industry’s most demanding environments, such as the London Underground.

As well as easy installation in control cabinets and enclosures, they’re compact and easy to maintain in the event of any failure - their scalability and long lifecycle making them very efficient, especially over time. Downtime is also greatly reduced by the comprehensive diagnostics of all aspects of the IPC, such as temperature, memory, watchdog and others.

The Siemens IPC range offers easy-to-install hardware designs, such as 19” rack, box and panel mount enclosures. IPCs can be configured with various options on CPU performance, display size, RAM memory, hard disk and operating system. As a result, they can offer precision performance to specific customer requirements.

Some Siemens IPCs also have electro-magnetic conformity (EMC) rail certification, which can be advantageous in a sector that is often risk-averse.

“Historically, engineering in the rail sector has relied on tight testing, and we’ll use the same thing because we know it works and it’s safe,“ Paul Herron clarified. “Having a certified product mitigates this risk.”

A perfect combination Combining WinCC and Simatic IPCs can achieve high quality and high availability visualisation systems for 24/7 infrastructure projects, with a number of benefits beyond cost efficiency. »» Openness: the Simatic SCADA and IPC range supports various

Rail Engineer | Issue 160 | February 2018

Microsoft operating systems, as well as Linux, Android and iOS platforms, providing maximum choice when selecting the best architecture; »» Scaleability and flexibility: quickly deployed to any size system and architecture from single-node operator to multi-site, multiuser systems; »» Innovation: as a global leader in automation, Siemens is constantly innovating the SCADA and IPC portfolio to introduce innovations such as multi-touch displays and advanced operator functions; »» Efficiency: with seamless SCADA redundancy, high-availability RAID arrays to improve performance and safeguard data, and dual power supplies, Simatic WinCC and IPCs can secure critical data in the long term for the highest levels of availability.

Time to embrace change So, the success of Siemens’ off-the-shelf products could be an indication that times are changing in the rail industry, as Paul Herron explained. “Historically, the rail industry would have purchased bespoke equipment specifically designed, very expensive and with long engineering cycles. Now, it is looking to be much more cost effective and valuable by utilising off-the-shelf products where possible.

“Off-the-shelf products can still meet the rugged requirements, but are also bringing new benefits in terms of price and efficiency.”

Simatic SCADA and IPCs are offering operators lower investment and maintenance costs, and as a result are having a profound impact on project development times, system accuracy, and speed of deployment.

Are they helping to usher in a new age of rail? Only time will tell.

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Get in touch to discuss how we can help you Email: ncbenquiries@networkrail.co.uk

Proud to be certifying the Caledonian Sleeper Project

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FEATURE

ASPECT

CLIVE KESSELL

E

very two years, the Institution of Railway Signal Engineers (IRSE) holds an international conference to look at signalling practice

worldwide, its innovations, technical developments and potential challenges.

Known as ASPECT, the ninth conference in the series was recently hosted in Singapore, the first time outside of the UK. It was very well attended and included a lot of delegates who would not have been able to participate in London.

Whilst the event covered many topics, the main themes were Metro Technologies, Professional Development, High Speed Rail and Condition Monitoring, all topics that impact on every country.

Welcomed by the IRSE President, Peter Symons from Australia, his statement ‘Resistance is Useless’ was aimed at those in the industry who believe that the principles for operation and safety are enshrined forever. The perceived ultimate safe state that signalling stops trains is no longer good enough, as it fails to meet the fundamental mission to transport people and goods.

Peter stressed that fail safe must be linked to degradation of service, not stoppage. ALARP (as low as reasonably practical) is not absolute, as residual risk remains, and this risk needs periodic reassessment. New threats are emerging; cyber security needs a much higher profile to assume the same status as safety.

With the world’s ever-growing population, increasing rail capacity is a challenge in all countries. Moving block, control centre consolidation and better braking systems are all part of the solution, but it must also include the use of ‘Big Data’ to sense and monitor every component part and, with clever analysis tools, detect likely failures before they occur.

Peter Symons, President of the IRSE, and Edwin Khew, President of the Institution of Engineers Singapore, exchange a memorandum of understanding, committing the two organisations to work together in supporting the professional development of engineers in the region.

The cost of signalling is too high; interoperability and interchangeability must become the industry norm, as it is in telecoms. Type approval and safety assurance processes are too onerous and, in a system’s life cycle, the operational cost is now more than the capital outlay, making the business case hard to justify.

Some trends are emerging; design tools are evolving into formal computerised methods, there is increasing use of commercial-off-the-shelf (COTS) products, reductions in trackside equipment look likely, and software development must be portable between products with minimal safety assessment.

Technology convergence between metro, main line and heavy haul would bring huge benefits, as many of the business requirements are common. Above all, communications and radio technology must be recognised as the backbone of signalling, with backwards compatibility being a necessary prescription.

As a scene setter, this was a powerful message and it challenges the status quo.

The closing statement was ‘Pay Attention and Keep Up’.

Metro signalling and operations occupied much of the conference agenda, sufficient to warrant a separate article on all the developments and challenges that industry and network providers face.

This article considers other elements that constitute a modern railway.

High-speed lines The building of high-speed lines began in Japan in the 1960s, followed by France in the 1970s and many others, in Europe and elsewhere, over the following decades.

The slow progress of the UK to follow suit is disappointing but politics, finance and social issues dominate such projects these days and similar situations are coming to the forefront in other countries.

Rail Engineer | Issue 160 | February 2018

FEATURE Other Far East projects

However, the technology for highspeed lines continues to excite engineers worldwide, and nowhere more than China, where the construction of lines has progressed at an amazing rate. Gao Ling, the director of technical support within CRSC International, described the work to apply ATO to high-speed services.

Firstly, however, she gave details of new and projected lines that have or will be built. In 2016, China had 16,000km of high-speed routes, this is planned to rise to 30,000km by 2020 and 38,000 km by 2025. These will link all the main provincial cities with a population of over half a million people. Signalling employs the CTCS system, which is equivalent to ETCS and comes in similar Levels. CTCS 0/1 are the equivalent of ETCS Level 1, with track circuit based commands, CTCS 2/3 equate to ETCS Level 2, using loop or radio communication, while CTCS 4 is similar to ETCS Level 3, with no track based detection system In parallel with all this, the Chinese are building inter-city rail networks to serve the urban sprawls out from the cities.

Similar to RER operation, these will have a maximum speed of 200kph, a headway of three minutes and CTCS Level 2 with ATO and balise provision for accurate platform stopping. The technology will be compatible with national rail standards.

Eight control modes are envisaged, ranging from full supervision including a default provision if the ATO is disabled, ATO with track based detection, manual driving with ATP, and drive on sight in a degraded mode. 10 cities already have an inter-city network but not all yet have ATO, which will be added incrementally

Shinkansen equipment update Automatic Train Control (ATC), equivalent to ATP in European-speak, has been a feature of the Japanese high-speed lines since the 1960s. The system uses positioning ground coils to correct any ATC errors, a design which is some 30 years old, uses 64kbps data and is suitable for speeds up to 350km/h. The coil can be adversely affected by snow and, with a distance of 350mm to the train’s antenna, damage from underhanging train parts is not unknown.

The latest Shinkansen train will have a top speed of 360km/h, necessitating a new design of coil, described by Naoki Hashimoto from JR East. This is mounted on concrete slabs, with an increase in distance from train to coil and coated with a hardened material. The downside is that it needs an internal power source but this is a battery with a 10-year life. Initial tests are encouraging and production versions will follow once the full test programme is complete.

It is not only the Chinese who are operating high-speed lines in the Far East. South Korea has had such lines since 2004, now extending to 3,861km of route.

Updating the train control technology to a radio-based ETCS Level 2 system is underway. This will use a 4G LTE-R system in the 700MHz band with 10MHz up and down links. Information was not given on how LTE-R differs from standard LTE but this will be of interest to all who are involved in the debate as to what follows GSM-R. In Indonesia, a similar situation exists with a high-speed line being constructed from Jakarta to Surabaya and with other lines planned that will total over 6,000km.

ETCS technology will be the framework for the control system but with Indonesian variations that also envisage LTE-R as the radio bearer.

Singapore is a very small country but plans are well advanced for a highspeed line to Kuala Lumpur in Malaysia, envisaging a 90-minute journey for the 350km distance with eight stops en route. 2026 is the likely opening date and confidence exists that this will be met.

Reliability Condition monitoring has been around for many years, but are we using it correctly? That was the question posed by Trevor Bradbeer from Balfour Beatty.

Recognising that both over and undermaintenance are undesirable, together with increasing difficulties to get track access as capacity demands grow, a new way of applying remote condition monitoring (RCM) is needed. The objective should be to detect the potential for functional failure and then find the optimum time to act.

Measuring different functions might make things easier. Reducing the fitting of sensors to track side equipment, and

Frauscher’s Martin Rosenberger explained Distributed Optical Sensing to an enthralled audience.

Rail Engineer | Issue 160 | February 2018

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Joachim Janle of Thales described the development of fibre-optic axle counters. instead continually monitoring all asset data back at the control centre, should lead to an indication of the overall network performance. The system intelligence should then give an indication of where and what is likely to cause a future problem.

With ever-more signalling equipment being train borne, establishing the root cause of reliability problems becomes more complicated. ETCS and CBTC often have the infrastructure and train borne equipment provided by different suppliers, both complex in technology terms and with a hard contract boundary. A failure is often attributed to the equipment where the fault occurs, whereas the cause of the problem is elsewhere.

Paul Barnsley from ALIRE Consultants in New Zealand believes that ‘reflected faults’ across the track-to-train boundary need to be identified by much better interpretation of the collected data from all sources, feeding this to intelligence systems that can interpret the situation and make decisions accordingly. A ‘Fault Management Requirements Specification’ is required to pull all of this together.

A pragmatic view from Michael Hamlyn and Bruce McDougall, both with long experience in the signalling profession, considered the reliability implications for ‘brownfield’ resignalling projects, where the introduction of train-borne equipment is being introduced or updated. The transition from old to new often sees a conflict between engineering and operational needs, all in a social and political environment. It is important to understand, quantify and assess the operational risk.

There is no ‘one size fits all’ solution.

Two basic options exist - a progressive changeover with some mixed-mode operation, or a direct changeover with both track and train equipment being upgraded together. Some basic rules apply: create a strong client integration team, fully understand the old system, carry out as much off-site testing as possible and then train the operators and technicians before changeover. In all of this, the devil is in the detail.

An example of the detail was given by Hashim Abdullah, from SBS in Singapore, one of the metro line operators. Point machines have no redundancy but have

Andrew Love (SNC-Lavalin) and David Gill (Siemens) take part in a panel discussion.

Rail Engineer | Issue 160 | February 2018

to be fundamentally reliable. Most failures (85 per cent) are attributed to relay failures, often intermittent because of humidity and oxidisation conditions. If these can be replaced with solid-state equivalents capable of carrying high currents, it would be beneficial. Trials with bipolar and commercial field effect transistors did not yield conclusive results but a new metal oxide field effect transistor, encased in the same relay-style plug-in unit to make it interchangeable, looks more promising. It is cheap to produce and is undergoing a six-month trial.

Technical innovation A conference of this type was bound to attract a number of innovative ideas, some for immediate consideration, some very much ‘blue sky’. Five examples were: »» Monorail. Johannesburg is considering a system to feed into the Gautrain line, similar to those in Kuala Lumpar and São Paulo. The advantages are seen as being safe (trains are unlikely to derail), low capital cost, the elevated track is ideal for built-up areas, and it is relatively easy to rescue passengers in the case of failure.

Downsides are incompatibility with other rail systems, scarce resource knowledge and potential competition from IT-based road transport such as Uber. »» Use of BIM as an environment for system management. This would lead to eliminating the present difficulties with records, with them becoming digitaldata based and not needing multiple drawings. A set of international BIM standards might be required but it is unclear as to who would produce these. »» Hyperloop. Seen as the ultimate frictionless solution, trains would travel at high speed in a vacuum tube. A test site is established in Las Vegas but challenges would be to establish the proof of concept, acquire funding, obtain regulatory approval and produce the standards. Singapore to Kuala Lumpur would be a 27-minute journey, while Abu Dhabi to Dubai is another potential route.

Whilst technically possible, it is unlikely to find favour in the near future. »» New point operating mechanism. Known as Repoint (Redundantly Engineered Points), this looks at a new way of moving and proving switch rails (issue 131, September 2015 - and see accompanying feature). »» Fibre-optic sensing. Uses changes in light wavelength when vibration or movement occurs in adjacent infrastructure - see accompanying article.

FEATURE

Michael Hamlyn (Kusieog Hong Kong) spoke on the reliability implications for brownfield signalling.

Engineering resources It is not just the UK that is hindered by a lack of signal engineers - most other countries face the same problem. The loss of the traditional entry and training regimes, when the railways were vertically integrated and many engineers stayed with the organisation for life, has had an adverse impact on recruitment and retention. The emergence of small companies, whilst good in some respects, has meant most cannot afford to take on trainees. Even those that do have apprenticeship schemes cannot offer the same breadth of training that existed in the past. The result is a significant traditional skills gap. People with other skills (often in IT) compensate to a degree, but with the risk that the basics of signal engineering are not understood and safety and operational errors result.

So how to solve the problem? Daniel Woodland from Ricardo Rail put forward some suggestions. Listing the general trends of business and engineering is a good starting point: digitisation, security, cost efficiency, sustainability, artificial intelligence, gender shift and resource scarcity. Applying these to the railway signalling sector (and indeed other rail disciplines) for the next 20 years gives: »» Automation and implementation techniques; »» Globalisation with need for standardisation and modularity; »» Cyber security and threat to digital systems and Big Data; »» Cross fertilisation of technology from other industries, for example autonomous road vehicles.

These are the elements with which

young people will identify, but they must be coupled with a better teaching of the basics. Business and individual needs have to converge and employers are slowly starting to realise that the engineers of the future will transfer between industries much more readily than in the past.

Training has to take on a different format than before, with the acceleration and encouragement of apprenticeship programmes, university degrees linked to rail, graduate training placements, support for external training courses, continuance of local in-house training, sideways and upwards moves by planned rotation, self-driven learning within companies, greater emphasis on tested competence, insistence on CPD and professional registration, and participation in conferences and on committees. All this, plus a recognition that there is no single solution and that everyone has a different development need.

The IRSE annual skills survey shows a decline in both numbers and skills from 2012 to 2016. Sam Loveless from Siemens, in recognising that significant technological changes occur every three to

four years, also suggested BIM techniques to bridge the gap between signalling and other disciplines. The use of virtual reality to take people “out on to the track” would create a better understanding of the real railway without the safety risks.

Another idea came from Alexander Patton of Siemens UK on the need to re-invigorate STEM - Science, Technology, Engineering and Mathematics - by creating an ATO model railway that school children could build using typical school electronics kits. Packages such as Raspberry Pi, Scratch and Python are readily available in schools and these can be used to simulate interlockings, axle counters and signal panels, all integrated, with the addition of simple LEDs for signals, to form an introduction into object-oriented programming. It’s a great idea, but it will need established signal engineers to participate in the STEM programme.

Even if sufficient engineers were available, there remains the problem of quantifying the skills needed. Alex McGrath and Richard Stephens (picture below) from Australia told of three recurrent problems: »» People with lengthy signalling experience often cannot perform a design task; »» People with above average competency in a specialist area lack the flexibility to take on new or more complex tasks outside of their immediate experience; »» People who are both competent and experienced in engineering cannot produce quality work in pressurised or commercially adverse situations.

This thought-provoking argument was typical of this year’s Aspect conference, and it was a challenge to absorb lots of information in three days. Nonetheless, many topics emerged and it can only be hoped that the delegates will take back the ideas, decide if they are applicable to them, and develop them in to beneficial solutions.

Well done the IRSE for staging this truly international event.

Rail Engineer | Issue 160 | February 2018

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FEATURE

Fibre Optics as a sensing tool

A

t the IRSE 2017 Aspect Conference in Singapore, two speakers updated delegates on the progress being made with fibre-optic technology to sense occurrences at the trackside that can be used to detect both predicted and unpredicted events.

Rail Engineer has looked at such systems in the past - in issue 89 (March 2012) as a means of detecting rock fall onto the track and in issue 114 (April 2014), in conjunction with the company Optasense, to use fibre cable to detect intrusion and theft. Both these initiatives seem not to have progressed into everyday applications and have thus slipped below the horizon as to general awareness.

Fibre-optic axle counting With axle counters now in the ascendancy over track circuits for reliable detection of trains, modern processor-based devices give much improved reliability. Further, by clamping instead of bolting to the rail, the need for rails to be drilled is avoided. However, problems remain with EMC interference, the threat of copper thieving and the ever-present risk of damage by tamping and grinding machines.

Thales has been in the axle counter business for many years through the acquisition of Alcatel’s rail signalling interests. Joachim Janle from Thales, Germany, explained how a fibre-optic-based counter has been developed that eliminates these deficiencies.

The technology is based on a Fibre Bragg Grating concept. The sheer strains inside the rail web caused by a passing wheel lead to a shift in wavelength of the reflected light inside the optical sensor.

This wavelength shift is then translated into electrical signals by powerful opto-electrical chips. These electrical signals are used by a counting unit, within the axle counter system, to count the number of passing wheels and thus the occupancy status of a track section.

These counting units can be connected to an existing evaluator if axle counters are already in use.

The resulting rail-mounted device is small in size, has no electronic components, is glued to the rail web and is cheap to produce. It provides for maintenance-free operation as no adjustment of the sensor is needed and furthermore, tampers and rail grinders can operate without removing the sensor from the rail.

Trials have been underway since 2015 on a mixture of different type rails and situations - high speed lines, slab tracks, tram lines, on bridges - at five locations in Germany, Switzerland, Luxembourg and the Stuttgart tram network. Results are impressive, with a near-perfect count being achieved in millions of passes.

Rail Engineer | Issue 160 | February 2018

When questioned about the resilience of the glue, this is a high-impact substance that makes removal of the sensor virtually impossible. If the rail has to be changed, then a new sensor and fibre connection is provided, thus making them ‘throw away’ items. It is anticipated that a safety integrity rating of SIL 4 will be achieved as part of the general approval process.

Infrastructure health: a real time view The Austrian company Frauscher (also in the axle counter business) is investigating and trialling the use of spare ‘dark’ fibres in existing cables to detect train presence and faults. Interestingly, the cables can be some small distance from the rail and can be in troughs, wall mounted or buried. Investigation has shown that the fibre becomes a ‘virtual microphone’, capable of detecting any sound waves or local vibration that translate into a disturbance or movement.

Known as Distributed Acoustic Sensing (DAS, and not to be confused with Driver Advisory Systems), Martin Rosenberger explained that tests have shown how systems based around fibre technology are capable of tracking trains and monitoring the condition of assets, including security encroachment through the detection of footsteps. As such, items such as loose track fixings, ballast washout, sleeper damage including bouncing and loose installations, rail web cracks and rail-head shelling can all be detected.

The principles are based around laser pulses being sent into an optical fibre with millions of ‘scatter sites’ sending back a small reflection to the emission point. These backscatter reflections are constantly compared to the original reference, with any change being detected and interpreted in the form of ‘acoustic signatures’.

In several trials, 80km of track is covered, 40km in either direction from a central light source and receiver. Even this ‘short’ distance can create over two terabytes per hour of data, which creates a data management challenge. The use of artificial intelligence to identify patterns and information is part of the process of differentiating between the various types of disturbance, such as people walking and trains moving.

Claims that train movement can also be detected prompted the question as to how far up the safety ladder this technology might progress? The answer is that, currently, the system has no SIL rating but, as with Frauscher’s axle counter products, all of which are SIL4 rated, the possibility exists that DAS technology could eventually be linked in some way to the axle-counting process.

For the present, however, it is very much seen as a track maintenance aid but, since it can detect train movement, this might lead to an interface with lineside warning systems to help protect track workers.

Watch this space...

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FEATURE

New Thinking for Point Operation

A

ll IRSE Aspect conferences are an opportunity for airing new developments and areas of research in signalling technology. The reliability and maintenance of point operation, whilst much improved down the years, is still a cause for concern and failures when they happen often lead to significant train delays.

From the beginning of railways, points have depended on movable sliding switch rails to control the direction that trains take at diverging or converging junctions.

These require periodic lubrication, a method of moving the rails and a means of proving that they are in the exact position before signals are cleared for safe train movement. These three factors are potential sources of unreliability. So what if the movement of the rails can be accomplished differently? Would reliability be improved?

The development of the clamp lock back in the 1980s was a first step in trying to improve performance, but a completely new and novel design of point mechanism has since been progressed by Loughborough University in the UK. Known as ‘Repoint’, the concept was first hinted at in 2013 (issue 101, March 2013) with a fuller description in issue 131 (September 2015) which has led to a modified design known as ‘Repoint Light’ being launched in 2016. Sam Bemment from the university described the proposal at Aspect 2017

The Repoint Light system Instead of sliding the rails across, why not lift them away from the sleeper base and lower them into a new position? This is the principle behind the new thinking.

In simplistic terms, three modified stretcher bars between the two stock rails (the outer rails) are fitted with two positioning slots (or more depending on the type of point) into which downward facing studs fitted to three actuator

Rail Engineer | Issue 160 | February 2018

bearers that connect the two switch rails are lowered. The fit of the stud to the slot has to be exact, with strict tolerances, so as to achieve a prevention of movement that effectively locks the points into position.

When the point is reversed, motorised cams in the actuator bearers lift the two switch rails out of the slots, drive the rails across to the reverse position and lower them into different slots on the stretchers linking the stock rails. The power needed for this movement is calculated as less than sliding a conventional point.

Clearly the new position has to be proven with point detection mechanisms to ensure the switch rail is tight against the stock rail. Redundancy is achieved by having the three actuator bearers, and indeed there could be more of these used for high -peed points with an extended length.

Development and refinement since 2013 has reached the stage where an operational trial on a real railway can be planned. Following Aspect, Rail Engineer has learnt that the trial will take place on the Great Central heritage railway near to Loughborough, which has lower permitted speeds than the national rail network, at some time in 2018. Many eyes will be watching to see how Repoint performs in everyday service and weather.

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Rail Engineer | Issue 160 | February 2018

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g n i h s a B e g d i r B matters size

COLLIN CARR

BUT WHAT THE TRUCK?

R

ailway maintenance engineers are trained to understand fully the consequences involved when trains are delayed by track faults, signal failures, trees on the line or flooding, to name a few. Actions and procedures designed to minimise such events are in place and are being continually reviewed and refreshed. Readers of Rail Engineer will be aware of the many new initiatives that are currently being developed.

Rushy Platt, Swindon, 2011.

As the travelling public would expect, the engineers are in control and, if needs be, they can tighten their controls. For example, if an engineer is concerned about the track, a temporary speed restriction can be imposed to ensure that delays are kept to a minimum.

These controls may not always be appreciated by the operating side of the house, but everyone knows where they stand and the key thing is that there are no surprises.

Operator’s nightmare Well, that’s fine isn’t it? You may think so, but there is one type of delay caused by infrastructure instability that the railway engineer has little control over and that is when a lorry or large vehicle smashes

Rail Engineer | Issue 160 | February 2018

into a bridge parapet wall or goes under a railway bridge too low to accommodate it.

This is known as “Bridge Bashing”, and it has been the bane of the railway industry for decades. It is sudden, unexpected, and can happen almost anywhere. It is an absolute nightmare for engineers and operators alike. It must also be a nightmare for the vehicle drivers involved, as well as the police

who have to deal with the road traffic problems that result from such an incident.

There are around 1,800 bridge strikes each year, costing the UK economy around £23 million.

While it is estimated that, on average, a bridge strike can cost Network Rail around £13,500., one at Rugeley, Staffordshire, in 2016 cost more than £800,000.

Over the years, awareness campaigns have been organised to try to reduce and manage this problem, but Network Rail has decided that enough is enough and, as a consequence, launched a nationwide campaign. To find out more, Rail Engineer went to see Mark Wheel, Network Rail’s senior engineer and bridge-strike champion.

RAIL INFRASTRUCTURE Road hauliers’ awareness?

It was evident from the start that Mark, a career serving railway engineer, is passionate about railway bridges and structures and that he is determined to make a difference in his new role. By adopting a sustainable approach, Mark is confident that there will be a behavioral change. He has been working on bridge strikes for the last ten years so he has a good idea about priorities, one of which is to engage with and educate the road haulage companies whose vehicles cause the majority of the strikes.

To support this approach, Mark highlighted that research indicates that: »» 43 per cent of lorry drivers admit to not knowing the size of their vehicles; »» 52 per cent of lorry drivers admit to not taking low bridges into account when planning their journeys; »» Five bridge strikes happen across the country every day with a peak of 10/day last October; »» On average, each bridge strike causes at least two hours of delays to train services.

Research indicates that the peak at the end of October may be due to the hour change followed by increased deliveries ahead of Christmas. Figures show most bridge strikes happen between 10:00 and 11:00. However, they remain high all day until around 18:00 and can cause hours of travel chaos.

Another peak has been identified in midsummer, when regular drivers go on holiday and agency drivers are called upon.

Barrow Bridge.

Bridge strike champions Each of Network Rail’s ten strategic routes has a bridge strike champion, providing a significant level of expertise that Mark is able to harness for gathering information and best practice as well as using the group to disseminate new ideas throughout the network.

On a number of occasions, Mark has also met Sir Peter Hendy, chairman of Network Rail, who is himself a driver of double-decker buses. Sir Peter clearly stated: “Size does matter when you’re a professional driver in a heavy vehicle.

Not knowing the size of your vehicle or load could lead to a serious accident, and the loss of your license.”

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Mark has realised that, for this initiative to be sustainable, the rail industry needs to involve and understand the world of the road haulier and work with them to identify the problems and ways of working together to create worthwhile sustainable solutions.

Responding to a bridge strike Network Rail has more than 1,600 under-line and 160 overline bridge structures that are considered at risk to bridge strikes.

A bridge at risk is assessed for its robustness to determine how it will fail when struck by a vehicle. Will it lift, slide or could it be damaged to such an extent that the structural capacity (strength) could be in doubt?

This also takes into account such factors as the skew of the bridge and the construction of the bearings.

The bridge is then allocated a category and included in the Bridge Strike Appendix.

If the bridge is in the Red category, then it is likely to be lightweight, possibly cast iron.

In this case, all trains would be stopped and the bridge would be inspected before the line is reopened to traffic.

The next level is the Amber category, involving structures strong enough to withstand an impact. However, there is a possibility that the deck could lift or slide if struck by a vehicle.

Rail Engineer | Issue 160 | February 2018

In this case, the first train is allowed to pass over the bridge at 5mph following a strike and the train driver is asked to report anything they see which might cause concern. If there is nothing untoward reported, subsequent trains are allowed over the bridge at 20mph until it has been properly inspected.

This is followed by a Double Amber category. This is the same as Amber but trains are allowed to pass at line speed rather than 20mph.

Finally, there is the Green category where the structure is considered to be formidable, one that no road vehicle could dislodge. Trains are allowed to continue at line speed and a qualified mobile operating manager, accompanied by a bridge examiner, will carry out a joint inspection as soon as possible.

The Bridge Strike Appendix is kept by central control, which coordinates the response.

The actions and requirements are then disseminated to the support groups in local signal

boxes and on the ground. Also, central control will liaise with the police and local authorities and emergency groups that need to be informed and involved.

Campaign strategy So that is how Network Rail currently responds to a bridge strike, and it appears to be a well thought through process.

The big challenge now is how can bridge strikes be avoided in the first place or, at least dramatically reduced?

The answer is the new campaign previously mentioned which, unlike previous initiatives, embraces the road hauliers.

The campaign’s title, “What the truck?” is designed to capture the imagination of HGV drivers and their haulage companies.

One of a number of strap lines is “Lorries can’t limbo”, and I would imagine that “Size matters” is in there somewhere.

It’s not just a Network Rail initiative. Transport for London bridges are regularly struck as well. As Glynn Barton, director of network management at TfL,

RAIL INFRASTRUCTURE

commented: “Disruption to the transport system caused by a small number of drivers not knowing the heights of their vehicles is completely avoidable.”

The strategy involves: »» Engaging with the haulage and public transport industries; »» Fitting steel beams on rail bridges where there are a large number of strikes to reduce the impact and damage to infrastructure; »» Working with local authorities to ensure road signs displaying bridge heights are correct and up to date; »» Calling for stricter enforcement of penalties for drivers when strikes do happen; »» Increase awareness across the industry by involving key players, emphasizing the importance of preventing strikes before they happen; »» Working with technical companies to understand if tools could be developed to highlight the risk when a vehicle approaches a low bridge.

Network Rail has already started to raise awareness of the issue by visiting logistics companies, as well as working with trade bodies such as the Road Haulage Association (RHA) to get the issue aired.

Specific focus is being directed at locations such as Stoke Road, in Stoke-on-Trent. This is a railway bridge that is struck on a regular basis. It carries the West Coast main line over the road and, in the last six years, the bridge has been struck 29 times by irresponsible drivers who clearly didn’t know the height of their vehicle.

“As well as carefully planning routes to avoid low bridges, we carry out manual vehicle checks at the beginning of every journey which requires the driver to adjust the trailer height on a measurement in the cab.

“Additionally, we are installing software early next year which will warn drivers with an audible alarm when they are approaching a bridge. We have also tried some quirky ways of engaging drivers in the issue, including our giant giraffe ‘Bridget’ in our training academy which serves as a constant reminder to our drivers of why they need to be bridge aware!”

The RSSB has carried out a significant amount of research (Ref. T854) which has highlighted a number of significant key points, ranging from poor signage on roads to the inadequacy of certain satellite navigation systems.

So there is plenty to focus on, and additional incentives emerge when moving into the world of underwriting and risk management associated with insurance. Network Rail is now seeking to claim 100 per cent of all costs, including the significant costs payable to train operators under schedule 8.

It has taken some time for the courts to acknowledge this approach but, following a number of court cases, claims are now being settled out of court, with all sides recognizing that, if a vehicle strikes and damages a railway bridge, the financial consequences as well as the business, social and personal consequences are going to be significant.

This will add a whole new dimension to the much needed “What the truck?” campaign.

The intention is for it to run until April 2018.

Meanwhile, for Mark and his team there is much to do but the signs that significant improvements will be made are very encouraging.

Doncaster Road, Ackworth, 2010.

Working with others Eddie Stobart, DHL and Wincanton have been key partners for Network Rail and have already seen some great results from the work they have been doing to tackle the issue.

David Pickering, chief operating officer at Eddie Stobart, said: “We are pleased to be supporting Network Rail’s campaign as we have worked really hard to highlight the importance of our drivers knowing the height of their vehicles.

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As the campaign to reopen it as a cycle path enters a new phase, Rail Engineer ventures exclusively into Rhondda tunnel, 50 years after its last train did so.

Digging deep I N T H E VA L L E Y S

P H O T O G R A P H Y

F O U R

B Y

Rail Engineer | Issue 160 | February 2018

T H R E E

RAIL INFRASTRUCTURE

(Main picture) Some of the 300 ribs installed for strengthening purposes.

(Inset left) Missing masonry is visible where laggings have become rotten and fallen.

Wishful thinking is a human trait that afflicts us all occasionally. The road from ‘nice idea’ to ribboncutting can be pot-holed, if indeed it ever gets built at all. But there is political clamour for the tunnel to be restored, no doubt encouraged by the £14.4 million of economic benefit that could potentially be reaped over 30 years, according to a Sustrans study. Considerable support is evident in the villages of Blaengwynfi and Blaencwm at either end of the tunnel, whilst the Rhondda Tunnel Society - driving the campaign - boasts upwards of 500 worldwide members and 4,000-plus followers on Facebook.

Understandably, however, it’s at ‘official’ level where hurdles have to be surmounted.

As things stand, the tunnel is one of around 3,500 redundant structures owned by the Department for Transport (DfT) and managed on its behalf by the Historical Railways Estate (HRE), part of Highways England. It has a remit to reduce the liabilities to which the DfT is exposed by each of those structures and cooperate with efforts to transfer them to third parties. Restoring Rhondda tunnel for public use is inconsistent with those obligations; for the venture to move forward, its ownership would therefore have to be taken-on by a different statutory body.

But who would want that responsibility given the ever-increasing strains on resources and budgets?

Does this unique structure GRAEME impose a burden that’s BICKERDIKE too far beyond the comfort zone?

BLAENGWYNFI (SW)

BLAENGWYNFI (SW) COGSHAFT SHAFT COG ACCESS ACCESS INFILLEDINFILLED

(Above) Significant water ingress through the sidewall at the north-east end of the tunnel.

Route map

WET

Rhondda tunnel was buried and then forgotten as the world moved on. But, with the 50th anniversary of its last train approaching, engineers are once again venturing inside to gauge its potential for reuse. It’s an unlikely turn of events, but indicative of the perceived value now placed on these assets - or liabilities, take your pick - by those keen to promote sustainable forms of transport: walking and cycling.

BLAENCWM (NE)

RIBS WET

Different times

BLAENCWM (NE)

RIBS

Their destination - almost two miles away - is a blockwall erected in the 1970s. Beyond it, the passageway has been unhelpfully backfilled; so too have both approach cuttings. There is only one escape route, hence the presence of a Mines Rescue team. Also accompanying them through the early stages of their journey is an ethereal backing track of water ingress.

Connecting the Rhondda and Afan valleys, this is the second-longest railway tunnel wholly within Wales, although it hasn’t seen a train since the district engineer shut it ‘temporarily’ on 26 February 1968 when severe distortion was recorded. Formal closure followed, a decision that owed as much to the political climate as it did to the impact of nearby mine workings. Whilst repair was feasible, diminishing traffic receipts weakened the financial case. As for local travellers, buses would soften the blow.

As we discovered in Issue 136 (February 2016), the campaign began quietly at a local level, with the modest ambition of restoring the commemorative cover stone - found under a bush! - which once occupied pride of place in the north-east portal’s headwall. But the voices got louder and a grander vision was soon promoted, attracting the attention of local authorities and the Welsh government.

Unearthing the tunnel and laying a cycle path through it could help to bring rebirth for the many communities hereabouts whose hearts were ripped out by the demise of coal. Whilst the landscape has recovered gloriously from the industry’s wounds, the healing process has proved more protracted on a social level. The area needs jobs to restore the sense of worth previously brought by mining.

ARCHES ARCHESDAMP DAMP

C

loaked in subterranean gloom is a party of visionaries, determined to revive economic fortunes in a corner of South Wales where coal was formerly king. Having descended a narrow access shaft and crawled through a drain, they’ve emerged into a disused railway tunnel expecting to find salvation. It seems a long shot, but they have a plan.

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Eye of the needle

(Above) The timber cog was a precautionary measure to resist further movement of the arch where a hinge had developed.

(Top) A section of tunnel with a brick arch and arched sidewall, built hastily in 1890 to satisfy the Board of Trade.

Whilst the noises-off are encouraging, the decision must ultimately be made on the basis of robust evidence. Many difficulties have to be overcome, but the Society is actively tackling them, having established two sub-committees to develop a business case and deal with technical matters. Amongst the latter’s membership are four engineers with a range of skills that include tunnel repairs and mining.

Back in September, the Society received a grant of almost £91,000 from Pen y Cymoedd Wind Farm Community Fund, principally to pay for a detailed examination, together with the development of a scope of works for the tunnel’s repair and a cost estimate. Five companies were invited to tender, with the contract awarded to Balfour Beatty.

The approach cuttings’ infill material will shortly be the subject of a geotechnical study, whilst Alpine Land Surveyors has already completed a topographical survey of the nearby land parcels earmarked to receive the excavated spoil. These could eventually host visitor centres, bicycle-hire facilities and car parks, as well as camping and caravanning sites - all indicative of the Society’s sharp focus on maximising the economic opportunities offered by the tunnel. These will help to fund future upkeep and, critically, generate that much-needed employment.

Rail Engineer | Issue 160 | February 2018

A site visit was arranged, for early in December, as a preparatory step towards the detailed examination from which necessary insight into the tunnel’s condition will be gained; it has seen no substantive maintenance since its operational status was lost. Four of the Society’s senior team took part, along with a representative from Balfour Beatty who was keen to gain an understanding of the logistical constraints involved in the examination, expected to take place early in 2018.

Rail Engineer was also invited along.

It was recognised at an early stage that getting the necessary equipment into the tunnel via the access shaft and drain at the northeast end would be impractical. Instead, the intention is to remove the concrete cap from the only ventilation shaft, located adjacent to the blockwall at the other end. This is seven feet in diameter and 58 feet deep. A three-strong group from Hammond ECS, the framework contractor acting for HRE, entered the tunnel separately to take measurements.

This work is being funded by a £10,000 Welsh government grant to the Society.

The remains of a distant signal in one of the refuges.

RAIL INFRASTRUCTURE

The impact of mine workings both above and below the tunnel was first observed in the 1930s, resulting in distortion of the stonework. Over the following 20 years, this triggered the imposition of a speed restriction, some localised relining and the installation of around 300 steel strengthening ribs; these would resist lateral loading and the consequential pushing-up of the crown, but were not entirely effective. Many of the associated laggings have since become rotten and fallen, revealing patches where the masonry is missing.

(Left) Access into the tunnel currently involves descending a narrow shaft and crawling through a drain.

Linear path

First impressions Crawling out of the drain, one is immediately struck by the noise of running water entering through the arch and sidewalls about 70 yards ahead, then flowing away via the old track drainage. Records indicate that construction shafts were sunk close to the portals to assist with driving the headings; as built, the tunnel is 132 yards longer than was originally planned so it’s possible these still exist behind the lining, effectively acting as sumps. Underground springs are also recorded. Whatever its source, the water has caused deep open joints for much of the first 300 yards.

The worst is behind you as the longest collection of ribs is passed after about 230 yards.

Beyond, the tunnel is generally dry and benign, passing beneath Mynydd Blaengwynfi at a depth of more than 900 feet.

At the time of Colonel Rich’s inspection for the Board of Trade - prior to the line’s opening in 1890 - around 22 per cent of the tunnel’s 3,443-yard length had been left unlined, a function of engineer Sydney William Yockney’s confidence in the Pennant Sandstone through which the tunnel was driven. However, Rich refused to authorise its use for passenger traffic until a full lining was provided, prompting contractors Lucas and Aird to energetically set about inserting arched sidewalls and a brick arch

2018 International Seminar for Railway Education and Training Monday 16th to Wednesday 18th April 2018 at The University of Birmingham

Web: www.birmingham.ac.uk/research/activity/railway/events/ISRET-2018.aspx

Email: isret2018@contacts.bham.ac.uk

Objectives •

Identify the education and training challenges that must be addressed by the metro and mainline industry;

•

Establish and disseminate best practice in railway education and training;

•

Develop international partnerships between education institutions, training providers and employers; Learn from internationally renowned experts in their field

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(Above) A wet section of the tunnel.

(Top) The only shaft will have its cap removed to become the primary means of access.

(Below) The visiting party: members of the Society's technical committee and a Balfour Beatty engineer.

through the offending areas. It took just eight weeks. Some sections of sidewall were built in concrete and localised deterioration is now apparent, although the defects are few and minor.

Continuing southwestwards, progress is impeded by a ‘cog’, assembled in timber and occupying the full profile of the tunnel at a location where the arch is severely hinged at the high haunch. It comprises three separate supporting structures to resist any further distortion of the lining and prevent falling material from blocking the passageway. Although the timber is now mostly hollow and rotten, it appears not to make contact with the stonework, suggesting that the movement here has long-since stabilised.

Rail Engineer | Issue 160 | February 2018

Dampness and water ingress return occasionally for the last 500 yards, washing away the soot that coats the lining elsewhere. Tucked into a refuge are the remains of a distant signal - permanently fixed at Caution - with its batteries scattered about. Journey’s end is the blockwall, in front of which lies a pile of debris, formerly the ventilation shaft’s chimney. Soon, this will be the landing point for Balfour Beatty’s examination team, whose verdict will go far to determining the campaign’s prospects.

One direction Rhondda tunnel is a feat of very significant proportions; completed against the odds through grit, tenacity and ambition - characteristics embodied by the fearless Victorian engineers without whom we would have no railway network.

Its closure came at a time when the future looked different; so was the prevailing culture. We are, thankfully, more enlightened these days.

It’s a curious reality, but there has been an awakening to the transformational potential of old tunnels in terms of tourism and improved connectivity. Who would have thought it? For proof of that, head to Bath or the Peak District, where several have been successfully repurposed over recent years. In the valleys of South Wales, they could also offset the persistently lingering legacy of industrial decline.

Superficially, it’s difficult to see any engineering showstoppers standing in the way of Rhondda tunnel’s return; for the most part, it faces the sort of challenges that are routinely managed in operational railway tunnels. Positive engagement by all parties has given the campaign momentum, with more and more people engaged by the vision. It’s certainly an uplifting one. Let’s hope those in authority can buy into it too.

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RAIL INFRASTRUCTURE

Tunnel

GRAHAME TAYLOR

aerodynamics way trollies were sucked out of a tunnel recess to land up under a train. Looking back in the archives, these were by no means just one-offs.

Of course, it wasn’t the ‘passing train’ wot dun it.

Rather it was the blasts of wind caused by the pressure waves associated with the trains.

Tunnel pressure waves were also behind the firebox blowback that happened in 2012 when the steam locomotive 70013 ‘Oliver Cromwell’ entered Wood Green tunnel with the firebox doors open.

PHOTO: NATIONAL RAIL MUSEUM

Extra confidence

Gooch ‘Firefly’ class steam locomotive ‘Acheron’ emerges from a tunnel on the GWR circa 1843.

Oddly, nobody was that concerned with pressure changes. Well, perhaps it wasn’t that odd as pressure changes only became a significant concern once trains started to run a little faster - or a lot faster than in those early days.

Damage A couple of recent tunnel incidents caught the eye(s) of Rail Engineer magazine.

Location cabinet doors had been ripped off ‘by a

Rail Engineer | Issue 160 | February 2018

passing train’ as - in separate incidences - were the covers of some equipment boxes on a train itself. Then there was the episode when permanent

PHOTO: NETWORK RAIL

Damaged location cases in Chipping Sodbury tunnel, 20 February 2017.

S

ome Victorians were wary of the railways. First there was the speed. Anything over 30mph and you wouldn’t be able to breathe. Then there was the noise. It could be enough to disturb your vision, damage your eyes and turn you completely doolally. And then there were the tunnels! Speed, noise, smoke - best not speculate what all this would do to you in these stygian caverns.

Tunnel pressure changes can cause significant problems and so, with this in mind, Rail Engineer set off to meet an expert in the field (or rather tunnel) - Richard Sturt, an Arup Fellow. Apart from train aerodynamics, his expertise is in numerical modelling of the Laws of Physics that relate to engineering design.

He’s involved in the modelling of structures in earthquakes, for example, dealing with the response of buildings to extreme loading. “Often, we want detailed numerical models to back up the engineers’ intuition that their design is suitable and right from a common sense point of view.

But to get that extra confidence, it’s often very useful to do numerical modelling based on

RAIL INFRASTRUCTURE Pressure is also a function of the cross-sectional area of the train profile and the cross-sectional area of the tunnel bore. The less room available for air to pass back around the train, the higher the pressure in front. The longer the train, the more friction between the train and the air and thus the higher the pressure in front, in accordance with the well-known ‘bicycle pump principle’.

The smoother the transition between one carriage and the next, the lower the friction between train and air. This means that older stock, with deeper profile recesses between carriages, leads to more friction, which reduces the ability to dissipate pressure at the front of the train.

This trolley was pulled from a pressure relief shaft by the draught from passing trains and then hit by one of them – Stowe Hill tunnel, 7 December 2016.

fundamental theory. Of course, it all depends on having decent validation against experiments, but that builds up over the years.”

Increased speeds We’ve mentioned damage to peripheral infrastructure but, long before that starts to happen, it’s the frailty of the human body that alerts us to pressure waves. Pressure affects all parts of the body, but it’s those delicate mechanisms accessed through orifices that can be the most sensitive to rapid changes, such as those in the head that link with the eardrums.

Those early Victorian travellers were far more occupied by the noise and smoke and the general terror to be even aware of pressure.

Indeed, the pressure issues were unlikely to arise as the trains just didn’t go fast enough.

Move forward a few decades and a number of factors started to change the aerodynamics.

Demand for shorter journey times resulted in more powerful traction, smoother track and more comfortable rolling stock. Speeds increased and the bulk and length of the trains increased.

Pressure effects increase by the square of the speed and so passengers - and indeed everyone on board - began to report discomfort in their ears whilst going through tunnels. They also noticed the bang when two trains passed each other at speed.

The carriages would sway, windows would blow open and everything would judder.

These are the simple issues. How they all interact with each other and with the vagaries of the tunnel profile is the stuff of complex analysis.

Further complications - which can all be modelled - are what happens when a train passes vertical or horizontal ventilation shafts.

Additionally, the pressure waves that propagate in front of the train are reflected back from the ends of the tunnels (or down the shafts) and meet the train and even more pressure waves head-on.

An analogy is to look at the pressure changes as behaving a bit like a ‘Slinky’ spring stretched out on a frictionless table. Flick the slinky at one end and waves will move along the spring to end and then will bounce back. With a continuing flicking of one end, the resultant pressure collisions can be appreciated.

While it all appears quite daunting, this sort of analysis has been carried out for many years now, allowing the program that studies tunnel pressures to run on a laptop for just a few seconds.

Richard’s view is that “any computer model is, by definition, open to doubt, because it isn’t reality.

“I’ve been working in various kinds of analysis and simulation for over 30 years now and one thing I’ve learnt is that you can't treat these computer programs like an infallible black box.

You’ve got to be very careful and always try to

Train struck and damaged by equipment cabinet door in Watford Tunnel, 26 October 2014.

PHOTO: RAIB

PHOTO: RAIB

Complex analysis

Laws of Physics The aerodynamics of trains passing through a tunnel can be seen as both simple and complex.

It’s simple because everything behaves as per the Laws of Physics. As we’ve mentioned, the pressure increases by the square of the speed.

It’s worth repeating that it’s not linear - it’s by the square.

Rail Engineer | Issue 160 | February 2018

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RAIL INFRASTRUCTURE

Japanese high-speed trains have close-coupled carriages and flexible fillers to minimise sonic boom.

TRAIN rig (TRansient Aerodynamic INvestigation) in Derby.

validate and verify against reallife measurements whenever you can.”

Of course, you can’t just randomly go out and take measurements in a railway tunnel, because there’s the little issue of having to arrange possessions! However, there’s plenty of material in the literature where other people have gone out and measured things and, in many cases, they will have recorded enough information about the type of trains and the size of the tunnel. So, you can replicate the experiment that they did at full scale in the computer models and check that it matches their measurements as well.

Massive catapult Over the years, there has been a programme of experimentation using physical models to further validate the computer results. Some of this was done at a facility called the TRAIN rig (TRansient Aerodynamic INvestigation) in Derby. It used to be part of British Rail Research, but it’s now operated by the Birmingham Centre for Railway Research and Education, which comes under the University of Birmingham’s civil engineering department.

Rail Engineer | Issue 160 | February 2018

The geometry is all to a scale of 1:25 (although other scales can be adopted if required).

The trains are 25th scale and the tunnel is 25th scale, but the speed of the train needs to be the real-life speed. It’s not a scale speed because this involves pressure wave transmission and that happens at the speed of sound. No matter what the geometric scale, if it’s air then it is always going to be 340 metres per second and, for that reason, the speed of the train must be the right proportion of the speed of the pressure wave.

The rig needs a massive catapult system to fire the model trains at the actual speed of the real trains.

Seeing these models fly by at 125mph or more is truly startling - a case of “blink and you miss it”. And the arrestor system at the end of the test track certainly has an important job to do...

The results from the scale model are useful in their own right, and also act as test cases for validation of the computer simulations. Once that’s done, the simulations can then be trusted to predict results for different configurations, different speeds, and different railways.

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RAIL INFRASTRUCTURE Tunnel boom

Wind effect Computer models can now put design numbers to the distress felt by lineside equipment. The cabinet doors and doors to cross-passages and escape routes can be designed to withstand the

PHOTO: STÖRFIX

The issue of really high speeds is particularly relevant to a phenomenon sometimes called ‘tunnel boom’, a problem first encountered in Japan in the 1970s. When the Sanyo Shinkhansen line was extended to Hakata, there were many complaints from the nearby population of loud bangs coming from a tunnel long before the train emerged.

These bangs were the result of the pressure wave, caused by the train entering the tunnel, concentrating into a shock wave (a step-change of pressure) as it propagated along the bore at the speed of sound, to emerge as the tunnel boom when the wave reached the far end.

The Japanese quickly realised what was going on and came up with a mitigation design.

This involves extending the bore of the tunnel entrance into the open air and then perforating the extension with holes. This slows down the rate at which the wall of air builds up in front of a train at the tunnel entrance and prevents the formation of a shock wave further down the tunnel, thus eliminating audible boom.

With train speeds in those days being no more than 200-280km/h, the effect was found to be noticeable only in long tunnels with slab track - ballasted track counteracted the process.

However, as train speeds increase in future, and with the all-important gradient of the pressure wave increasing with train speed cubed, the issue has to be considered with every tunnel on new high-speed routes and there is increasing focus on finding the most effective designs for the tunnel extensions.

pressure pulse at the nose of the train, and the mirror image suction at the tail of the train, while the whole assembly can take into consideration the fatigue loadings.

There’s also a wind in the tunnel caused by the train. Any surfaces that are perpendicular to the flow along the tunnel are going to feel the wind on them, particularly as the train goes by.

That wind effect could be damaging as well as capable of dislodging even heavy equipment such as permanent way trollies.

The west portal of the Finnetunnel, the longest railway tunnel of the ErfurtLeipzig/Halle high-speed line. The 70-metre-long hoods are one and a half times the cross-sectional area of the tunnel and each has ten slots.

Don’t panic Train manufacturers have adapted to aerodynamic effects for as long as they have been known. They build into their trains the structural strength needed to withstand the rapid increases in pressure as well as designing body shells that are sealed to isolate passengers from the effects.

The Victorians had cause to fear train travel through tunnels. Gradually, the smoke has been eliminated, the noise has been managed. Those early travellers had no knowledge of ‘Slinky’ pressure waves bouncing along the tunnels or up and down the shafts.

It’s just as well that there are now experts who can inform the design of high-speed travel, otherwise we too would find rail tunnels at high speed to be very uncomfortable.

The north portal of Bleßberg tunnel on the Ebensfeld-Erfurt line in Germany. The portal’s bore has slots designed to reduce sonic boom.

PHOTO: STÖRFIX

Rail Engineer | Issue 160 | February 2018

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