The Rail Engineer - Issue 84 - October 2011

October 2011

i s s u e

84 BLACKPOOL IS THE FIRST TRAM OPERATOR TO ORDER BOMBARDIER’S NEW FLEXITY 2 TRAM

World launch for Blackpool Tram

Access for All

The Innovation Challenge

7 years and still holding fast

The key objective of the AfA programme is the provision of step-free access.

An exclusive interview with Steve Yianni, Network Rail’s Chief Engineer.

HoldFast have supported the rail engineer in every issue for seven consecutive years.

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october 2011 | the rail engineer | 3

welcome Grahame Taylor’s

Operating notice Well, it’s Happy Seventh Birthday.....to us. Our cover has a picture of a bonny tram, but also a large number 84. So, thanks to everyone who has supported us - our readers and our advertisers, one of whom has been with us every issue from day one. Thanks HoldFast!

It was back in March 2008 that the rail engineer stood on a gale-swept Blackpool beach gazing out to the recently stranded vessel MV Riverdance. This ill-fated ship was cut up on site despite several attempts to raise her. All the while, work continued on the refurbishment of the tram system and it is the culmination of all this hard work that is our lead article this month. The trams have arrived and Terry Whitley was there for the World Roll-out of the Bombardier FLEXITY 2 fleet.

Some of you may have been unlucky enough to have been caught up in the chaos caused by the Croydon mudslide at the beginning of August that closed the main London – Brighton line. The impact on the entire transport infrastructure in the South East was immense. I’ve been talking to two people who were directly involved in sorting out the trains and the engineering to try and discover the pressures of such a major incident.

Our Victorian forebears were never renowned for providing sympathetic access to stations. For all their emerging philanthropy they seemed to put commercial considerations long before any help for the disabled. So it’s always a challenge to retrofit such facilities. Stuart Rackley reviews the current position of legislation and looks at some flagship projects that show what can really be done.

David Shirres has a couple of articles in this month’s magazine. In a way they are linked as they both deal with innovation. In his piece about track warning systems he summarises some of the history and the way that, despite developments in Europe, the UK systems seemed to have disappeared into the long grass.

The present position is far more encouraging with new systems - and new acronyms emerging.

Once upon a time there was a railways staff suggestion scheme. Very vigorous it was too, although sometimes a little perplexed by more advanced suggestions. With many of the ‘staff’ being employed by contractors it’s now their turn to come up with the suggestions. The Network Rail ‘bright ideas’ website sends out the challenge.

In his debut article on the MacroRail exhibition at Long Marston, Paul Curtis obviously didn’t get himself lost in that huge complex. There was plenty to see and plenty of room to see it.

Perhaps next year it’ll be MegaRail. Where will it end?

The Chiltern Railways’ Evergreen brand just seems to keep going. It started with Evergreen 1 (logically). Then came Evergreens 2 and 3, the final completion of which came at the end of August. But, as Clive Kessell reminds us, there’s talk of a sequel – Evergreen 4 (again logically) – and the construction of the Bicester chord. What seems to have been lost in the mists of time though is the origin of the project name. Perhaps it too may be logical.

As a past master of dialect writing, Stuart Marsh treats us to a snippet of true Lancashire at the end of his piece on the Rochdale resignalling. Here is a scheme that results in a replacement signalbox being placed within shouting distance of another.

This unusual arrangement comes about because the original was smack in the way of a new Manchester Metrolink route. The hunt was on for a new site which just happens to be rather close to Castleton East.

And what do I detect in the political press? Talk of extra infrastructure spending... including railways.

The Treasury denies such a move, so it’s probably a dead cert. Hold tight everyone.

Editor Grahame Taylor grahame.taylor@therailengineer.com

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

Production and design Adam O'Connor production@therailengineer.com

Telephone: Fax: Email: Website:

Engineering writers chris.parker@therailengineer.com clive.kessell@therailengineer.com collin.carr@therailengineer.com david.shirres@therailengineer.com graeme.bickerdike@therailengineer.com mungo.stacy@therailengineer.com peter.stanton@therailengineer.com steve.bissell@therailengineer.com stuart.marsh@therailengineer.com stuart.rackley@therailengineer.com terry.whitley@therailengineer.com Advertising Asif Ahmed asif@therailengineer.com Nigel Wordsworth nigel@therailengineer.com Paul Curtis paul@therailengineer.com

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in this issue

World launch for Blackpool Tram Bombardier’s new Flexity 2 tram is unveiled in Blackpool.

6

Mud, mud, glorious mud 8 What happened after 2,500 tonnes ended up on the line at South Croydon.

Access for All 12 A look at Network Rail’s AfA programme to make stations accessible.

Chiltern Renaissance

15

The final installment of work to restore the route to its past glories.

The Innovation Challenge 20 An exclusive interview with Steve Yianni, Network Rail’s Chief Engineer.

MNR goes WILD

38

How to monitor wheel flats before they get out of hand.

A new tool in the box The continuing development of rail milling.

42

The future’s bright, the future’s ATWS 55 David Shirres looks at the LOWS initiative and the next generation of ATWS.

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

forthcoming

features

Sister publication of Plant & Equipment, Concrete

November

Electrification/Power, Light Rail

December

4 | the rail engineer | october 2011

IN BRIEF Congested stations Network Rail has published an analysis of passenger congestion at stations and a toolkit of potential measures to address the problem.

The report - the Network Route Utilisation Strategy: Stations recommends that action is taken to identify ways to relieve passenger congestion at the following 11 stations by 2019: Basingstoke, Bristol Parkway, Clapham Junction, Liverpool Lime Street, London Charing Cross, London Fenchurch Street, London Victoria, Preston, Surbiton, Watford Junction and Wimbledon.

Paul Plummer, Network Rail group strategy director, said: “As more people choose to travel by rail, it’s vital that passenger congestion is tackled or some stations risk becoming victims of their own success.”

news

TRACK

British steel for new TGV line

Sunlight at Kings Cross The first section of roof at Kings Cross Station to be refurbished has now been revealed. As reported in the rail engineer issue 82 (August 2011) the roof is being stripped back to bare metal, repaired, repainted and reglazed.

Steel for a major new railway project in France will come from the UK. Tata Steel (formerly Corus) has secured the contract to supply 84,000 tonnes of rail for 188 miles (302km) of a new TGV line in France.

The steel will be manufactured in Scunthorpe before being rolled into rail at Tata Steel´s mill in Hayange, north-east France, for delivery from 2014. The company will also supply switches and

crossings to the construction consortium COSEA. The total value of the steel supplied will be around €80 million.

The South-Europe-Atlantique project is the largest public-private partnership contract ever signed in France´s rail sector. It will connect south-western France with highspeed rail services from northern Europe, including London, Paris, Brussels and Amsterdam.

Trains travelling at 300km per hour (186mph) will reduce the journey time from Paris to Bordeaux to two hours and five minutes. Work on building 400 civil engineering structures, including 19 viaducts and seven cut-andcover tunnels, will start in the first half of 2012. At the peak of the project 4,500 construction workers will be employed. The line is due to open in 2016.

ENVIRONMENT

Recently, workers slid 130 tonnes of scaffolding 80m along the length of the roof to shield passengers during the next phase of work. The newly-exposed section allowed sunlight to penetrate the station for the first time for years.

7,500 clear glass panels and over 1,400 photovoltaic panels, which will supply 10% of the station’s electrical power, are replacing the yellowing fibreglass which was installed in the 1970s.

Crossrail signalling No surprises as Crossrail announced the shortlist for the supply of the central section signalling system recently. The companies that will be invited to tender for this £70 million contract later this year are Bombardier, Invensys Rail, Siemens, Signalling Solutions and Thales.

The new railway signalling and control system, which will support Automatic Train Operation, will enable operation of 24 trains per hour during the peak between Paddington and Whitechapel and will be designed to support enhancement to 30 trains per hour through the central section at a later date.

Roman remains to blame Over the years, the rail engineer has covered various reasons for delays to railway infrastructure projects. Great Crested Newts are some of the most regular culprits.

But now the ancient Romans take the blame as the ruins of a 2,000 year old Roman bath house have been discovered on land being re-developed as part of the £5.5bn Thameslink programme.

The ruins, which are believed to be one of the biggest Roman finds in London on the south side of the River Thames, have been uncovered on the corner of London Bridge Street and Borough High Street. The site has been earmarked for the construction of a new office block.

Network Rail has commissioned a team of specialist archaeologists from Oxford Archaeology and PreConstruct Archaeology to excavate the site. Although work is at an early stage, the bath house appears to include a range of rooms including a cold plunge bath as well as hot rooms

warmed by under floor heating.

Elsewhere on the site, substantial walls are thought to belong to predecessors of St Thomas’ hospital, which used to stand on the site.

Network Rail, in agreement with the London Borough of Southwark, is exploring ways of preserving the remains beneath the new building to be constructed on the site.

october 2011 | the rail engineer | 5

news

PROJECTS

PEOPLE

Chairman stands down

Borders on track

Rick Haythornthwaite, Network Rail’s chairman, is to step down at the end of his three year term next July.

Commenting on his decision not to stand for re-election, Mr Haythornthwaite said: “Serving as chairman of Network Rail has been an immense honour as well as a unique challenge. I hope that during my last year I can help start a dialogue and engage the public in an effort to highlight the unique challenges our railway faces, the tough choices that need to be made, and the importance our railway plays for millions of people and the future prosperity of our nation.”

Speaking at the inaugural Bradshaw Address, Mr Haythornthwaite outlined the massive strides the industry has made over the past 10 years in delivering a punctual, safe and growing network. He highlighted the trade-offs that need to be considered - capacity vs performance vs costs and engaging the public, rail’s users and its workforce in a debate about the railway and its future and significance to the health and wealth of the country.

Recent news that the Transport Scotland project to reopen the Borders railway from Edinburgh to Tweedbank was down to only one interested bidder raised questions over the timescales for the project.

Press reports even hinted that there might be delays of up to one year.

However, the rail engineer approached Transport Scotland for a definitive statement, and received this reply. “The timescales referred to in the media are consistent with our programme for delivering the Borders Railway on budget and by 2014.

“The preferred bidder stage is early next year. That triggers the start of the normal preparatory work by the main contractor on the ground. This would

He concluded “My final year will also look to implement the recommendations of the review I set up into governance and accountability at Network Rail.”

then be followed by main works construction by the same contractor.

“This is entirely expected and represents standard practice for NPD (Non-Profit Distributing) style projects. In spite of the difficulties we have encountered following the withdrawal of two bidders, we are confident we will deliver this project efficiently and successfully for the people of the Borders.”

Three consortia originally expressed an interest in the project to build 35 miles of new track and seven new stations under a Design Build Finance and Maintain (DBFM) contract, estimated to be worth £235-£295 million. Two have now pulled out and only BAM remain in the running.

6 | the rail engineer | october 2011

writer

Terry Whitley

feature

World launch for Blackpool Tram

Just the word brings back B lackpool! memories of summer holidays, donkey rides, the Pleasure Beach, and interminable Party Conferences.

But this seaside resort on Lancashire’s Fylde coast is also the only town in Britain which still has its original first-generation tram system - or at least part of it. Dating back to 1885, the tram system runs from Starr Gate, south of Blackpool’s Pleasure Beach, northwards along the coast to Fleetwood Ferry. A mixed collection of trams built over the last 90 years run on the route, some of them open topped, and there are even trams mocked-up to look like boats which are used in the popular “Illuminations” season.

However, true to form, the rail engineer hung back from the throng and instead went around the back to find out more about this new tram, and why it is so important to Bombardier.

New cab, new body

FLEXITY 2 is a logical development of the original family of FLEXITY trams that Bombardier has manufactured in various forms since the mid 1990s and of which there are now over 1700 in service worldwide. However, while in the same family, many of the components have been upgraded or redesigned.

The cab has been redesigned with improved impact protection according to EN 15227. The interior is based on an “Empty Room” so that the customer can design the vehicle to suit local needs. The 100% low floor arrangement makes this even easier.

Large windows and a new ventilation system make it light and airy, while thinner side panels than on earlier designs give more interior space. Wide doorways (two doubles and two singles on each side) make for quicker boarding. Blackpool have opted for a layout that gives seating for 74 passengers and standing room for a further

Corrosion protection has been improved, a particular benefit to Blackpool where the sea air could otherwise cause problems. The body shell is manufactured from corrosion resistant carbon steel. The vehicle body design had to take into account the corrosive elements of the Irish Sea and remove all hollow spaces within the body structure to prevent an accumulation of water and dirt. To assist in this task all welding gaps were sealed. Underframes are coated with ‘Tectyle’, a protective wax. This is inspected during routine maintenance.

148. Two multi-purpose areas cater for wheelchairs and pushchairs, and there are large, clear information displays throughout.

Entrance height is just 320mm above the top of the rail.

Overall, this launch version of the FLEXITY 2 is 32.2 metres long, 3.42 metres high and 2.65 metres wide with five articulated sections. It weighs 40.9 tonnes empty, or 56.7 tonnes laden, with an axle loading of 9.6 tonnes maximum. Those six axles are in three new FLEXX Urban 3000 bogies, two powered ones and a central trailer bogie.

Logical development

Rebuilt tramway

(Right) Driver’s view of Blackpool Pleasure Beach.

However, in 2008 a plan was announced to rebuild the tramway, which had become a little run down, and to purchase a new fleet of 16 trams to bring the whole system into the 21st century. The £101 million project was mainly funded by the Government with contributions from Blackpool Council and Lancashire County Council. The entire route was to be refurbished, and a depot for the new trams built at Starr Gate.

Thus Blackpool became the first tram operator in the world to place an order for Bombardier’s new FLEXITY 2 tram. The first example was delivered in September 2011, with the entire fleet due to go into service at Easter 2012.

That is why, on 8 September, guests from tram operators around Europe, along with representatives from Blackpool Council, Lancashire County Council and Bombardier Transportation, gathered for the World Launch of FLEXITY 2. The doors of the pristine new Starr Gate Depot opened, and in a cloud of smoke, accompanied by music from the Siren string quartet, FLEXITY 2 tram number 001 emerged in a rather damp and gloomy daylight. Looking resplendent in its purple and white livery, the crowd was suitably impressed and the press corps gathered round to take the first photos.

october 2011 | the rail engineer | 7

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The FLEXITY 2 can even be fitted with Bombardier’s novel PRIMOVE induction-loop catenary-less power acquisition system, although this is not part of the Blackpool specification.

Starr Gate Bogies Like the whole tram, the FLEXX Urban 3000 is a natural development of earlier, wellestablished bogies. It has a short wheelbase at only 1,850mm which allows the tram to negotiate curves as tight as 25m in service (20m in the depot). To keep the whole bogie compact, and allow it to be fitted to 100% low floor trams, the water-cooled traction motors are mounted longitudinally on the outside of the bogie frames, one each side.

These connect with bevel-gearboxes mounted on the outboard end of the axles.

The 125kW motors are cooled from radiators mounted on the roof of the tram. There is a fully-integrated hydraulic brake system, as well as an electromagnetic track brake.

The FLEXX Urban 3000 is a modular design.

Converting it from an inside frame type, as on the Blackpool tram, to an outside frame allows it to be used on metre-gauge systems while otherwise utilising the same components.

Wheel diameters can vary between 560mm and 640mm (600mm in Blackpool). Primary suspension uses elastomeric springs.

The secondary suspension also uses

elastomeric springs with lateral and vertical hydraulic dampers, although steel springs are available for some applications. The wheels have a rubber resilient strip between wheel and tyre, as on most trams, to give a smoother and quieter ride. Externally, the bogies are hidden behind side fairings.

Power and control Power for the tram is taken from the 600V DC overhead system through a StemmannTechnik pantograph. Interestingly, Blackpool’s heritage fleet ran on a nonstandard 550V supply - it was only upgraded to 600V this year for these new trams.

Bombardier’s own MITRAC 2 propulsion control technology is fitted. This includes a regenerative braking system which harvests electrical energy during braking. The size of the traction converters has been reduced, as well as the auxiliary converters that supply power for lighting, air-conditioning, information and control systems.

The new depot at Starr Gate is primarily set up to house and maintain the new tram fleet.

Some of the heritage trams will be serviced there, and one was sitting in the depot at the launch, but primarily they will be housed at the old Rigby Road depot. Once the full FLEXITY 2 fleet is in service, the heritage trams will continue to operate in regular service throughout the year, providing a peak time alternate service between the new trams. Otherwise the 21st century trams will run the route, resulting in a quieter and smoother ride, and a journey time that will be 15 minutes quicker from end to end.

Staying on a seaside theme, after the 16 new Blackpool trams have been delivered, the factories in Vienna, Austria, where the cabs are manufactured, and the assembly plant in Bautzen, Germany, will change over to making 7-segment trams for the next customer - Australia’s Gold Coast Rapid Transit. 14 of the 45 metre long trams will be delivered “down under” by 2014.

FLEXX Urban 3000 Bogie.

8 | the rail engineer | october 2011

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mud, mud, writer

Grahame Taylor

PHOTO: LUCINDA OFFER

Red lights

‘I can no longer SEE my railway!’

1 August 2011. Just another M onday Monday morning. The weather was fine. There was the weekend’s engineering work to discuss along with plans for the coming week. All was as usual.

Phil Barnes, Network Rail’s Current Operations manager sat with his colleagues in the morning meeting with his Route Director, as he does every Monday morning on the 12th Floor of the Network Rail HQ in Croydon. There seemed to be nothing unusual going on. Except that.... had he been able to see East Croydon Station he might have noticed that something was odd. Trains going south were backing up. The railway was slowing down. All was not well.

It is apparently bad form to keep looking at one’s Blackberry during a meeting. It might suggest that your attention is elsewhere. And so Phil gave his full attention to the meeting in hand. When it ended, at about 11.15hrs, in a reflex action he turned his mobile device over and saw a flashing red light, then a string of texts, unanswered calls and emails all from Sussex Route Control Centre. Something had happened.

That was enough for Phil to go straight down to the control office on the first floor.

No time to read or write emails. It was time to get the news from the horse’s mouth.

When everything is going to plan, railway control offices are quiet places with the odd phone call, controllers standing up and stretching, and general peace and quiet. This was not the scene that greeted Phil as he entered the room. All the controllers were on their phones. There was definitely something up. There was urgency in the air the faces of the Control staff bore looks of deep concentration. They were dealing with something serious and, as Phil put it, “The atmosphere that I felt as I entered the room meant that my team were dealing with a major incident”. But whatever the office had to contend with at that moment, it was as nothing compared to the situation that began to unfold during the rest of the morning.............

Burst main But let’s wind back to just before 09.45hrs on that Monday morning. In a quiet park just to the South of East Croydon, water from a burst 12” cast iron main started soaking into the surrounding ground, searching for a convenient run-off. Finally, it reached the drain of its dreams - the London to Brighton Line situated conveniently in a deep cutting. The water cascaded down the cutting slope and landed on the Down Slow line.

It’s worth explaining the track layout at this point. There are five lines running due north/south. The eastern-most track is the Down Slow, and alongside are the Up Slow and a reversible line. The western lines are the Up and Down fast lines. Just to the south of this point are two junctions. One is the line to Uckfield and East Grinstead and the other is the line to Caterham and Tattenham Corner.

Around 57 trains travel on this stretch of railway in an hour.

Moving ballast At 9.53hrs a train driver reported in to the signaller that there was water and ‘moving ballast’ on the down slow. With the driver mentioning ‘moving ballast’ this was enough for the down slow to be closed immediately.

The next steps that Mark Wyborn, the duty Network Rail Route Control Manager, took at that time were critical. He sent an Operations response team and the Signalling response team to investigate on site. Those response teams arrived at 10.05hrs - just a little over 10 minutes after the first report. Mark also contacted Thames Water and instructed his Train Running Control team to start plotting service alterations based on a reduction of network capacity.

At 10.10 a message came back that water was above the conductor rail height, which meant that at 10.11hrs both slow lines had to be closed. Fortunately all trains were brought to a controlled stop - that is, at a signal - and, in this case, at a station. So, at this point, all trains were being routed over the remaining three lines.

At 10.22 there was a report of an earth slip.

At 10.30 Mark convened a conference to get the latest reports from site and agree with the controlling signal box the revised train plan formulated by the control team.

After getting a brief overview of the current state of play from Mark, Phil

october 2011 | the rail engineer | 9

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arranged for a further conference. This conference was to set up the ‘Gold Command’ structure to manage the emergency as per the Network Rail Emergency Plan. At this time, Phil was appointed the Rail Incident Commander.

All stop At 11.28hrs an engineer reports in from site and at 11.33hrs all lines are lost. The main artery between London and Gatwick Airport and the South Coast has been cut off. This is going to have an immense effect on the travelling public.

Phil vividly recalls, during the early stages of the incident, a call with Thames Water, owner of the offending water main, who was being encouraged to turn the water off as quickly as possible. “I am losing my

Timeline Monday 09:45 09:53

10:05 10:10 10:11 10:22 10:27

11:28 11:33 12:55

14:00 18:03 19:00

Tuesday 17:00

PHOTO: LUCIN DA OFFER

railway.....” he told their controller, and then, after a response that agitated him further, Phil cut across with, “No - you don’t get it. I can no longer SEE my railway!” Modern technology in the form of mobile phone cameras enabled those on site to send images of the developing situation direct to the control room so Phil could actually watch his railway disappear underwater.

The water was finally turned off at 12.55hrs, but of course continued to flow for a further 40 minutes as the pipe emptied and water drained out of the park.

Taking possession 12” water main bursts.

Driver reports water on track and “moving ballast”. Slow down line closed.

Response teams on site.

Response teams report water above conductor rail.

Up slow line closed.

Report of earth slip.

Gold Command structure set up and emergency conference takes place.

Engineer reports from site.

All lines closed.

Water finally turned off. The main will still drain for another 40 minutes.

Line closure converted into T3 possession. RRVs mobilised.

Fast lines reopened.

Excavator begins removing unstable material from the bank.

Two more lines reopened.

Wednesday 04:30 Full service on all five lines no speed restrictions.

At 14.00hrs steps were made to convert what was a line blockage (taken in an emergency) into a T3 possession - a recognition that this was now an engineering site which would need the use of RRVs (Road Rail Vehicles).

Simon Brazier runs the Civils and Buildings part of Infrastructure Projects for Network Rail Sussex and Wessex, and the East Croydon area falls under his control. He too was in a meeting which he left to take a call from the Route Geotechnical Engineer. He was told that there had been a water main failure in the park adjacent to the railway and that this had taken a large proportion of the cutting face down onto the track. Mud and silt covered four of the five lines and the whole of the railway was flooded. The railway was closed. He recalls, “I was called out of a meeting to take the call in late morning, jumped into a car and drove up to East Croydon. I have had phone calls like this before. It’s not a completely unknown situation but normally these emergencies are weather related!”

He walked down to the site from the Station. It was eerily quiet with no trains, but a number of people from the maintenance organisation were there armed with shovels ready to have a go at clearing the track. But, faced with 2500 tonnes of silt to shift, they knew that they would have very little impact. So a plan was drafted between the various teams on site. The maintenance organisation were to clear the silt using plant and machinery supplied from their local depot and supplemented by additional RRVs organised by Simon and his team who were themselves remitted to affect a

Down Slow line on the right and the adjacent up slow line were the worst affected.

10 | the rail engineer | october 2011

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Regular teleconferences with the operations team were used to discuss strategies and timescales.

Simon recalls the site arrangements. “Rail access for RRVs was from South Croydon which was relatively close. We brought a long-reach excavator through the gates of the park to the top of the cutting. Some of the gates had to be removed so that it could get in and gently trundled across the park.

The excavator needed to be relatively light otherwise it stood a chance of joining the rest of the mud and sliding down the bank.

“The failed material began to be removed at around 7pm. The excavator worked for about 14hours to completely re-profile the slip area.”

Clearing the spoil on the track was a joint effort between the maintenance section and BAM who provided the RRVs from subcontractor Keltbray.

Rob Pearson, BAM Nuttall’s contracts manager, Colin Haytor Network Rail’s senior construction manager, and Simon were the coordinating presence on site. repair to the cutting face.

The water had been turned off at this stage and the water had stopped running but parts of the cutting face were falling out as they considered their solution.

Calling BAM

(Left) Hard at work on the bank.

(Right) Just about completed with netting in place.

PHOTOS: BAM NUTTAL

Historically, Network Rail had a framework contract with BAM Nuttall.

The contract had, in fact, just finished and although the new contractor was on board they were not in a position to mobilise quickly enough. So BAM was used as they were able to respond very quickly because of all their previous experience. One of their earthworks contract managers was available and was able to get to site reasonably soon.

At their site meetings they decided how to remove the material and how to make safe and re-profile the cutting slope.

Pots of damage In parallel to the spoil removal there was a need to repair damage to the signalling and to the third rail. Many conductor rail insulators (pots) had to be changed because the silt contamination would have been almost impossible to remove. The land slip knocked over parts of the conductor rail, wrecked the track ballast and filled up the drains.

Referring to similar emergencies Simon knows that, “It’s the knowledge rather than the kit that’s critical. You can usually get kit from some sort of source, it’s getting the experience to site that makes all the difference.”

Although by this time many routes into London and around Croydon and Gatwick were gridlocked, Simon was able to get staff in and out of the site via the ‘side entrance’ - that is via the Kent route.

There was, of course, 24hr working until the job was finished. Afterwards there were follow-up works like removing trees and installing drainage to the cutting face. All in all there was work on site for about 10 days.

Reopening Back in the Control Office, the primary focus was to get something open, and this they did by 18.03hrs on the Monday evening when the fast lines reopened.

These had been affected more by water than by mud.

Network Rail and its customers First Capital Connect and Southern worked through the night to construct a new train plan based on the restricted track layout of just two lines through one of the busiest networks in the country.

The media management was excellent with images of the mudslide being beamed onto the large passenger information screens at Gatwick and at the major London stations and by printed posters erected at many stations on the Sussex network. By the following morning the public had got the message. Trains on the Tuesday were strangely quiet.

With the signalling tested four lines reopened at 17.00hrs Tuesday which was enough to run a full service. By 04.30hrs Wednesday morning there was a full network with no speed restrictions.

Phil summarised that “Some real positives came out from the South Croydon landside. There were no passenger accidents, no trapped trains, no workforce injuries and, after thousands of tonnes of mud and silt were dumped on the railway, a full network was available within 40 hours - a real testament to the teamwork and effort shown by all of those involved” But, Phil adds wryly, “After such a significant incident that led to a major impact on the journey experience for our travelling customers, it is absolutely imperative to reopen and run a perfect service the following day. But as Wednesday got underway, there were reports of gas canisters on fire near the line side at Sanderstead. At noon there was a train failure and, sadly, a fatality at Clapham Junction in the evening. You really couldn’t make it up!”

Better equipped because you expect more value With ‘value’ one of our four foundations, you can rely on more from HSS. HSS works hard to reduce the true cost of hire. But you told us that there’s much more to value than the price you pay - it’s about making all of the things around your hire run smoothly. That’s why we provide a range of tools and services to help you manage your resources more costeffectively. This way, you will always get the best kit for the job, with no wasted spend. And because you can off-hire online at the touch of a button, you’ll only ever pay for the time you hire.

HSS - we’re better equipped because you expect more.

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12 | the rail engineer | october 2011

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writer

Stuart Rackley

Access for All of disabled persons in T wo-thirds the UK are over the age of 65.

With demographic trends forecasting an increase in the proportion of older people in our society, it is vital that the railway system addresses the issue of providing easier access to employment, health services, education and leisure pursuits. The disabled are especially dependent on public transport as 60% have no car in the household, compared with 27% of the general population. A

MPB Structures is a family owned and operated limited company with a current turnover of circa £40 million specialising in earthworks, drainage, substructure, reinforced concrete works and civil engineering to the railway infrastructure.

MPB have been working on the rail infrastructure for over 14 years and have a reputation of success through project delivery for our clients. MPB work with both Framework Tier 1 Contractors and direct with Network Rail. We are delighted to have secured our first Design & Build AFA scheme at Wendover Station which is currently being implemented.

We have a principal contractor licence and our dedicated rail management, workforce, and support services ensure that each scheme is delivered safely, on time and to budget. We are proud to have an AFR of zero on works direct with Network Rail. Our typical projects

study in 2002 for the Disabled Persons Transport Advisory Committee showed that disabled persons made only two-thirds of the number of journeys undertaken by able-bodied people.

The Access for All (AfA) Programme is part of the Railways for All Strategy launched in 2006 to address the issues faced by physically disadvantaged passengers using the UK railway network. Its objective is to increase their journey opportunities

by improving step-free access to stations. By doing this, more of the physically disadvantaged will be able to use the network more often, thus providing greater access to employment opportunities and wider participation in social and leisure activities.

Expanding access to the railways is not a new concept. In the early 1980s British Rail established an advisory group of disabled persons who advised on how to improve access.

The 1993 Railways Act ensured that the needs of the disabled are taken into account and that a statutory Code of Practice is observed.

Specific provision was made in the Disability Discrimination Act (DDA) 1995 to ensure that station operators did not discriminate against disabled persons and that all new trains met improved accessibility standards.

Over 4300 passenger carriages now meet these standards and by 2020 all passenger carriages will meet the revised standards of the 2005 DDA.

Stations can range from a £100k bridge strengthening project to £5m station civil engineering works.

MPB are currently working in Blackfriars Station, New Street Station Birmingham as well as scours protection works and many other structure enhancement works throughout the UK. We are highly experienced in bridge reconstruction & refurbishment, earthworks, platform extensions, drainage and building works.

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The rail network in the UK has about 2500 stations. These vary from major city termini with significant retail developments, through busy town and interchange stations, down to quiet seyside.

Hooton, Mer

rural stations supporting local communities. Most were built in the latter half of the 19th century and potentially present multiple and differing problems for disabled persons. The key objective of the AfA programme is the provision of a stepfree accessible route from the station entrance to and between the platforms. This generally includes the provision of lifts and/or ramps as well as associated works and refurbishment along the defined route, thus removing obstacles to travelling by rail.

In 2006, the Government recognised the need to achieve a substantial improvement to platform accessibility. The Department for Transport (DfT) allocated an additional investment of about £370 million to be spent specifically on station improvements. When completed, these will be added to Network Rail’s asset base. This investment is known as the AfA funding and is phased to be spent by March 2015. To date, a total of 148 stations, 6% of the total on the network, have been selected by the DfT for the AfA programme. It is Network Rail’s responsibility to manage the delivery of the

How do you install Europe’s longest ticket barrier without disrupting 100 million ticket users?

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At a major rail terminal like London Waterloo, keeping services operational whilst modernising the station is essential. Murphy used its experience in station infrastructure to create 120 different ticket barriers across 19 platforms. The 200 metre barrier, the longest in Europe, was completed in just 4 months.

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building, stations, electrification, bridges and structures, tunnelling, and underground construction.

For more than 60 years, Murphy has been building and maintaining the infrastructure of the nation. We continue to break new ground with the design and construction of high-profile projects across a range of key industries. From national tunnelling, power and rail projects to major water and wastewater contracts, pipelines, and process plant construction; with Murphy, the thinking is always as important as the delivery.

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14 | the rail engineer | october 2011

(Left) Warrington Station (right) Denmark Hill.

programme, its budget and financial reporting. Details of the cost of work done to date, anticipated cost of completion and financial forecasts are all sent to the DfT on a 4-weekly basis.

Funding was targeted at the busiest stations, although a proportion was allocated to ensure a fair geographical spread across Great Britain. Currently 50% of the total budget has been spent with about one third of the stations already completed and the remainder either in progress or at different levels of design and planning. Lessons learned from the early completed projects have resulted in the average cost per station falling. Standardised designs, simplified procurement processes and competitively tendered contracts, along with the currently depressed state of the construction industry, are allowing additional financial efficiencies to be made. The scheme has the full support of Philip Hammond, Secretary of State for Transport, and of Transport Scotland and the Welsh Assembly.

To date, 52 stations in England and Wales and 8 in Scotland have completed step-free projects. A further 14 in England and Wales are scheduled to be completed this year with a strong focus on a number of projects to have accessible routes prior to the Olympics. Wembley Central, Hackney Central, Bromley South and Slough have all recently been contracted to be up and running before the Games commence.

Subject to funding being made available at the required time, the remaining stations are planned for completion during the current control period which ends on 31 March 2014. AfA projects range from extensive modernisation at Clapham Junction to more conventional works at Wellingborough.

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homes. Such expansion warrants substantial station improvements including an AfA programme, and this started in January 2011 at a total cost of £2million.

Lead contractor May Gurney will install a new and improved footbridge, with modern hydraulically operated lifts, to serve platforms 2 and 3. The new bridge and lifts will allow for abolition of the somewhat dangerously positioned barrow crossing at the North end of the station.

The restrictive speed limit of 65 mph will be raised substantially, improving journey times for through trains to and from Leicester, Derby and Nottingham.

On site, the first item to strike the eye is the ironstone facing on the footbridge infill and lift shafts which was a condition of planning consent from the local authority. Whilst this is very attractive, it does not match the remainder of the station structures which are of red brick.

The stairways are very wide and able to cope with the large number of passengers expected to use the station in the future. The bridge has been constructed so that it is impossible for those with bad intent to throw anything down onto the railway below. All the windows can be opened inward for cleaning purposes.

In keeping with Network Rail’s good neighbour policy, letter drops were made to all local residents warning them of possible noise and inconvenience during the period of the contract. There is also daily liaison and close co-operation with station staff and a log book is kept in the Station Manager’s office. A great deal of effort has been put into minimising inconvenience to the travelling public who will benefit greatly when work is completed in Autumn 2011.

Other projects Wellingborough Station The market town of Wellingborough lies 65 miles from London St Pancras International. With journey times of just over 50 minutes to the capital, it has become a popular commuting location having a population of about 73,000. The station was built by the Midland Railway in 1857 and originally had five platforms. Three of those platforms remain of which two are in regular use. The Up platform (No 2), serving stations to London, is currently only accessible by either a footbridge or a barrow crossing at the North end of the station.

Wellingborough is part of the North Northamptonshire development area and major growth is planned for the areas at Upper Redhill and Stanton Cross to the East of the town, adding an additional 6000 new

In contrast to Wellingborough, Clapham Junction is an example of a larger AfA funded project. Work started in February 2007 at a cost of £14.5 million and includes the restoration of a long-closed station entrance at St John’s Hill along with the provision of new ticketing facilities, travel information screens and passenger toilets in a fully refurbished ticket hall.

The new entrance provides a step-free route into the station - a total of nine lifts have been installed between the overbridge and all 17 platforms. Additionally, a taxi and car pick-up and drop-off point was created and cycle racks for up to 72 bikes have been installed. Funding was also provided by Network Rail, South West Trains, Wandsworth Council, Transport for London and the Railway Heritage Trust.

The AfA project at Three Bridges Station in Crawley, West Sussex, won the Station Excellence Award in 2010. Main contractor was Murphy, and after receiving the award project manager Robert Horkan said “We believe that providing disabled access is essential if the rail industry is to provide a world-class service and grow in line with government targets. Being recognised for our part in this is really important to Murphy.”

Small Schemes Concerns were expressed during consultation for AfA that all funding would be targeted towards large stations and smaller and rural stations that also had accessibility issues would be ignored. As a result, the DfT has to date made available around £6 - £7 million of funding annually for local authorities, train operating companies and other interested groups to make locallyfocused improvements. From 2011 onwards £5 million has been allocated directly to the train operators, with the funding divided based on their passenger numbers.

Small Scheme bids required match funding and were capped at £250,000 or 50% of the capital cost of the project. It has proved so popular that the DfT have received bids for more than double the available budget. Up until 31 March 2011, approximately £25 million has been awarded towards almost £95 million of access improvements at over 1050 stations.

Projects covered a huge range of improvements including ramps, lifts, accessible toilets, better lighting, customer information screens, lowered ticket windows and automatic doors at station entrances.

One example of Small Scheme funding is Warrington Central where non-slip, colour contrasting flooring, CIS screens and a ramp for disabled persons were installed along with lifts to provide step free access between platforms.

The Access for All scheme has shown that, given suitable funding, goodwill and cooperation between all parties, there is no reason why disabled persons should be made to feel second-class citizens on today’s modern railway. This is due to the work in partnership between Network Rail, the Department for Transport, local authorities and numerous other bodies.

Thanks to Jon Ratcliffe and Anne-Marie Batson of Network Rail, and Neil Priest of the Department for Transport, for their considerable help in the compilation of this article.

october 2011 | the rail engineer | 15

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writer

Clive Kessell ugust 2011 saw the implementation of the latest series of improvements to the Chiltern Railway’s Marylebone to Birmingham line. Bannered under the name Evergreen 3, this stage is almost the final programme of work to restore the route to its past glories.

The line has seen mixed fortunes over time. One of the last railways to be built, it opened in 1906 as the GW&GC Joint line, itself linking up a series of other lines to form a rival to the LNWR route northwards from London. The line was constructed with the lessons of avoiding flat junctions in mind, with Northolt, Ashenden and Aynho all having flyovers to minimise conflicting moves. Principal stations had main lines through the middle with loops to accommodate the platforms, Denham, Gerrards Cross, Beaconsfield, Princes Risborough and Bicester North being examples.

The route settled down to providing a Paddington - Birmingham service as an alternative to the WCML via Rugby, as well as enabling the GCR to have a second route into its Marylebone terminus. Birmingham was around 2 hours from the capital by the best trains, regardless of route. The GW route came into prominence in the 1960s during the electrification of the West Coast Main Line with virtually all Birmingham traffic being put to the Paddington line.

A

Chiltern Renaissance

The Evergreen Success

Rationalisation and decline

Chiltern Railways and Evergreen 1

In the aftermath of Beeching and the then thinking that two lines between principal cities were not needed, the Great Western route suffered a downgrading. The Great Central northwards was closed, negating the need for Ashenden Junction. Station through lines were removed and the entire route from Princes Risborough to Aynho (where it joined the GW Oxford - Banbury line) was singled having only a passing loop at Bicester. The remaining train service was concentrated on Marylebone with only one train per day running to Paddington.

Little more than an outer suburban service, trains were formed of ageing DMUs and reliability suffered accordingly. Even Marylebone was considered for closure at one time, but the remaining traffic was sufficient to make it impractical to accommodate at other termini. So the line survived, and with privatisation came the realisation that considerable untapped potential was there for the taking.

Led by career railwaymen and women, Chiltern Railways quickly gained an understanding of what needed to be done to give a better service. The initial priority was to eliminate the long single-line section.

In partnership with Railtrack, this was done as the Evergreen 1 project in two stages: firstly from Princes Risborough to Bicester, and then from Bicester to Ayhno.

Many lessons were learned from this project as re-doubling a line is not simply a matter of laying a second track. Over time infrastructure elements such as cable routes, signals and power supply points all encroach on the track bed while the remaining track is sometimes slewed to a central position. Thus the entire section had to be rebuilt including the provision of two new platforms at Haddenham & Thame Parkway station (opened in 1990) as the original platform had been constructed on the old track-bed.

Signalling the two lines for bi-directional running was a sensible future proofing move.

Work underway at Princes Risborough.

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16 | the rail engineer | october 2011

Work in progress Neasden.

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The concentration of traffic onto a single platform at Princes Risborough was another encumbrance and the down platform was restored at the same time, albeit without the through centre lines. While the cost was considerable, restoring a two track railway gave immediate benefits in timetable reliability.

Evergreen 2 The increasing train service required additional capacity at Marylebone, so, under the Evergreen 2 project, that terminus was given another 2 platforms making 6 in total, something it had never had in its entire history. With new Networker Turbo trains coming on stream, the opportunities for expanding services beyond Banbury became obvious and in association with Centro, who were busy restoring Birmingham Snow Hill and providing through platforms at Birmingham Moor St, sufficient capacity was available for Chiltern Railways to run to Birmingham.

Evergreen 2 also included the provision of a new train servicing depot at Wembley together with speed improvements at Beaconsfield and various signalling modifications. However, this was not the end of the story as overall journey times needed to be reduced still further to compete with both the WCML and the M40.

•

•

•

Evergreen 3

Track diagram at Northolt.

Diagram key

New Unchanged Removed

A critical appraisal of options revealed that work at seven locations was necessary to get the much needed line speed improvements.

All have now been implemented.

• Aynho Junction. The 50mph turnouts for the Marylebone line have been raised to 90mph in the up direction and 85mph for

•

West Ruislip Station

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temporarily as a freight facility. The unfortunate collapse of the tunnel during the work was an unwanted hindrance but led to one wag coining the phrase ‘You shop, We drop’. With the incident now well in the past, the opportunity has been seized to future-proof the siding and extend it to create an 8-car turnback facility for inner suburban services.

Another turnback has been provided from the platform on the down line.

• Northolt Junction. The grade-separated junction favoured the ex-GW line to Paddington for higher speed. However, with virtually all services now concentrated on Marylebone and the GW route reduced to a single line, this situation needed to be remedied. The solution has been to construct a new double track formation direct from Northolt to South Ruislip, retaining the fly-under route for suburban trains needing to stop at Ruislip, with the GW line routed via a single lead connection and facing crossover. The civil works to construct the double track alignment have been complex and were described in the March and August 2011 editions of the rail engineer. The work was completed during a blockade lasting from 22 - 28 August.

• Neasden Junction. Where the Amersham and Banbury lines diverge, the double junction restricted the latter lines to 40mph. The junction has now been remodelled as a series of single leads to permit a 75mph turnout towards Banbury. This work was carried out between 12 30 60 and 21 35 60

South Ruislip Station

UP SIDINGS

25

the down line coming off the flyover with new high speed points connecting to the Oxford lines. In addition, a new facing crossover makes the junction fully reversible so that bi-directional working can be implemented when necessary over the Aynho to Princes Risborough line. Having a 7 day railway is very much in the minds of the Chiltern Railways management, as well as benefiting other operators using the Didcot to Chester line. The Aynho works were completed in March 2011.

Bicester. The removal of the old through lines meant that the remaining running lines were slewed over to the platforms, necessitating a speed restriction. In the up (London) direction, the platform has now been built out so that the line can assume its former straight alignment. This work was also completed in March 2011 and resulted in an increase in linespeed from 25mph to 100 mph.

Princes Risborough. As at Bicester, the slewing of the up line to the platform alignment imposed a speed restriction. In addition, conflicts were caused by the branch line services to Aylesbury also using that platform. Since the fast Birmingham services will not stop at this station, the solution has been to restore the up through line with connections at both ends for the platform line. Both up lines have been made reversible. This work was done between 22 - 28 August.

High Wycombe. A new positioning of the north end crossover enables higher speeds to be achieved through the station for non stopping services.

Gerrards Cross. The construction works for the artificial Tesco tunnel to facilitate a store car park needed a siding to be provided for the works trains and the former turnback siding was converted

50 60

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Successful delivery of Project Evergreen 3 The upgrade of the Chiltern Mainline between London Marylebone and Birmingham Moor Street is complete allowing trains to travel at 100mph and reducing travel time to 90 minutes.

A team led by BAM Nuttall has delivered this complex and high profile upgrade, which involved extensive trackwork, signalling and structures renewal.

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18 | the rail engineer | october 2011

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Bicester North.

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August during a total blockade.

Mention must also be made of Birmingham Moor Street, where, after many months of waiting, signalling works were completed in November 2010 to bring into use the bay platforms. Chiltern Railways use these for some services as capacity at the three platform Snow Hill station (the 4th platform being used for Midland Metro tram services) is limited.

The two stations contrast greatly, with Moor St being a classic design in true GW style while Snow Hill is a stark concrete edifice that compares badly to the architectural gem that was the original station.

Finance and Contracts The Evergreen 3 project is unusual since it is an infrastructure improvement, but with financing coming entirely from Chiltern Railways. They are the Sponsor, Client and Agent. Network Rail has been a co-sponsor but also has the role of mortgagor and approver.

Costing around £250m, the justification centred on the additional passenger numbers and income that the scheme will generate. Whilst the prime work has been to provide additional trackwork, the project has involved a number of engineering disciplines. Chiltern appointed BAM Nuttall as lead contractor to have a design and build

TO NEASDEN JNC

New Unchanged Removed

responsibility as well as letting and managing all the principal sub contracts.

These were: • Civil Works - BAM Ritchies constructed the Northolt double track formation.

• Trackwork - Although Colas initially stood in after Jarvis ceased to trade, BAM Nuttall undertook much of the trackwork on their own account. Balfour Beatty carried out the work at Aynho. On-track machines and plant were provided by Colas, Balfour Beatty and Babcock Rail • Signalling - Atkins was responsible for the design, installation and testing of all external signalling alterations. These included the re-signalling of the junction areas as described plus the provision of many new signals mainly between High Wycombe and London to give greater spacing for the higher line speeds.

All new signals are of the LED type.

Preliminary Route Indicators (PRIs) were also installed to give advance warning of the direction to be taken at the higher speed junctions by means of lit right or left arrows prior to the flashing yellow aspect.

• Marylebone IECC - DeltaRail, who as BR Research and AEA Technology were the developers of Integrated Electronic Control Centres and had the

october 2011 | the rail engineer | 19

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expertise to make the necessary changes to the Marylebone Signalling Centre from which the majority of the route is controlled.

This involved the provision of a third complete SSI interlocking as there was insufficient capacity within the existing ones to accommodate the changes. Some re-mapping of signalling boundaries between the interlockings took place at the same time. Changes to the train describer function and the associated cab secure radio link also had to be undertaken.

• Telecoms - telent undertook all the work associated with cable alterations and new or re-located SPTs. • ATP - Alcatel supplied the original SELCAB equipment to the Chilterns route, one of two BR trial Automatic Protection Systems in the early 1990s (the other was on the GW main line) as a forerunner of TPWS and ERTMS. The system extended only from Marylebone to Banbury. Thales, as successors to Alcatel, supplied new equipment and Atkins designed and installed the inductive loops, which included lengthening some existing loops to comply with the required standard.

As co-sponsors, Chiltern Railways and Network Rail staff have been engaged in the supervision and monitoring of the overall project.

Didcot with passengers changing to FGW to reach London.

The Wembley to Princes Risborough possession required an element of bus substitution with passengers for the High Wycombe area using buses from Amersham, and those for Bicester being provided with a bus service from the new Aylesbury Vale station.

Passengers at stations in the inner London area had a choice of substitute buses or local LU services.

The pain was relatively short and with many people on holiday, the Chiltern management took the view that a ‘big bang’ approach with sensible use of blockades was preferable to even more weekend closures.

The Achievement and the Future With all work being completed by 30 August, Chiltern Railways had a week to learn how to use the revised layout before introducing its new timetable on September 5th. This gave a 100mph capability over most of the route enabling a fastest time from Marylebone to Birmingham of 90 minutes with two intermediate stops, at Solihull and Warwick Parkway. Every hour a service runs with a 100 minute schedule with additional stops at Leamington Spa and Banbury. That is nearly as quick as the WCML and perhaps more convenient for the sizeable populations of towns along the route.

Evergreen 4?

Impact of the Blockades Having to close a line to carry out work is disruptive and Chiltern Railways have been very careful to minimise inconvenience to the public.

During the Neasden works, passengers for the Amersham / Aylesbury line had to change at Harrow and use the LU Metropolitan Line service. A Chiltern service from Bicester and High Wycombe operated to Paddington with First Great Western cancelling their Paddington Greenford service so as to provide sufficient capacity between Old Oak Common and Paddington.

Birmingham trains were diverted to

This part of Evergreen 3 is however not the end of the story. Part 2 of the project will provide the much publicised new chord at Bicester, a new parkway station for north Oxford at Water Eaton Parkway and an alternative service from London to Oxford, also providing journey opportunities between High Wycombe, Bicester and Oxford. The ministerial go-ahead of the scheme is expected by the end of 2011 with design and construction work taking place in 2012/3 and the new service being in operation from 2014.

This will be another story and the rail engineer looks forward to following its progress.

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20 | the rail engineer | october 2011

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writer

David Shirres

The Innovation

Challenge

of the many O nedefinitions for the

(Above) An installation of the innovative RamArch System

by ISS in Whiteball Tunnel.

word “Innovation” is “the introduction of new technology that adds value”. Over 150 years ago, the early railways proved themselves to be a most successful innovation by creating a huge increase in economic activity from significantly improved transport. However, as with all things, the world moves on and unfortunately Great Britain’s railways are not as good at innovation today.

That is the conclusion reached by Sir Roy McNulty’s study “Realising the potential of GB rail”. This value-for-money study concludes that Britain’s railways are underperforming in innovation because of

Network Rail put together a temporary station at Workington last year within 4 days.

industry fragmentation, the need for immediate returns, an absence of incentives to innovate, a lack of a management structure to drive innovation, the restrictive application of standards undermining innovation, the lack of suitable test facilities and insufficient investment in research and development. McNulty concludes that improvements in safety, standards and innovation could save £190 million by 2018/19 or between 18 and 26% of the total estimated savings from recommendations in his report. Sir Roy’s findings are supported by a study undertaken by Atkins entitled “Improving Management & Delivery of Innovation”, which is essential reading for anyone with an interest in UK rail innovation.

Network Rail’s new approach So how is Network Rail responding to McNulty’s innovation challenge? In an exclusive interview with the rail engineer, Steve Yianni, Network Rail’s Chief Engineer (pictured left), sets out his strategy to improve innovation in Network Rail and explains how, in some areas, it has preempted Sir Roy’s recommendations.

Steve opened by stating “For some time Network Rail has recognised that there are issues with the way it introduces new technology and that an improved approach is required to improve processes and increase supplier engagement”. He explained that, early in 2010, Network Rail started to compare the way it introduced technology both with other parts of the rail sector and with other industries. From this

comparison a new process was developed and piloted, starting first with 10 and eventually with 56 projects. The process was then finalised on the basis of feedback from users, external parties, stakeholders and launched in February 2011.

Network Rail’s new innovation process consists of four stages Think Ensure that the problem is understood to establish a clear business need as previously products had been developed when there wasn’t one. A Network Rail sponsor is identified to drive product development.

Explore Establish a preferred solution through a form of brainstorming process. This explores and tests potential solutions on a crossdiscipline basis.

Prove Develop the preferred solution to the stage when it can be tested to demonstrate that the design intent is met, including any necessary safety approvals.

Do Implement, ensuring that all necessary support, training and resources are in place and that all concerned know of the new product.

october 2011 | the rail engineer | 21

feature Steve acknowledged that, previously, suppliers wanting to develop new products had found communication with Network Rail difficult. Often, ideas were offered but suppliers did not know how to progress them. Even if a Network Rail contact was found, they frequently developed things which went nowhere. This was clearly a significant disincentive to innovate and showed the need for the improved supplier engagement that is now an integral part of Network Rail’s strategy.

Matching ideas to business need “Network Rail seeks bright ideas with matchmaking website” was the title of a press release on 14 February this year as part of the launch of the new innovation process.

This invited suppliers to submit their ideas to its bright ideas website, www.networkrail.co.uk/brightideas.

To ensure that submitted ideas meet a clear business need, the website lists Network Rail’s 16 Challenges and Priorities for which innovation is required. Moreover, the first question on the online innovation and suggestions form is “which challenge does your solution relate to?”.

Steve explained that this list of challenges has been developed by cross-functional innovation portfolio groups which meet to review input from suppliers and refresh challenges. This is clearly an ongoing process as, for example, there are currently no signalling challenges. The portfolio groups also provide suppliers with feedback on their ideas.

Network Rail’s 16 Innovation Challenges and Priorities • Planning for using mobile plant measuring gradient • Reducing noise emitted from plant • Safety Innovation • Condition Monitoring of Buildings & Civils assets • Greater business benefit from waste • Improved power supply and energy efficiency • Low cost fault reporting • Planning for climate change

• Protective coatings for metallic structures • Remote condition monitoring of track assets • Remote monitoring of electrical power assets • Alternative (remote) earthing systems • Retro-waterproofing tunnel linings • Track components • Reducing reliance on copper • Track system renewal

The process is not restricted to external suppliers. There is a similar scheme to capture ideas from Network Rail’s employees and encourage them to think about the challenges.

Although the new process does not change product acceptance requirements, it has been possible to speed up the process by reducing the number of products

VMS has created a system of super lightweight Signals & Structures, which won Network Rail’s Award for Innovation.

requiring approval. Much of the backlog did not meet the business need established by the “Think” stage of the process. In addition, simple approvals are now delegated to a more appropriate level, e.g. route asset management, and many product approvals are what Steve described as “catalogue management” and can be processed more quickly.

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22 | the rail engineer | october 2011

feature expenditure should increase to £75 million by 2018/19. Steve would agree with the need to increase R&D spend, but points out that Network Rail is actively promoting R&D and is spending around £18 million per annum. It is working with a number of universities, including the funding of several Chairs, has strategic relationships with Imperial College, Nottingham and Sheffield Universities, and each year runs a conference on its research activities.

(Above) The Harrington Hump, (right) Balfour Beatty’s innovative Air Insulated Switchgear, (below) Peli 9440 takes seconds to deploy and extends the light above two metres.

The Atkins report takes Network Rail’s Innovation Management System as a case study. It considered a particularly encouraging aspect of the system to be collaboration and early engagement with suppliers, and noted how Network Rail has deployed dedicated innovation management staff and increasing innovation management capacity by delegating authority, although with varying success between disciplines.

Standards The McNulty report commented on the large number of standards that often conflict with each other.

These create excessive cost and delay and have sometimes prevented the implementation of specific initiatives. The report concluded that this was symptomatic of the wider issue of an industry not looking at technical issues on a system-wide basis and too reliant on blind compliance with established standards.

Although such system-wide questions are the remit of the new Rail Systems Agency, Steve explained how Network Rail is taking action to minimise the impact of standards on innovation. He agrees with McNulty that standards are sometimes used as an excuse, and accepts that some are no longer appropriate as technology has moved on since the standard was written.

Steve Yianni acknowledges that the contract

awards procedure has also resulted in unnecessary constraints.

Contractors are now encouraged to submit a non-compliant bid if this offers advantages, particularly if it addresses one of the 16 Challenges and Priorities. “You tell us why that’s better” is Steve’s message to contractors. This approach is supported by Network Rail’s Procurement community who have been actively involved in the new technology process. If justified, derogations to Network Rail standards can be quickly obtained. Steve acknowledges that derogations to Group Standards are more challenging and the McNulty report acknowledges that this is a lengthy process.

Thus, until the Rail Systems Agency resolves this issue, bids that don’t comply with Group Standards bids will probably fail.

However, Network Rail’s engineering standards have all been reviewed with each requirement classified as: Red - an absolute requirement; Amber - strongly recommended but derogation could be issued if sufficient justification and Green best practice guidance but not compulsory.

Steve explained that this process supports devolution and is being piloted in the recently devolved routes where it has had positive feedback. The concept is being shared with other parts of the industry with the intent that it be applied to Group Standards. It is likely that Steve will get his wish in this respect as, interestingly, the McNulty report recommends the Red, Amber and Green process that has already been applied to Network Rail’s standards.

Research and Development Successful innovation requires an effective Research and Development programme.

McNulty concludes that the rail industry’s current £34 million per year R&D programme lacks the structure to drive innovation across the industry and that R&D

Network Rail also has its Rail Innovation and Development Centre, a 10 mile test track in Nottinghamshire which is available for the whole of the rail industry. This goes some way to address McNulty’s concern about the lack of British test facilities.

Network Rail’s journey Reviewing progress so far, Steve Yianni described the way that Network Rail has encouraged the introduction of new technology as “a journey that Network Rail has been on over the last 18 months”. So it is, and not before time. In December 2009, New Civil Engineer published a critical article that “slammed the rail infrastructure manager’s claims that it fosters innovation” and complained that insufficient guidance was given for innovative products.

Such criticisms no longer apply now that Network Rail has streamlined its processes and is actively engaged with its suppliers using its website to marry ideas to business needs. It is also changing its approach to standards and promoting R&D including the introduction of new test facilities. All of which is in tune with McNulty’s approach to innovation. Indeed Atkins’ innovation report includes a graph showing that Network Rail has the highest innovation index of any part of the UK rail industry.

A good start has been made but there is still some way to go, particularly in respect of system-wide issues outside Network Rail’s direct control. It will be fascinating to see where this journey takes the UK rail industry.

october 2011 | the rail engineer | 23

feature

a

composite

writer

Peter Dickson Director, iLecsys have been many recent T here developments in the design, manufacture and use of composite materials in infrastructure. As with all successfully manufactured products, the best solution is dependent upon a marriage between material and design.

To this end, the manufacturing processes and the specifying of composites must be fully understood.

Before looking at the use of composites, specifically within the rail industry, it is important to start from a level playing field. Across many industries, a new material or innovation has many hurdles to jump. A number of these appear in the natural development of the end product or system, but often there are further obstacles to overcome in order to recover from a disadvantaged start point.

Process development Early in their development, composites appeared to offer many benefits. However, they also had their pitfalls. Poor UV stability, inappropriate mechanical designs and variable manufacturing processes led, in some cases, to the failure of the materials to meet expectations.

As in the alloying process in metals, the basic material mix of a composite material relies on strict quality control, correct handling and a clearly defined manufacturing process. The term ‘prepreg’ is just that. It ensures the resins, fillers, strengthening elements, and stabilisers are all combined for the optimum performance.

Manufacturing processes Once the raw material is accurately predictable, it is possible to combine it with specific manufacturing processes and design to meet the demands of the end product.

Sheet Moulding Compounds (SMC) provide a hot press moulding capability that can produce accurate

components with high strength, complex engineered features, while maintaining nominal wall thicknesses.

Design features such as modular construction, inter changeability and intricate internal mountings are all achievable using the SMC process. SMC provides high volume manufacture, high quality surface finish and excellent dimensional stability.

Other processes, such as pultrusion, a continuous manufacturing process for materials of constant cross-section in which reinforced fibres are pulled through a resin, can add a further dimension by providing specific directional support for particular applications.

Further cost saving The use of a lightweight product should be fully considered throughout the project to completely realise the cost benefits. For example, using a lightweight composite location case, composite LOC platform or back-fillable composite base allows for further cost savings through lighter civil engineering requirements, quicker installation and less dependence on heavy lifting equipment.

To continue the previous example, composite location cases have no resale value to attract thieves, need reduced maintenance, are fully insulated, have a high surface finish and the gel-coat provides a surface which resists graffiti. Finally, a composite enclosure offers excellent thermal and chemical resistance performance.

Lightweight, non-metallic products not only offer maintenance-free solutions but reduce the health and safety risks associated with existing heavy structures requiring substantial foundations and specialised handling and lifting.

Also, a composite solution is often a better environmental option. The basic material represents approximately one third of the carbon footprint of its metallic counterpart.

Worldwide applications

future

Industries such as Oil & Gas, Water Treatment and Chemical Processing have all turned to composite solutions.

Composites are already used for applications as varied as helicopter landing platforms, tunnel linings, aircraft components, bridges and bridge trusses, rolling stock interiors, utility electrical cabinets and cable management solutions.

The future will see even more applications for these lightweight, corrosion-resistant and versatile materials. Keep a look out for them…

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24 | the rail engineer | october 2011

feature

Rochdale goes west writer

Stuart Marsh

(Right) Now demolished, the original Rochdale box.

in the halcyon days of mechanical E ven signalling, with 10,000 signal boxes on the network, it was far from common to find two boxes facing each other across the tracks. But a new signalling scheme, commissioned over the August Bank Holiday in Rochdale has brought about just this situation. Two fully operational signal boxes, the pre-existing Castleton East Junction and the newly opened Rochdale West signal boxes, are now happily signalling trains to each other, and yet they lie just 100 yards apart.

This is not an interim measure; these two signal boxes will remain operational for the foreseeable future. There is of course a rational, if unusual, reason for the fact that the two signallers are within shouting distance. And no, it is not Network Rail’s latest answer to the cable theft problem!

Metrolink extension Adjacent to Rochdale Station the new Metrolink line follows High Level Road, now closed to road traffic.

Until recently, the Oldham Loop Line joined the Manchester and Leeds (Calder Valley) route at Rochdale. The section between Oldham Mumps and Rochdale has had a checkered history. In May 1972 the Minister for Transport announced that this

Design for success

section of the Oldham Loop would be closed. Fortunately it was reprieved when the SELNEC Passenger Transport Executive (later the Greater Manchester PTE) agreed to fund the train services. The track was however singled between Shaw & Crompton station and Rochdale.

On 3rd October 2009 the line did close, but this time the reason had nothing to do with cutbacks. The line is now being rebuilt as an extension of the Manchester Metrolink system, destined to serve Rochdale town centre and due to open in the summer of 2012. The original junction at Rochdale has been retained and now forms a turnback siding for Northern’s Rochdale-Manchester services, as well as giving heavy rail works trains access to the Metrolink system.

To reach Rochdale town centre, the Metrolink line has been extended beyond the Oldham Loop formation and passes over the Calder Valley line on a new flyover bridge. This was constructed by M-Pact Thales, contractors to Transport for Greater Manchester (TfGM). The Metrolink route then continues towards the town by running parallel to the Network Rail tracks on the bed of an old loop line. It then leaves the railway alignment to follow what was High Level Road before arriving at the site of a tram and bus interchange station right outside Rochdale train station. Unfortunately one

URS Scott Wilson Ltd was appointed as the multi-disciplinary GRIP 4 designer for Metrolink Phase 3A in 2008. Since then, GRIP 5 designs for the severance of the Oldham loop at Rochdale have also been successfully delivered. The GRIP 5 designs for phase 1 of Rochdale West involved signalling, permanent way, telecommunications, E&P, geotechnical, civil engineering and architecture disciplines using engineering teams from URS Scott Wilson’s Crewe, York, Glasgow, Swindon, Middlesbrough and Nottingham offices.

The unusual delivery method for phase 1 required URS Scott Wilson to provide design support over the commissioning weekend, working alongside Network Rail’s project and installation teams.

Ian Hay, Director for Heavy Rail, said “We have been very pleased to have played our part in the successful commissioning of phase 1. As always, there were a few difficult hurdles to overcome along the way. However the strong team spirit apparent between our respective teams ensured that we achieved an on time success. We look forward to working with Network Rail on the next phase of the scheme.”

building, Rochdale signal box, stood in the way of progress. So, this 1889 built Lancashire & Yorkshire Railway structure would have to be demolished. In addition, track circuits and

october 2011 | the rail engineer | 25

feature other signalling equipment on the main line would need to be immunised against the close proximity of passing trams.

A £14 million resignalling scheme was thus precipitated, comprising two parts. Phase one, or ‘Metrolink Phase 3A - Rochdale Resignalling’ to give it its full title, would see the replacement of the existing Rochdale lever-frame signal box with a new panel signal box at Rochdale West. This would then allow Manchester Metrolink to lay track through the site of the old Rochdale box.

Valued at £7.5 million, phase one would be funded entirely by TfGM. Phase one would be unusual in several respects.

Rochdale West The initial scheme was driven by the need to clear the old signal box site on a tight schedule. Network Rail therefore decided to run this project as a ‘hub and spoke’ contract. Network Rail Investment Projects acted as the hub and five subcontractors formed the spokes, one of which would be formed from within Network Rail. Chris Winfield of Network Rail Investment Projects outlines the thinking.

“The tight deadline did not allow us to go through the normal tendering process. We therefore took the decision to implement the infrastructure works using our own delivery team.”

The immediate objective was the relocation of Rochdale signal box. “With this part of the project being funded entirely by TfGM there was no business case for anything beyond that” continues Chris. “We

looked at possible sites for a replacement signal box that were free of access difficulties, that didn’t involve disturbance to existing infrastructure and that didn’t require the purchase of additional land. The only suitable site turned out to be very close to Castleton East Junction signal box, which is about 2 miles from Rochdale.”

In fact the entire signalling infrastructure within the Rochdale area would need to be replaced. This has also involved some changes within the adjacent signal boxes, particularly at Smithy Bridge signal box, which has been reduced to gate box status.

The new Rochdale West signal box now provides the fringe with Preston PSB with Track Circuit Block regulations replacing Absolute Block towards Smithy Bridge and beyond. In the Manchester direction the adjoining signal box is Castleton East Junction. Here, under phase one of the resignalling scheme, minimal work has been undertaken. For the time being, the Rochdale West to Castleton section is still operated by Absolute Block.

Rochdale West signal box is unusual in being a brick-built single-story structure with a pitched roof. Looking something like a small community centre, it is sited well back from the running lines and is provided with its own car park and a steel palisade security fence. MPH Construction Ltd of Mold won the construction contract for this building by open tender.

In house The design ‘spoke’ of the contract was undertaken by URS Scott Wilson Ltd led from their York design office. However, in a significant departure from normal practice, the construction spoke, which involved the implementation, testing and commissioning of the scheme, made use of Network Rail’s own CapEx Infrastructure Maintenance team.

Kevin Clough, programme manager for Network Rail, explains the mechanism. “In terms of CDM, Network Rail is the principal contractor, there having been no tendering process for engineering contractors. We handpicked our workforce from within the

Work continues around Rochdale Station.

26 | the rail engineer | october 2011

feature Interlocking

The new Rochdale West panel.

Manchester delivery unit team - largely from those who had worked on the Oldham Loop severance scheme in 2009.”

This initiative has worked well and has proved to have other advantages, as Colin Howell, Network Rail contract engineering manager points out. “Our own personnel have been able to cope extremely well with project implementation issues as they have arisen. We’ve been able to quickly decide upon design changes and workarounds and this in turn has speeded up the process and reduced costs.” There is the added advantage that the team that has installed the new infrastructure will now be responsible for maintaining it and can therefore use the knowledge they have gained to increase maintenance efficiency.

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At the heart of the new signalling system is a route relay interlocking (RRI). Together with a new Principal Supply Point installed by Baldwin & Francis, the RRI is located within an REB to the east of the old Rochdale signal box. A total of three REBs were required by the scheme, all of which were fitted out and delivered by Babcock Rail.

Communication between the RRI and the panel in Rochdale West signal box is by means of an Invensys Rail Westronic 1024 time division multiplexor (TDM) system.

The panel itself was designed and manufactured by TEW Engineering and is of the NX type. TEW also undertook the work to fringe Rochdale West with Preston PSB. The Rochdale West panel covers 5.5 route miles, stretching roughly from Castleton station to Littleborough station.

A mixture of 2-aspect and 3-aspect signal heads has been installed, all of which are of the Dorman LED type. The existing clamp lock point actuation has been upgraded and new power packs have been fitted. The newly installed track circuits are of the TI.21 audio frequency type in order to provide immunity from the Metrolink tram systems. Elsewhere, medium voltage DC track circuits have been used. In all, there are 12 new colour light signals and 2 new PLS signals in the scheme.

Some thirty new location cases were installed at the rate of three per week.

All were fully equipped prior to installation on site. A six week cycle of mid-week possessions was employed, plus weekend 8-hour rule possessions.

Leading up to commissioning there were three 24-hour blockades, culminating in a 48-hour blockade over the August Bank Holiday weekend for final commissioning. The scheme was brought into service, three hours early, at 00.20 on Tuesday 30th August, nine months from site set up and with no RIDDOR accidents.

Buried The area around Rochdale has been highlighted as a cable theft hotspot. For this reason, the new cable routes have been deeply buried using similar methods to those employed on the Durham Coast and Moorethorpe resignalling schemes (the rail engineer issues 75 & 81). On this project however, over 4 miles of the cable route has been installed using Multiduct. This product, manufactured by Carson Industries Ltd, is a multi-way cable ducting system, formed using a structural foam moulding process. This system has been used extensively in Europe, the USA and in Northern Ireland, but not previously on the UK mainland.

Consultation took place with Network Rail’s Cable Theft Strategy Group and extensive use has been made of SmartWater, backed up by both the deployment of warning signs and even by radio and TV coverage.

This strategy was endorsed by British Transport Police, which has supported scrap yard visits jointly with Network Rail in order to raise the profile of the SmartWater campaign.

Phase two The second phase of the resignalling scheme, due for completion in October 2012, is valued at around £6.5 million and will also be funded by Transport for Greater Manchester. It will involve an upgrade to Castleton East signal box and the conversion of the Castleton down goods loop to passenger loop status. Some plain lining will occur too, but the 65-lever mechanical frame at Castleton will be retained. LED colour light signals will replace the existing semaphore signalling and the mechanically operated points will be converted to clamp lock actuation. At the same time, the Absolute Block section to Rochdale West will be converted to Track Circuit Block (TCB).

The existing TCB section to Vitriol Works signal box will remain unaltered.

Into the future As has been widely publicised, Network Rail has announced its intention to eliminate 800 signal boxes over the next 15 to 20 years, using just 14 signalling centres to control the entire network. Until such time as this plan crystallises in the north Manchester area, Castleton East Junction and Rochdale West signal boxes will remain in what must surely be a unique juxtaposition. When Rochdale West sends “train entering section” to Castleton, the train is almost two miles away from both boxes. Similarly, the signaller at Rochdale West can actually see down trains from his box windows before he receives the two beats on the block bell from Castleton.

Unique too has been Network Rail’s use of an Infrastructure Maintenance CAPEX Team to install new signalling infrastructure. Kevin Clough has no doubts about the effectiveness of his workforce. “When you look at the difficulties of the task we have undertaken, the challenges we have overcome and the tight timescale constraints under which we have worked, it’s clear that we have the capability, knowledge and skills within our own teams to undertake further installation projects of this type. Our ambition is there for all to see and, for Network Rail, I believe this method of project implementation represents a very beneficial model for the future.”

Gracie Fields once said that although she travelled the world over, home to her always meant Rochdale and its gradely folk. In Lankeyspeak, she meant that the people were fine and excellent. Clearly then, her view is as relevant today as it was then. A fact that has benefitted the ‘Metrolink Phase 3 - Rochdale resignalling’ project. It is, as Gracie might have said, reet gradely!

With Invensys Rail it all comes together perfectly Invensys Rail’s control centre solutions provide efficient and total railway control.

We seamlessly integrate and optimise advanced traffic management, SCADA, traction and station management (e.g. CCTV and Passenger Information).

Our solutions have been successfully deployed all around the world, including London, Madrid, Vancouver, Hong Kong and Oslo, ensuring compliance with each country’s unique rules and regulations.

We support a wide range of operating concepts including ERTMS, CBTC and now our unique ROAME (Railway Operations Administration & Maintenance Environment). This makes us a true one stop shop, providing the safety, efficiency and capacity you need.

Invensys Rail brings together Westinghouse, Dimetronic and Safetran, the world’s most trusted and experienced names in signalling and train control.

Find out how we can help you succeed, visit www.invensysrail.com or call +44 (0) 1249 441441

Proud to be Network Rail’s Supplier of the Year 2011

28 | the rail engineer | october 2011

feature Success in Ireland

Global

Success

However, even at this early stage the company was diversifying, both in terms of work and geographically. Ivan’s connections in Ireland led to a contract to provide retaining walls and hard standing, as well as cable renewals, for a section of the DART (Dublin) route between Pierce Street Station and Shank Hill. This got Global Rail Construction into the Irish market, and also into doing some more traditional civil engineering works.

In the UK, Westinghouse, Amey Rail and Fitzpatrick were added to the client base, and in 2004 the first direct business with Network Rail came along with a contract to undertake final gauging and acceptance testing after work on points machines and rail grinding and replacement between Paddington, Oxford and Reading.

Large projects continued to come out of Ireland including platform resurfacing and refurbishment at Heuston and Lansdowne Road, telecoms masts at various sites, a new station car park at Arklow, and installing 57km of cables and cable troughs for the DASH project which increased rail capacity in the Dublin area by 30%. Global Rail Construction was delivering a wide range of projects.

More growth

the privatisation of the railway W ithindustry, a number of large civil engineering firms moved into rail as a natural expansion of their business. With them came a host of smaller sub-contractors, some already established and some newly created.

Over the years, there have been several shake-ups in the sector, with contractors either merging or going out of business, until we have reached the somewhat stable situation that we have today.

So it is good to look at one of those medium sized companies, a privately-owned operation that has weathered the storms and reached its tenth anniversary.

The beginning Global Rail Construction was set up in August 2001 by Marco Lombardelli and Ivan Holloway. Marco has been involved with the railway industry for over twenty years and is a Member of the Institute of Railway Signalling Engineers. He worked for GEC Alstom for 14 years in various application engineering, design, project

engineering and testing and commissioning roles. He joined Finchpalm Limited in July 1997 to implement and develop its signalling division.

Ivan Holloway has worked in the railway industry for over twenty years. Following the management of a number of signalling installation projects, he is now an IRSE Licensed Signalling Installation Manager and holds qualifications and experience in the disciplines of civil engineering, construction and health & safety. He is currently responsible for directing and developing the business of Global Rail Services Limited in Ireland.

With their combined backgrounds, it is not surprising that Global Rail Construction started out on signalling projects. Within two months of being founded, the company was working for Interserve Rail on signalling installation works on the Dorset Coast Re-Signalling Project, and were undertaking cable route surveys and installation on behalf of McNicholas Rail on the FTN Project.

As time went on, the contracts became larger, and so did the company. Now with around 300 full-time employees split between offices in Hatfield, Ipswich and Dublin, and an exemplary safety and delivery record, Global Rail Construction are currently involved with some of today’s major rail projects on both Network Rail and London Underground infrastructure.

To improve control and deployment of its directly employed workforce, the business developed its Labour Supply Division to better utilise the various skill sets of staff, most of whom hold dual competencies for Network Rail and LUL. Global Rail Construction was now able to provide turnkey packages of works including design and build, installation and commissioning services. For example, the company was tasked with the design, implementation, testing and commissioning of 44 track circuits associated with the resignalling of Thameslink. Existing AC track circuits were replaced with double-rail TI21 (EBI 200) equipment which use audiofrequency tuned circuits. In addition 15 location cases were designed, manufactured, installed, tested and commissioned to an extremely tight program.

october 2011 | the rail engineer | 29

feature

Coventry and Moorthorpe In May 2007, the company was appointed sub-contractor to Westinghouse Rail Systems Limited (now Invensys Rail) for the signalling installation and civil design and build packages for the Coventry Area ReSignalling Project. The signalling element included delivery and installation of all fourfoot equipment as well as the fit-out and installation of the control centre. On the civils side, 33km of cable route was installed together with associated location and signal bases. The company also built various signal gantries and demolished two signal boxes.

Following on from that project came the design and build contract for the Moorthorpe Re-Signalling Project, also from Invensys Rail. Works included the design and installation of 33 Signal bases, REB and PSP bases, 25 location areas, drivers’ walkways, platform stagings and retaining walls.

Another two signal boxes were also demolished.

block/brick works on four low-level platforms at the new station at Dalston on the East London Line. The construction of new staff accommodation and service areas were also included.

Stations

Successful alliances

Global Rail Construction have also undertaken several projects for May Gurney Rail including the complete refurbishment of station platforms at Alexandra Palace, Stamford and Wellingborough. These works included the installation of block paving, tactile strip and platform edge coping as well as ducting and drainage.

During this period, Mansell awarded Global Rail Construction the sub-contract to complete the platform finishing and

As a result of hard work and commitment, Global Rail Construction has established long-lasting and successful alliances with some of the major organisations within the industry. The company now has a record of successfully completing projects for Irish Rail, Network Rail and London Underground.

It provides the flexibility of satisfying its clients’ requirements through either ‘labour only’ or full turnkey sub-contract packages of work and has established a reputation for

delivering to programme and budget while prioritising quality and safety. The company has recently been awarded OHSAS 18001 for its Occupational Heath and Safety Management System (SMS) to complement previous accreditations for ISO 9001 and 14001.

So congratulations to Global Rail Construction, and to ten years serving the UK and Irish Rail Networks. As Marco Lombardelli states, the company “mixes traditional industry skills with innovation, within a flexible management style, to deliver safely the client’s needs to the highest quality.”

Signalling solutions to the railway industry

Global Rail Construction Limited is a totally client-focused organisation that combines consistent technical excellence and innovative problem-solving with a real passion for detail and safe delivery of projects.

These qualities make GRCL one of the foremost multi-discipline engineering

suppliers of civil and signalling services to the UK and Irish rail industries.

Constructive in its approach, GRCL has the knowledge, resources and personnel to deliver accurately, safely, flexibly and with total reliability, whatever the complexity or length of the project.

Phone: 0870 990 4074 Email: enquiries@grcl.co.uk www.grcl.co.uk

30 | the rail engineer | october 2011

feature

7 years and still holding fast However the basic design of materials, panels, fixings, surface and system structure limited these advantages. The Omni system was designed for low-traffic intensity freight crossings in America and failed to meet European safety expectations for trafficintensive locations and different rail gauges.

During the lengthy evaluation process, several distinct disadvantages were identified with the system.

Improved system

HoldFast has supported the rail engineer in every issue for the last seven consecutive years. We take a look back on selected HoldFast developments over those years. crossings are tricky things. The L evel outwardly simple process of having a road cross a railway line is actually more difficult than you might think.

For a start, the road surface has to be safe.

It should have the same skid resistance as the rest of the road. It has to take line markings and those shouldn’t wear off particularly quickly. From a railway point of view, the crossing should be quick to install, and easily removed so that track can be maintained.

Traditionally, various solutions have been tried. Asphalt can’t be removed easily, and if laid into trays or troughs it can break up.

Wood can be slippery when wet, and is time-consuming to remove and replace.

Early rubber Around 30 years ago, rubber-faced crossing panels started to appear. One of the original manufacturers of these was the US company Omni Rubber Products, and from 1988 their distributor in Europe was HoldFast Level Crossings Ltd, based in Cheltenham. Peter Coates-Smith, HoldFast’s Managing Director, was attracted to the concept of using rubber as it was a flexible material which provided better shock absorption and trackbed protection than traditional concrete and asphalt surfaces. It saved the rail from electrolytic corrosion, it was safe on electrified lines, did not crack or crumble, and was less costly to install than other surfaces.

In 1997, HoldFast ended its distribution agreement with Omni in order to develop a new system suited to the European market.

Railtrack (now Network Rail), track management organisations, civil and subcontractors, potential customers and track gangs contributed valuable feedback from a range of perspectives.

HoldFast is now widely recognised within the industry as being instrumental in turning round the reputation of rubber level crossings. In 1998, it launched its innovative new UK-manufactured system which featured significant design improvements developed in direct response to suggestions from the customer base.

As Peter later explained, “An inherent weakness of early rubber systems was the need for a surface layer which was a weakness and could peel.

Small panels and complicated fixing systems further weakened the crossings.

“We engineered production plant to manufacture panels as 100% solid recycled blocks of rubber. We also made the decision to reduce the number of components and make the panels larger to reduce the number of joints and improve stability. This does make the panels very heavy but we introduced special HoldFast Lifting Pins to counter this”.

Installation The new HoldFast crossings were an immediate success.

The modular rubber panels simply dropped into place. A 40 metre crossing could be installed or replaced in three hours without the need for overhead electrical isolation.

Crossings could be delivered

and off-loaded direct from the manufacturing plant to the installation site on the day (or night) of installation.

HoldFast’s standard installation process is very straightforward. The HoldFast Crossing System consists of panels which are 1.8m in length. Two panels are designed for the fourfoot, with cess, field or six-foot panels placed outside the rails and retained by either a concrete or PVC edge beam. The panels are held together by a baseplate with ‘turrets’. A different baseplate, with legs and turrets, is then placed over a sleeper at the centre line of the road, retaining the crossing in place.

At either end, a deflector plate is placed in the middle of the gauge area.

The HoldFast panels can be removed for track maintenance, such as tamping, just as easily. The speed of routine removal and replacement of rubber crossings is no better illustrated than at a particularly complex crossing at Gloucester. The five track crossing comprised many full depth panels, but it took just two and a quarter hours to remove and stack two of those tracks prior to tamping them and no longer to replace.

The contractor lifted out the panels using a pry bar on each of the panels and, with just one man on each, they levered the panels out without any mechanical assistance. They were then numbered and stacked and with

october 2011 | the rail engineer | 31

feature a little lubrication (soap) the panels were easily re-inserted, without the need of even a JCB. As those of you who have been involved with tamping through concrete crossings will know, there is no comparison.

Other challenges and applications Challenging situations occur at depots as well as on underground and metro systems.

Variations in track gauge, fastener type, rail type, sleeper design and materials can present formidable difficulties. In addition, the position and angle of the crossing relative to the road is critical. Crossings on curves create further problems, but HoldFast has solutions for all these applications.

Following on from the success of the level crossing system, HoldFast developed their rubber panels for other applications. Track access points were an obvious one as, in a way, they are mini level crossings. HoldFast Emergency and Track Access Points (ETAP) were chosen as a key element of the West Coast mainline modernisation programme, for which over 100 single-track 25-metre crossings were supplied in single, double and treble locations.

The Chief Maintenance Engineer of Newcastle’s Metro Network, Sid Lewis, after he replaced 12 concrete Track Access Points with HoldFast systems, commented, “HoldFast is the most efficient, flexible system we could find on the market today.”

demands and remaining durable even with heavy loads applied. The ability to remove and reinstall random panels of the crossing remains the greatest advantage of the HoldFast system. The ease of installation and flexibility of the product exemplifies our recommendation to switch to interlocking systems within all applications in the urban area”.

Heavy skews Czech Crossings The reputation of HoldFast’s crossing system was spreading, and they have been working in the Czech market since 1994. Its leading customers are Czech Railways and Prague Metropolitan Tramways.

The company’s unique solutions for municipal tram systems are particularly effective as they do not move and cause gaps between units, therefore reducing the risk of heavy footfall, bicycle and stilettorelated injuries. This feature is particularly important in municipal tramway crossings as they are commonly located within road intersections. The interlocking systems easily withstand the longitudinal forces applied by car wheels when accelerating, braking or turning within the crossing area.

Jan Jezek, Consulting Engineer for a project to install HoldFast crossings in Ostrava and Pilsner, said “We found the HoldFast Crossing System more than satisfactory, fulfilling all our customers’

Despite this success, development of the HoldFast system has not stopped. The company, now run by Peter Coates-Smith’s son Mark, has developed a method of installing rubber panels on heavy skew crossings. This prevents the problem of

panels sliding along the rails due to forces imparted by crossing traffic. Two oversized panels are compressed to 1800mm and then held under tension by steel rods. This rodded system has been installed in many countries including France, Portugal and Australia.

When the DLR was remodelled at Canning Town Junction, HoldFast crossings and pedestrian walkways were specified. The driverless nature of the DLR required channels to be cast in the top of the panels for data cables, enabling vehicles to send and receive positioning information. Adam Jones of Carillion Rail who worked on the project, said “HoldFast was chosen over other systems due to the ease of construction, customisability - inclusion of a slot for signal loop cable - and also previous experience with installing HoldFast Crossings. As expected, installation of the panels was straight forward and the client is pleased with the finished product.”

HoldFast has indeed improved railway crossings around the world. In addition, HoldFast advertised in the very first edition of the rail engineer seven years ago and has done so ever since - that’s 84 continuous issues. Both HoldFast and the rail engineer look forward to the next seven years.

32 | the rail engineer | october 2011

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High-fibre diet for tram tracks

(Right) Pouring the synthetic-fibre concrete layer.

1999, various tram networks S ince around Europe have been built or upgraded using the Rheda City ballastless track system from German slab-track experts Rail One. The new Edinburgh tram uses Rheda track.

The key component of this track system is a bi-block sleeper. Two concrete sleeper pads are separated and located by an integral steel lattice-girder construction which is embedded into a poured concrete slab, resulting in a stable and permanent trackbed. Rheda City was developed from the earlier Rheda 2000 system, used for many years on main line and high speed railways.

Concrete slabs

Test programme

Due to the light loading on tram tracks, the system is installed in Germany in one layer and without longitudinal reinforcement in the concrete slab. However, in some other countries this is not permitted by local regulations which insist on reinforcement.

Traditional steel bars can cause interference problems with signalling systems, so they are not a good solution.

Another form of reinforcement was needed, so Rail One worked with engineering consultants Rosenberg Engineering Offices to look at using special macrofibres. The aim was to produce a product that met the requirements of international standards for reinforced concrete, but used synthetic fibres in place of the conventional metal rods. The insulating properties of these fibres would remove any chance of them interacting with signalling.

A test programme was undertaken to develop a fibre / concrete mix that would be affordable and also comply with the technical specifications.

This testing determined an optimum concrete mix which met compressive strength and environmental exposure requirements. Compressive and tensile strength were only marginally increased when compared to concrete without the addition of fibres. Fracture surfaces and the post-cracking strength of bending-tensile beams gave very good results. The fracture surface likewise showed an effective interlocking structure, which significantly enhanced the transfer of lateral forces and which assured the effective distribution of loads from the concrete supporting layer to the subgrade. The new system also gave significantly longer service life.

First trials The next step was to try out the new system in practice. On 20 October 2010, a 30 metre length of Rheda City track was installed in the Berlin BVG tram network, as part of a twin-track section on a bridge in the borough of Lichtenberg. The test setup featured the use of the newly developed

synthetic-fibre concrete on one track and a conventional track-supporting layer of concrete on the other track.

The test section, with the new syntheticfibre concrete, attempted to simulate the most stringent requirements that can be required of the system. For this reason, the track was separated from the existing bridge structure by an elastic layer - in this way the system can also be defined as a mass spring system on the bridge structure. The use of the elastic layer under the track structure leads to increased vertical deflection of the concrete track-supporting layer. This deformation means that the fibre concrete must both accept and transfer greater bending-tensile forces than normal.

During construction, use of the new fibre concrete required no special measures. The concrete was poured and processed as for the conventional system. The synthetic fibres were added at the concrete plant, although this can also be done on-site.

Financially, there was no difference between the conventional construction and the new fibre-reinforced concrete.

october 2011 | the rail engineer | 33

track Inspection results In February of 2011, after several weeks of tram operation, a detailed inspection was made. No cracks were discovered in the track with the synthetic-fibre concrete, while lateral cracks had developed in the conventional track, distributed over the entire length of the bridge structure. These cracks resulted from the increase in forces and movement brought about by the use of the elastic support. The test results showed that the fibre concrete demonstrated improved material properties over conventional concrete in the tracksupporting layer.

Analysing the results of reinforcing the concrete track-supporting layer under the Rheda City track with synthetic fibres showed several advantages. There is no steel reinforcement, so the cost of that is saved. In addition, track construction is quicker as there is no need to install that reinforcement layer and, if track is being replaced, this reduces possession times needed.

Of course, the original requirement of this project is also met as the new fibre concrete does not interfere with signalling systems.

Electromagnetic compatibility is no longer an issue, even if one considers the future introduction of ever more complex technology.

Substitution of longitudinal reinforcement by synthetic fibres also removes the need to divert stray current from the track.

Consequently, the expensive installation of earthing measures, and the associated connection cables, is no longer required.

(Right) Pre-assembled track panels.

(Below) Finished track construction.

(Inset) Synthetic-fibre concrete.

So a project to remove signalling interference caused by the concrete trackbed has resulted in a simpler and more cost-effective construction technique.

Already, engineers at NAMA Consulting Engineers and Planners SA have picked up on this new technology, and used it as part of the upgrade of Line 1 of the Athens Metro in Greece.

Information for this article kindly supplied by Hans-Christian Rossmann - Rail One GmbH, Torsten Rosenberg - Rosenberg Engineering Offices and Wulf Heineking-Fürstenau Berlin Public Transport Authority (BVG)

34 | the rail engineer | october 2011

track

Quite a STORY rail project that affects the track, O nit any is the replacement of the permanent

PHOTO: FOURBYTHREE

(Above) Arnside Viaduct.

(Right) In the tunnel of the Liverpool Loop.

way that attracts most attention. Ironic perhaps as it is usually this part of the scheme that is started last.

It will be a familiar tale. Only once everybody else has finished their tasks does the p-way contractor get his turn, with whatever time is left in the programme, and with the end of the possession relentlessly drawing near.

The p-way contractors are, therefore, often the unsung heroes of many projects. Their work can affect the perceived success, or otherwise, of the entire scheme, and there is often little recognition of the challenges that they have had to overcome along the way.

Typical of these challenges are some of the issues that Story Rail have encountered on a selection of their projects in the last year.

Huttons Ambo Working with Network Rail on the viaduct at Huttons Ambo, near York, Story Rail’s challenge was how to replace 46 longitudinal timbers on a structure where the supporting steelwork arrangement was subtly different on almost every span along its 100m length.

Accurate engineering was the key to making this project a success. The structure was surveyed using a total station and every replacement longitudinal timber was custom cut to suit the specific site dimensions. This meant that elaborate notching and drilling was found on every piece of timber, with all faces other than the top often needing several pieces carefully removed at the timber mill.

Lifting out existing longitudinal timbers is always a venture into the unknown. Any packing and holding down arrangements are often hidden to some extent, so lifting off the first timber usually gives a good indication of how well the possession will go. At Huttons Ambo an advance possession trial lift was carried out on one of the

timbers and this proved invaluable in helping to plan methodologies and sequence the works.

Thanks to this careful planning the replacement of the Up line has been successfully completed and the work to the Down line is scheduled for a forthcoming possession.

Merseyloop Story Rail carried out phase 6 of the progressive renewal of the slab track within the Merseyloop underground system in central Liverpool for Birse Rail.

The existing layout uses concrete sleepers cast into a concrete haunch running along the tunnel lining. Over time the sleepers’ housings have decayed and this has increasingly resulted in loss of track gauge.

The solution was to completely remove the existing track before forming a new insitu reinforced concrete slab track with the rails mounted on Pandrol Vipa baseplates.

To construct the new track the existing rails were first removed and the concrete and sleepers broken free of the tunnel lining using an excavator mounted breaker. The spoil was loaded into rail trailers and hauled away for disposal. Joiners and steelfixers then installed the shuttering and reinforcement needed for the new slab.

Lastly, ready-mix concrete was hauled into the site in an RRV trailer-mounted mixer and pumped into the formwork. Once sufficiently cured, the new track was constructed on top.

Following the successful delivery of phase 5 a year earlier, this was a chance for Story Rail to build on the skills that were already learned but at the same time to enhance the methodologies used.

One of the major difficulties that were overcome on the previous phase was the development of a method to move 100m long lengths of new rail into the tightly curved tunnel, and to then hold those rails

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36 | the rail engineer | october 2011

(Right and below).Arnside Viaduct.

Huttons Ambo.

track

precisely in their correct alignment while baseplates are fixed in place and grouted.

The solution that Story Rail developed was a custom-designed set of rollers and jigs that carried the rails through the tunnel and then held them in precise position in a safe and controlled manner.

The system worked so well that for phase 6 a further development was introduced to also lift the third rails into place. Previously a more traditional method had been used, with an RRV moving the rails on rollers and a combination of men and machines completing the final positioning on the insulated pots. This contrasted sharply with the elegant way that the running rails were handled, so in the intervening period between phases 5 and 6 Story Rail’s engineers and fabricator set about designing a better solution.

With the running rails in place before the third rail a series of jigs could be built that sat on top of the track. Centrally mounted rollers on the jigs then carried the new rails through the tunnel. Once the rails were adjacent to their final position, the turn of a handle moved them sideways until they were directly above

the pots. From here a series of inbuilt jacks carefully lowered the rails into place.

This impressive piece of kit performed exceptionally well and its contribution to the safe delivery of the scheme resulted in Story Rail winning a Highly Commended award for Innovation from Birse Rail in their annual Supply Chain Awards.

Arnside Viaduct Story Rail installed the permanent way on Arnside Viaduct for May Gurney during their recent deck reconstruction project, as featured in the rail engineer issue 80 (June 2011).

The track was constructed from Pandrol Vipa baseplates mounted on steel stools that were part of the deck panels. The fast pace of the job meant that the p-way had to finish within 48 hours of the last deck panel being placed.

Debate centred on what would be the best strategy. Would it be best to hit the site hard with resources once the decks were complete and do the lot in a couple of days,

or keep a small gang working steadily just a few decks behind the rate of progress? The advantage of the latter was that the task would remain a steady controlled process with plenty of opportunity to refine resources and techniques. The disadvantage was that setting out the Vipas was more difficult when working from just one end - if installing onto the finished deck then the engineer would need little more than a string line to keep the alignment straight.

Steady and controlled won the day and the engineering issues that this created were overcome by good planning and the use of a total station to individually set out each baseplate.

The decks were installed to very accurate tolerances, with the final slight adjustment to the baseplates made using packing plates. The bridge is over 500m long, and with baseplates at 600mm centres, over 3,000 baseplates were needed in total for the two tracks. Each one had to be placed by hand onto the stools so there was a lot of manual lifting. This process was carefully monitored and Story Rail also designed and fabricated lifting tools that fitted into the fast clip housings of the Vipas, providing a sturdy handle so that two men could safely lift each baseplate into place without any bending.

Once all of the decks were fitted with baseplates the new rails were installed.

Inspired by the success at Merseyloop, and the need to protect the paint finish, custom built assemblies were used that spanned between the stools. These supported the rails clear of the deck while they were moved onto the structure by RRV ready for final positioning into the baseplates.

Variety These examples give just a flavour of the many challenges faced at the end of a major project when it is down to the p-way team to finish off the job. Every scheme is different and each brings its own particular engineering problems that must be overcome to keep the contract on schedule.

Story Rail has met and overcome those challenges over recent years, and will continue to do so in the future.

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38 | the rail engineer | october 2011

track

writers

John Kesich, Adrian Golby

MN R

goes W I L D spots on F latwheels cause

Shoreliner train.

problems for all railway operators. They are particularly prevalent during the autumn ‘slip-slide’ period when fallen leaves on rails become crushed, causing wheels to lock during braking.

It is not just a British problem. MTA MetroNorth Railroad (MNR), based in New York, operates a total of 1,050 carriages over 170 route miles each day, which equates to 8,400 wheels travelling a total of almost 1.5 million miles daily. There is therefore a high probability of wheel flats developing during operation.

repairs also reduces fleet availability, creates unmanageable peak loads in depots and decreases vehicle availability.

In January 2009, an axle fracture occurred on a Shoreliner coach. The incident led to only a minor service disruption, but analysis of the fracture indicated that it was caused by higher than normal cyclic stresses which developed in the axle due to the presence of a severe flat in the tread of the wheel. It is estimated that the life of the axle under these circumstances could only be 3 to 8 days.

With these risks there is a clear need to identify and classify wheel flats quickly and consistently. Wheels with a significant flat must be removed from service immediately, while wheels with only minor damage can be scheduled for correction. This scheduling has to take account of the availability of cars for service as well

as the practical capacity of wheel lathe facilities.

Effective wheelset inspection can be problematic. Variable lighting and working conditions, and difficulties in observing the entire tread surface, mean that it is difficult to quantify the magnitude of defects found.

Clearly the need to inspect a large number of wheels, corresponding to over 13 miles of tread surface daily, is a very significant undertaking.

Wheelset costs Damaged wheels are also expensive. With each wheelset priced at about $6,000 the value for the entire fleet of vehicles (4,200 wheelsets) is: 4,200 x $6K = $25.2 Million.

This equates to an annual replacement cost of $10M, based on an average wheel life of 2.5 years.

Effective wheel maintenance can increase service life to 3 years, giving annual savings at MNR of $1.6 Million, or $16 Million over 10 years. This is in addition to the benefits from reduced damage to track, and vehicle bogies.

Wheel Impact Load Detection

Damage and failure (Above) A detached wheel, rusty from having fallen into the Hudson River.

(Right) A significant wheel flat.

Damaged wheels are known to damage track and vehicle bogies, give poor ride quality with increased noise and increase the risk of derailments. The need to carry out unplanned

Because of the magnitude of the inspection requirement, and the need to manage wheel conditions at such a level, MNR decided to implement an automatic Wheel Impact Load Detection (WILD) system.

Based on DeltaRail’s WheelChex technology, WILD is in service on all four tracks at the entrance to the Park Avenue tunnel. All trains leaving the main line for Grand Central terminal pass over the measurement site, an average of 600 trains every day.

40 | the rail engineer | october 2011

(Above) EMUs at Park Avenue. (centre right), The MNR Wheel Chex installation, and an example of an MNR WILD monitoring screen.

The WILD system gathers dynamic wheel impact and axle load data from every vehicle in service, including an Automatic Equipment Identification (AEI) tag, so that each axle/vehicle can be accurately identified. This data is then used proactively to maintain wheels in a good state of repair, by replacing or repairing (by wheel turning) the offending wheelsets.

The availability of a detailed dynamic wheel condition database allows wheel repairs to be prioritised based on the severity of the wheel flats while maintaining vehicle availability. It identifies and removes risks without significant service reduction and allows less critical flats to be scheduled into the depot to suit loading requirements.

Hardware WheelChex sensors are extremely lightweight and are embedded into the rail to reduce installation/maintenance disruption, particularly important in heavily utilised areas such as commuter rail. MNR chose the WheelChex system because the system could be installed using minimal track time, and the software and user interface are intuitive and easy to use.

The technology has to be able to withstand harsh vibrations. Line-side equipment consists of signal conditioning, a processor unit, a power supply and a remote reporting computer. The WheelChex system also features robust isolation amplifiers, which are critical in a 700 VDC Traction Power application, and can provide userconfigurable alarm levels.

Monitoring The MNR WILD system monitors the fleet throughout the day and detects and reports wheel flats within two hours, identifying the vehicle and particular axle that needs attention. This is done by measuring the maximum wheel peak forces exerted by different wheels. The range of forces measured is considerable, and dependent on wheel condition and vehicle speed.

A useful indication of wheel condition is the ratio of peak load to mean load. This is typically of the order of 1.2 -1.5 for a wheel in good condition but can be at 5 or higher for a severely damaged wheel.

track

In practice, most wheel dynamic ratios are less than 2.0, but there are some in excess of 3.0, and a small number above 3.5. The objective of the WILD system is to identify these more damaging wheels quickly and to schedule them for removal from service.

On the MNR network, the WILD system allows the user to set automatic peak load and dynamic ratio notifications which classify damaged wheels according to four levels of severity. A dynamic ratio of over 5.0 triggers an Emergency, while between 4.0 and 4.99 it raises an Alarm. Both of these conditions require the effected car to be removed from service as soon as possible.

Dynamic ratios of 3.0 to 3.99 result in Warnings, and those between 2.0 and 2.99 are noted for Information.

The resulting maximum dynamic ratio alerts (warnings, alarms or emergencies) can be monitored from any location on an MNR created web browser. A typical monitoring system screen shows a list of alerts detailing the train name, time, train direction, track, location, speed, vehicle axle count and alert level. By highlighting a particular alert it is possible to see further details including the mean load, peak load and dynamic ratio.

Information is stored, and can be recalled, for any date.

Alarms are shown clearly on the screen when urgent action needs to be taken.

Improvements The timely removal from service of damaged wheels, made possible by the successful implementation of this WILD system, has led to a very significant improvement in average wheel quality.

During the installation and testing of the WILD/WheelChex system MNR determined that the average fleet (wheel) dynamic to static load ratio was 2.5 based on initial data gathered. This has now been reduced to 1.8, a reduction in overall track loading of 28%.

In addition, the system has been shown to provide a reduction in risk, an increase in car availability, reduced wheel maintenance costs, an extension in wheel life, a reduction in track fractures and a reduction in damage to vehicle bogies.

These wide ranging benefits make WheelChex one of the most cost-effective implementations of Condition Based Monitoring installed at MNR.

42 | the rail engineer | october 2011

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A new tool in the box writer

René Feuler rail industry is increasingly being T hechallenged to improve the management and extend the life of one of its basic and most expensive assets, the rails themselves. This challenge is being met by a better understanding of rail metallurgy, lubrication, profiles and direct intervention through material removal. Of these, the latter has seen the development of the rail grinding machine from the earliest days of converted trams to modern, purpose-built trains.

Rail management The benefits of rail management through rail grinding have long been recognised in the worldwide rail industry. In the UK, as economics, regulatory and safety issues have come more to the forefront over recent years, the technology has seen a steady increase in application.

Grinding, though, has its limitations, risks and environmental issues. It cannot be used in some tunnels or high fire risk areas, it has trouble dealing effectively with heavy rail damage, and much of its waste product remains on the track. So, after some 100 years of rail grinding, it is time to find a new tool in the toolbox.

An accepted technology

Rail milling has been covered in the rail engineer before, most recently in issue 69 (July 2010). The technology has become accepted in Europe and the Far East, with investment in machines both by rail operators and contractors.

STRABAG Rail is at the forefront of this new technology and has invested heavily in it. A major service supplier to rail organisations around Europe, the company has a wide ranging fleet of rail maintenance machines to which it is now adding four rail milling machines, two rail-road and two track-based units, for a total investment of more than €100 million. It has even had one of the railroad machines specially converted for use on the British loading gauge.

STRABAG Rail brought that unit over during 2010 and, having passed the requirements for operation on the Docklands Light Railway, it undertook some trial work which saw it complete some 9600 metres during six shifts of trouble-free track milling, producing 4100 metres of finished track allowing for areas of severe damage which required two or three passes. Various representatives of Network Rail and London Underground saw the rail miller in operation, and were keen to try it on their own networks as soon as was practical. A return visit has been arranged for late in 2011.

Consistency One key advantage of the rail miller is that the finished rail profile is built into the cutting head. This is manufactured with renewable cutter teeth so that there is no possibility of inconsistency in the profile finish. While the milling leaves small facets, around the size of a thumbnail, on the rail head these are easily removed by a tangential grinding wheel positioned just behind the milling head which leaves a finished roughness of 3-4µmm. This is perfect for visual, ultrasonic or measurement inspection to ensure that defects have been removed, and that the desired profile has been achieved.

Environmental advantages

The rail miller offers a more environmentally-effective method of rail management with an ability to do in one pass something that a rail grinder cannot do in many, if at all. Most importantly, for many modern signalling and traction systems, milling does not leave its waste product behind on the track. Instead, it is recovered back inside the machine so it can be disposed of safely

The design of the milling head unit and the patented grinding finish system ensures that both the swarf generated in milling and dust from the grinding are 99% recovered by a process that a conventional rail grinder cannot match. So there is little or no residual waste left on the track to contaminate rolling stock and the track bed, especially significant for points equipment and track circuits.

Recovered swarf can be recycled whilst the dust may be disposed of in a controlled manner.

october 2011 | the rail engineer | 43

track The milling process, with a single final grinding pass, is also significantly quieter than a conventional rail grinder while, to the casual observer, it does not look like a mobile firework display, which can be a bit startling!

The lack of ‘fireworks’ also means that there is a very low fire risk arising from the milling process due to the enclosed nature of the grinding head and its spark containment.

London Underground has been particularly interested in this aspect of rail milling.

Operation STRABAG Rail’s rail-road milling machine is impressive in its appearance and design and offers the flexibility of being available to a range of operators as it can easily transfer from location to location. It can be set up from road to rail mode in under an hour, transit to the required site at up to 45km/hour on track, and be working within 15 minutes of arrival at site.

It carries up to three sets of heads and each set, dependant on the duty required, can machine 1500 to 2000 metres of rail.

Heads can be changed in around 20 minutes and so up to 3500 metres of finished track can be achieved in one shift. Between shifts the tips on the heads are either rotated or replaced in a purpose built workshop trailer that accompanies the road-rail vehicle, and within 12 hours the machine can be working again with the same, but refurbished, heads.

During this break period the machine can be refuelled and emptied of swarf and dust. With more sets of heads the process can become almost continuous and with a well-organised logistics team this is quite practical.

Inspection The rail profile is built into the milling heads, so there is little chance of deviation from the desired dimensions. However, a number of tools can be used to check that the required standard, BS EN 13231-3 as a minimum, has been achieved. For transverse rail profiles STRABAG Rail utilises either a DQM unit or a Mini-Prof for more exacting analysis, whilst a hand pushed trolley (pictured) measures the longitudinal profile to check for corrugation. All such measurements are available immediately to check for compliance and quality control.

Following its successful trials on the DLR, the STRABAG Rail miller is coming back to the UK for further trials at 6 sites around the UK this November/December 2011.

Rail Road Milling Unit SF02W-FS

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44 | the rail engineer | october 2011

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Reproduced copy of the rail engineer magazine issue 83 October 2011

LR55 tracks

better for less 8 August 2011, Transport O nMinister Norman Baker, on the BBC “You and Yours” programme, asked why roads have to be excavated, utilities diverted and cities disrupted to install tramway tracks, when the yearold tracks in Princes Street Edinburgh had failed before a single tram had turned a wheel, the damage having being caused by buses and lorries running over them. He went on to propose that shallow depth tracks should be considered to reduce costs by requiring only 4% of the excavation needed for other track types.

One solution is the LR55 track, developed to withstand heavy buses and lorries, which requires a minimum of excavation and allows utilities to be undisturbed. A modern urban road which can carry buses and lorries for its 30-year life - offers a strong foundation for LR55 rails to be fitted into its top.

The rails are supported on LR55 foundation beams, 180mm high and 360mm wide, each set into a trench 200mm deep and 400mm wide that

does not expose the road base course.

LR55 beams are stiff and strong, distributing load over a large area at a pressure less than that from the heel of a shoe.

Foundation beams ACO Technologies plc and Tram Power Ltd have developed a robust and durable LR55 foundation beam made from polymer concrete. These new beams have integral service ducts for tramway telecommunications and power cables, and spare ducts are available for utilities needing extra capacity. Such service ducts are also protected from accidental excavation and damage. The ACO polymer concrete beams are frost-resistant and self-supporting for up to 1m across trenches. Each beam has a unique Cone-Lok connector that provides accurate beam alignment and a waterproof duct sealing.

The correct carriageway profile for tramway tracks allows two LR55 tracks to be laid at more than 100m per week.

If the road profile is substandard, then a normal road contract to plane or resurface is a quick and economical first stage. Each LR55 rail can be laid separately and the road kept open for traffic, or at least with frontage access, by suitable traffic management. With

its small trenches, LR55 needs less than 3% of the volume of excavation required by other track systems, which saves time and money and avoids the need to remove large quantities of hazardous road materials. This in turn cuts CO2 emissions and traffic disruption - two valuable benefits not currently in the costs of projects.

Rails LR55 rails, which are ‘glued’ into the foundation beams and electrically insulated, also reduce noise and vibration, and no other measures are needed to control stray currents. In addition, the road surface is kind to other vehicles and offers a high skid resistance. These claims are based on over 15 years of service in the Sheffield tramway where LR55 replaced girder rails that had failed from HGV traffic after less than a year. So far, no maintenance has been needed and, judging by the wear, the rails should last at least another 15 years. Adjacent girder rails have corrugated but not the LR55.

Each rail is in a separate foundation beam, so under-street utilities remain accessible. Routine maintenance and repairs can be undertaken with a possession-type

october 2011 | the rail engineer | 45

track

Reproduced copy of the rail engineer magazine issue 83 October 2011

arrangement that diverts traffic but allows trams to run. For a catastrophic (once in 40 years) failure (e.g. a break in gas mains), trams would have to stop running but repair is much easier with LR55. For long-term utility works, temporary crossovers can be used to allow one track to be taken out of service, the other being used for twoway working. This is safe, with a drive-on-sight regime and typical sixminute headways.

Voest Alpine and two steel mills in China currently offer LR55 rails and it is understood that new Chinese systems are using LR55 rails. They are also planned for new tramways in Preston and Galway. Transition rails are used in Sheffield which can connect LR55 to all rail profiles so that existing networks can be extended more economically.

Switches and crossings, for turnouts and crossovers, are based on a 25m radius, using either ‘Tadpole’ or flexible blades. Plain LR55 rail has been bent to 15m radius.

The LR55 foundation beams for curved track are made from short tangents, with chamfered ends, the Cone-Loks giving rigid and accurate alignment. On curves tighter than 50m radius, rails are supplied already curved and bonded into the beams, as for straight tracks. In both cases, the required alignment is achieved in two steps. The LR55 beams are laid to ±5mm, and the rails to ±1mm, making it easier to get it right quickly and first time.

w www.LR55-rail-road-system.co.uk

Testing A comprehensive testing programme included 80-tonne axle loadings, so that LR55 can be used for main-line trains with 25-tonne axles.

The new EU Directive on rail tunnel safety requires new tunnels to have flat floors to make emergencies easier to deal with, including access for road vehicles and the safer evacuation of passengers: LR55 tracks provide a flat tunnel floor as standard. Using LR55 for Crossrail could reduce the excavation spoil volume by over 250,000 tonnes or even allow doubledecker trains to run.

For existing rail tunnels, retrofitting with LR55 provides a second benefit of increasing the loading gauge (DKE) without having to undermine the invert. This allows easier electrification and the carriage of 10ft. 6in. high containers: it may even allow doubledecker coaches. For tube tunnels, taller and wider - i.e. larger capacity - trains are possible. Flat tunnel floors speed up and reduce the cost of routine maintenance, since road vehicles, including adapted milk floats, may be used.

With the support of Burdens and ACO Technologies plc, LR55 tracks offer faster and more economic tramways, with much less city disruption. Tracks are quieter and need less maintenance with a longer service life. For railways, LR55 offers economic DKE enlargement and flat tunnel floors satisfy the new EU Directive.

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46 | the rail engineer | october 2011

feature writer

Paul Curtis

More to see at

MacroRail Railway Storage facility at Long T heMarston, south of Stratford upon Avon, (Above) Keltbray P228 with Fambo piling hammer.

(Right, top to bottom) Keltbray at work, Preparing the SwingletCAM and The Inside Display.

was host to the recent MacroRail 2011 Exhibition. For the first time, some 60 Rail Alliance Members gathered together to display their products both on track and in a live rail facility. the rail engineer went along to have a look.

At the entrance to the site, various road-rail vehicles were being unloaded from their trailers. The logos of Keltbray, Trackwork, UCA, JCB and Motorail Logistics were much in evidence. Three Keltbray Road Rail Vehicles and a Mini Tamper from Trackwork were offloaded from their low loaders onto the track just as they would at a possession access point.

Three areas The show was split into 3 distinct areas; infrastructure plant, depot maintenance and rolling stock components and services. With plenty of space available, and members not having to pay to exhibit, it was refreshing to see that companies were able to spread themselves out and display their product ranges properly as opposed to cramming what they could into a 3m x 3m space. Most of the infrastructure plant was on several sidings, while the components suppliers and some of the more delicate equipment were tucked away indoors in one of the larger hangers on the site.

Just inside the doors of the hanger was KOREC, specialist in the provision of construction, mapping, machine control and rail survey solutions for the rail industry. It used the space offered at MacroRail to showcase Trimble’s GEDO CE Track Measurement Device, a multi-function, highly accurate track measuring device which, together with field and office software, is approved by Network Rail for use on all of its infrastructure.

However the undoubted star of the KOREC show was the SenseFly SwingletCAM, an unmanned flying camera

for aerial mapping projects which can be launched by hand and weighs less than 500g.

KOREC’s Andrew Blogg made full use of an outside demonstration area to show just how quickly and easily the SwingletCAM can be launched - it certainly brought the spectators’ cameras out! Recently trialled successfully by Costain on the M1 with a view to speeding up their planning and progress reporting process, the Swinglet CAM would be ideal for use in the rail sector for applications such as route planning and checking track-side vegetation.

KOREC were only one of several exhibitors taking advantage of Long Marston’s open spaces to show their products off outside.

Close by, Arc-Gen Hilta was demonstrating its Weldmaker along with ESAB’s Railtrack welding unit. The Network Rail approved lightweight portable generators were remarkably quiet while the automated welder sparked into action and provided a smooth accurate weld in next to no time.

In the depot area, Motorail Logistics’ roadrail shunter resembled a giant JCB tractor with buffers. It is based on a JCB power

platform but weighs in at a fraction of the price of traditional shunting vehicles while offering the flexibility of being able to be used off track as well.

october 2011 | the rail engineer | 47

feature

Inside the hall Back in the hanger, Sheffield-based Zonegreen had brought along a brand-new automated remote control system which allows maintenance depots and sidings to operate manual points from the vehicle without having to leave the cab.

Also of interest to depot operators was Autodrain, which was exhibiting an oil drainage pump that is currently installed at the Hitachi Depot in Ashford, Kent. The company also designs and manufactures a product called Oil Away. This pumps hot oil straight from the engine sump into a storage tank. Leak-free twist connections to the sump mean fewer oil spills in the workshops and prevent any burns from hot oil to maintenance operatives.

Bratts Ladders of Nottingham was demonstrating various access platforms25/7/11 and IG_QtrPageBSAd_AW.pdf

ladders which were made out of glass fibre which are already being used in depots and heritage maintenance yards for accessing rolling stock safely. Visitors watched as Bratts’ personnel erected a lightweight Teletower to a height of 4 meters in a few minutes.

Even more impressively, they dismantled it again, folded it up, and fitted it into the back of an estate car.

Achilles showcased Link-up, the rail industry supplier registration and qualification scheme, which is used extensively by procurement, engineering, safety and quality professionals.

Approximately 2,700 individual users currently have access to Link-up information on existing and potential suppliers to aid them with their procurement activities.

13:00:49

Back outside Outside again, and Trackwork were demonstrating their mini-tamper on a 200 metre run of siding. This road-rail Plasser & Theurer 08 Tamper, which at only 7 metres long, can turn itself round on its own axis.

After a 200 metre run it simply jacked itself up, spun around through 180 degrees, and proceeded to carry out another run.

Keltbray’s three road-railers, which had earlier been seen at the entrance, were up now also in the sidings. A tracked Komatsu P228, fitted with a Movax SP50-W vibratory piling hammer, was demonstrating picking up tubular steel pile then starting to drive it into the ground. A second P228, this one with a Fambo piling hammer, finished the

ESAB demonstrating rail welding.

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48 | the rail engineer | october 2011

(Top to bottom) Keltbray piling demonstration, Trackwork’s small tamper, Close up of tamping head, Design of Eglin bench with wooden slats, ArcGen Hilta Weldmaker.

job off. The Movax then pulled the pile back out again, ready for the next demonstration to start.

Alongside all this noisy action was Keltbray’s one-of-a-kind Mani-Railer.

Recently used to erect communications masts and a variety of maintenance operations from Bedford to Chichester, the RRV is capable of lifting to 17 metres with a load of five tonnes. The platform, which is controllable from the basket or from the base vehicle, can extend out and underneath a bridge to remove the need for scaffolding or rope access while surveying.

feature for trains and lineside equipment, and Rockwell Automation. TQ Catalis talked about training, Hall Rail about switches and crossings, Wor-Rail about Nencki lifting equipment, and Vital Rail about security. ACO Technologies were the people to see if you were interested in water management and drainage, and MIRA was there if you wanted to crash test your train!

Transformers and seats Chesterfield based Trans-Tronic, who acquired Tesla Transformers and EMDEC in 2009, have continued to expand into the railway industry. The signalling, transformer and rectifier manufacturer was displaying a range of coil windings and toroidal transformers.

For stations, Eglin Concourse International exhibited their range of public waiting area seating including an external DDA compliant platform seat unit, a wall mounted perch unit and a polished stainless steel seat unit with upholstery pads suitable for internal waiting areas. Eglin have recently added a new Iroko wooden bench unit to the seating range and this was also on display.

Made in Britain Manufacturing is alive and well amongst Rail Alliance members. Several firms inside the hall represented the British manufacturing rolling stock component sector.

Glass specialist Independent Glass were displaying toughened, laminated and laminated toughened glass compliant to the BS857 Kite Mark. Stare out of any window on a UK train and the chances are you are looking through Independent Glass. You may also find their products in the doors, internal draught screens, luggage racks and the mirrors in bathrooms on trains throughout the UK. The glass specialist was a major contributor to the safety standards set in the UK and have a purpose built test rig where they test the glass to the latest GM/RT 2100 Issue 4:2011 test standards.

Worcester based Southco were displaying their security latches, locks, electronic access and positioning controls. Representatives asserted that, no matter how much vibration there was on a train, if there was a Southco product holding it closed there was no way the vibration would open the lock.

Avdel were promoting their blind fastening locking bolt system for fixing to a component where you only have one sided access. The Welwyn Garden city based business is celebrating its 75th anniversary this year.

All in all, a wide range of Rail Alliance members were represented, 61 in all out of a total membership of over 200. Regular contributors to the rail engineer were amongst them, including telecommunications network specialist Westermo, Visul Systems with its range of tactile strips and tiles for stations, York EMC who showed how to check for EMC emissions

Positive verdict Robert Hopkin, Executive Director of the Rail Alliance, reflected on the success of MacroRail 2011. “We are delighted that so many of our members have taken this opportunity to take space here,” he commented. “Our aim for this inaugural event was to prove the concept can work, with the Rail Alliance taking the financial risk in staging this year’s event. Importantly, we have felt for some time that, whilst the major exhibitions have their place and provide their own value to exhibitors, we also see that there is a requirement for a ‘no-frills’ opportunity for companies to exhibit their products and services in a rail environment and this is why we developed the MacroRail concept.

“Another feature of the event, and this is more of a reflection of the diverse nature of our membership than anything else, has been the opportunity for our members to indulge in a bit of what we call “Four Walls Working” whereby business opportunities between members can be discussed and debated, person-to-person, with the equipment right in front of them. We had several reports of members reestablishing or establishing contacts and sowing the seeds for possible partnering or collaborative projects in the future.

“The overriding comment from the exhibitors I talked to was that the quality of the visitors was high - and this is exactly what we set out to do, to stage a Low Cost / High Value event in the interests of our members.”

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50 | the rail engineer | october 2011

feature writer

Augusto Costa Franco Innovation & Engineering Unit Director, EMEF

Reducing maintenance costs in Portugal

cost of train maintenance is an T heimportant element of any train

cause unnecessary expense. Modern thinking is to analyse how components wear out, and then, based on statistical analysis, maintain them just before they do. This gets the maximum life out of any component and reduces overall costs.

But there are problems with that approach. Statistics are all about averages, so there will always be some components that fail too early, and some that would last longer than expected. So costs are still not as controlled as they could be.

operator’s budget. So there is a natural inclination to reduce that cost as far as possible. However, while doing too much maintenance can be money wasted, doing too little can bring on expensive failures, and that drives costs back up again.

To decide how much maintenance to do, and when, is the black art of operations management. The traditional answer has been to do preventative maintenance on a time or miles-travelled basis. But that can

Maintenance Management Preventative / Proactive / Corrective

Commercial Exploitation GSMR/GPRS

Operations Management Fleet Owner

INTELLIGENT RAILWAYS DIAGNOSIS SYSTEM

Management Information Flow Data Flow

CMMS Integration

Fleet Operator and Manufacturers Re-engineering Project

Performance monitoring The best way is to monitor the performance of each component on every train and, at the first sign or a problem, maintain it. This is called Condition-Based Maintenance and will get the maximum life out of any item and keep maintenance to a minimum.

While it sounds a bit like the Holy Grail of train maintenance, such a possibility does exist. It uses an Intelligent Railways Diagnostic System (IRDS) and it is being developed by a collaboration between CP (Portuguese Railways), and its maintenance arm, EMEF (Empresa de Manutenção de Equipamento Ferroviário SA) and Porto University.

Between 2007 and 2008, EMEF fitted a sensor network to the Allan 0350 class of diesel-electric railcars. Built in Rotterdam in 1954/55, the 21-strong class units were heavily rebuilt by EMEF in 2000/2001. That experience allowed EMEF to fit the sensors and integrate them with the train management system.

Each vehicle has been fitted with a communications platform consisting of an embedded PC using the Linux operating system. This provides the architecture for the on-board communications network. It performs real-time diagnosis and can trigger early warnings, alerts and alarms, integrating techniques such as rule based reasoning and condition based maintenance tools (trend analysis, fault pattern recognition etc).

Monitoring Initially a set of thresholds were established to generate alarms, but as time went on new diagnosis rules were uploaded to the system. These were based on results from the reliability-centred maintenance and condition-based maintenance regimes that were being established. The IRDS started to calculate and optimise P-F

october 2011 | the rail engineer | 51

feature Point where failure starts

Point where failure is detectable (potential failure)

Condition

intervals. These are the time between a potential failure being detected (P) and the actual failure occurring (F).

Information is passed to EMEF’s Telemaintenance Centre (TMC) at Amadora using web-based communications software.

After RCM analysis by EMEF and a team from Porto University, the parameters to be part of the IRDS were selected. These included electrical voltage/current, braking system, traction system, doors, bearing condition, oil and water pressure and temperature, compressed air pressure, bogie hunting and wheel flats and shape.

Point of failure

Communications The on-board computer communicates with the TMC using normal GSM/GSM-R platforms. At the TMC, the data can be accessed using an internet/intranet browser which has two different graphical user interfaces, one used by fleet operations (EMEF light and heavy maintenance workshops) and the other by CP’s operations management. The two interfaces display information grouped into custom-made front ends developed to meet the different needs of the two organisations.

Train-to-shore communications can be set to default to an event trigger (when an early warning or alarm occurs) or to a time trigger (for example every 15 minutes). The proactive nature of the system can rank warnings by severity level.

Since those early days, the telemaintenance / telemanagement system has also been added to the Portuguese

Time Pendolino fleet, Porto commuter class UME3400 and other EMUs, DMUs and locomotives.

Useful tool IRDS has proved to be a useful tool assisting in the decision-making processes of several departments. Maintenance Management benefit from knowing the operational state of the fleet and can decide which vehicles to call in for maintenance. They can schedule workshop loading in the knowledge of what will wait, and what won’t, and can reduce fleet downtime caused by failures or having vehicles queuing for service. This will also aid Operations Management in making decisions on fleet availability based on firm knowledge of the “health” of the vehicles.

F

Development of IDRS, and fine-tuning of the information available and the parameters for alerts, is an ongoing process.

Since 2009, EMEF have been working in partnership with NOMAD Digital, the global leader in train communications, to perfect the train to shore communications aspect of the project. They have also collaborated on integration of the fault data into the workshop systems. To date, implementation of IRDS and condition-based maintenance has delivered a 12% improvement in fleet availability and a 10% reduction in energy usage for specific CP fleets.

Nomad, with EMEF, is now taking these services to the wider market and projects are already underway with UK train operators.

52 | the rail engineer | october 2011

safety systems writer

Steve Wiskin Safety Specialist, Atkins

Staying

Safe by Choice The number one priority of the S afety. rail industry. Safety for workers, and for passengers, is the main consideration of any project and is often the driving force behind them. Every railway company, large and small, has a senior member of management responsible for safety. And this isn’t the much joked-about “elf and safety” - this is the real deal.

However, how do you improve safety awareness and performance in an already highly regulated and process driven industry?

Safe by Choice Safe by Choice (SbC) is Atkins’ awardwinning safety programme for its rail business. At its core, the safety message is a simple one - human behaviours and actions will, by consequence, affect those around them. One can then take proactive measures to negate the potential impact of one’s actions, known in academic circles as ‘behavioural based safety’ (BBS).

In an already safety focused industry, it was essential that the campaign looked and felt different, and would not be seen as just yet

another process to go though. As such, it became clear early on that the campaign had to focus on how behaviours affect safety.

Indeed, even the name had to explicitly demonstrate this was about personal action, that everyone can be safe by choice.

How does it work?

The purpose of SbC was to help change the behaviours of staff and reduce the chances of any safety related incident occurring. The aim for Atkins was to create a safer working environment. Rather than a ‘do nothing’ approach to safety, the goal was to embed a ‘do something’ culture.

In terms of delivering the programme, Atkins had originally toyed with the idea of running a series of seminars to a handpicked group of key influencers in the hope that the message would permeate throughout the company structure. It was agreed, however, that to be fully effective, the fundamentals of behavioural based safety needed to be directly communicated to all staff. So a full and comprehensive programme was developed and made available to all rail business employees and contractors.

Atkins set about developing a four stage programme designed to address behavioural implications for staff at all levels around the core objective to move to a ‘safety first’ philosophy.

Workshops deliver an adhesive message intended to embed itself within the mind and consequently affect both the conscious and subconscious actions of those exposed to it. The courses include: • Safety Leadership (aimed at senior management) - Reinforce the need for positive and consistent safety culture. The course consists of four brief sessions, with each providing workshop opportunities to explore the key learning and action points in ‘behaviour and health and safety’, ‘safety leadership’, ‘performance management’ and ‘safety coaching’. To date, Atkins has conducted ten courses and trained over 100 senior staff and board members.

• Key Influencers (staff who significantly lead and influence others) - This workshop targets Atkins staff and key permanent contractors, the goal being to provide them with the skills required to influence others to make the right choices for health and safety. The course consists of two modules over three days and equips those attending with the confidence and skill to use coaching, even in the most challenging circumstances on site, to bring about sustained and willing behavioural change.

• Developing Influence (for key site staff who interact with and influence others) Targeting staff and permanent contractors at a COSS level encourages a positive safety culture so that they are all ‘safe by choice’.

The course involves two practical sessions focused on giving attendees an opportunity to identify and monitor the safety critical behaviours within their part of the organisation and to appreciate the role of coaching in achieving safety by choice.

october 2011 | the rail engineer | 53

safety systems • SbC Overview (for all site operatives) - This half day workshop targets Atkins’ staff and contractors below the level of COSS, giving them an understanding of the collaborative approach in which everyone has a part to play. Three individual sessions introduce staff to the commitment of Atkins’ leadership to safety within the business, the role of all staff in developing a positive safety culture and creating safety critical habits through the ‘Close Call’ reporting system.

Increase in close calls, compared to reduction in accidents 250

239 Minor Accident Reportable Accident

200

Incident Close Call

150

Linear (Close call)

108

100

Of course, workshops aren’t the only answer. To really embed itself in the business culture Atkins had to establish a mentoring system with a dedicated website providing access to training, guidance materials and a site forum with follow-up site visits and details of future seminars. The courses, and crucially the learning arising from them, needed to be incorporated into the everyday processes and activities of staff, literally becoming part of the day job.

Emphasising the message So, with courses in place, how does one ensure that messages are kept front of mind?

Atkins’ answer was to opt for a different approach to traditional safety related initiatives. The concept was to use a comic book theme, complete with its own Safe by Choice superhero, ‘SbC Man’.

SbC Man features in comic-strip style posters and emails, all of which detail a narrative emphasising everyday choices about safety from using the correct PPE to not answering the phone when driving.

72 50

12 0

06/07

07/08

A short film also supports the programme with a narrative based around a central character performing a number of everyday actions but making poor safety choices, such as incorrect lifting and not wearing high visibility clothing. Even though these choices may seem fairly trivial, the results are devastating.

Positive results SbC was delivered to over 1,600 staff and contractors throughout the UK in twelve months. Heightened safety awareness resulted in a major increase in the number of ‘Close Calls’, reports submitted to Atkins’ Quality, Safety and Environment team

08/09

09/10

when a safety issue has been logged.

Assessing these Close Calls allows the business to take effective proactive measures to improve safety.

However, in the same twelve month period, there was a 50% reduction in minor accidents with no major reportable accidents, an achievement of which Atkins is particularly proud and which shows that the new approach is working.

The next step is to take Safe by Choice to as wide an audience as possible. In November and December Atkins will be running courses for the wider industry across the UK - keep an eye out for the adverts!

Safe by Choice, not by chance > Atkins’ Safe by Choice (SbC) Safety Leadership courses are now available.

Essential to managers of all levels, the award winning SbC behavioural based safety programme will challenge your existing cultural approach to safety.

Upcoming courses: London 28 November 2011 Birmingham 1 December 2011 Manchester 2 December 2011 To book a place, or for more information, please contact:

Plan Design Enable

Steve Wiskin +44 (0)845 609 9260 SafebyChoice@atkinsglobal.com

54 | the rail engineer | october 2011

safety systems

Converting points

manuallyD river-operated operated points, common in

(Above) Handset (right) As installed, the lights reflect the points setting.

depots and on large industrial sites, are both time-consuming to set and can cause safety issues. Having a driver continually stopping his train to change point settings puts him at risk of a fall and is also highly inefficient.

What is needed is a simple way of changing those points remotely.

Already well-known for their depot protection systems, Zonegreen has come up with an answer and launched the Points Converter. Originally developed for use in steelworks, it has been adapted for use in depots as well as other industrial sites.

“The converter attaches to an existing manually-operated switch without compromising the integrity of the existing mechanism and, crucially, it requires no civil works or changes in the operating procedures for its installation. Each converter can be used alone or multiple units may be installed, operating together with routing.

“The handset can be either hand-portable or cab-mounted. A centralised control system is also available via a Windows PC interface that offers route planning and visualisation.”

Explanation Zonegreen’s Technical Director Christian Fletcher explained: “The system is made up of two parts: a points converter device and an intuitive handset that allows the operator to remotely control the points system.

In detail The converter is designed to connect straight to the hand points mechanism, moving the switch rail with an actuator. The closed switch rail is then held against the

stock rail by both the hand points’ original spring and by the pressure in the actuator.

The switch position is electrically detected relative to the associated stock rail.

Control is by a radio remote controller.

Each converter has a unique code number that the operator must select to gain control of that device. Once done, no other controller can access that set of points until control is released. This allows several controllers to be operating on the same site at the same time, but prevents accidents stemming from two drivers trying to access the same points at the same time.

An in-built event logging feature allows the depot manager to keep a record of operation, and routes can be pre-set, reconfigured and upgraded at any time.

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october 2011 | the rail engineer | 55

safety systems

The future’s bright, the future’s ATWS writer

David Shirres over ten years, Track Warning F orSystems have been hyped as a track safety and productivity solution.

The reality was minimal use and failed pilot schemes. Automatic Track Warning System (ATWS) installations at 17 key locations in 2002 were soon removed. The Track 02 system lost its safety approval in 2004 after over a hundred sets had been purchased by Network Rail’s Contractors.

Now times are a changing with Network Rail’s successful large scale LOWS (Lookout Operated Warning System) initiative. Does this mean a brighter future for Track Warning Systems? With the next generation of ATWS under development, and the McNulty report requiring the adoption of more efficient continental practices, it would seem so. the rail engineer visited ATWS suppliers Zöllner and Schweizer to learn more.

Large scale LOWS use Zöllner’s Frank Peters states that 230 portable LOWS kits have been supplied to Network Rail’s maintenance teams over the past two years. He knows this equipment is intensively used as Zöllner has been closely involved in its introduction by providing training, a hotline, servicing, repair and annual recalibration. Frank commented “Initially we were called out quite a bit, but less so now, as depots get used to the kit”.

Network Rail’s standard NR/L3/MTC/ SE0206 “Introduction and Management of LOWS Equipment” specifies the competence for its use and the support to be provided by Infrastructure Maintenance Delivery Managers (IMDMs). This includes the need to map locations to establish a pre-determined Safe System of Work (SSoW) and to confirm radio coverage. Training is the same for a LOWS Controller and a LOWS Lookout. LOWS competence is deemed to have lapsed if it is not used within 28 days of initial training.

Thereafter LOWS must be used at least 10 times in the next three months and once every three months after that.

Network Rail’s successful LOWS

implementation is due to the work of the Track Warning Systems (TWS) Steering Group and those in the maintenance organisation who have driven its introduction. Some depots immediately saw its benefits and made more use of LOWS than others. No doubt the use of LOWS will increase as, with large scale use, its benefits become clear to all. The time to set up and test a LOWS SSoW is very similar to that for a conventional lookout.

Zöllner consider that by far the greatest use of LOWS is for mobile patrolling. LOWS lookouts remain static but can leapfrog each other as the patrol moves in accordance with the pre-determined SSoW determined by the mapping exercise. Previously, it was often not practicable for mobile Lookouts to maintain the required sighting distance and mobile workgroups accounted for a large percentage of track fatalities so mobile LOWS use offers a significant safety benefit.

Other advantages are that, at night and in fog, there is no need to impose a 20 mph TSR as the LOWS Lookout can be positioned where the train passes.

Also the LOWS Lookout need not be on the rail infrastructure. For example a bridge over a steep cutting offers improved radio coverage, increased sighting distance and a less hazardous situation.

The status quo, our greatest competition Although both Schweizer and Zöllner supply Track Warning Systems, Schweizer’s Chris Foreman feels that his “greatest competitor is the status quo”. On the Swiss rail network, which is less than a quarter the UK network, he estimates the use of ATWS to be between 50 and 100 per day. Both Chris and Frank estimate that ATWS use in the UK is 5 to 10 per day. Chris clearly believes large scale use of ATWS would benefit the UK rail industry but feels that current arrangements do not provide sufficient incentive for its use as “Programme Managers have to pay for

ATWS but do not get the financial benefit from engineering access savings”.

Chris Foreman considers that the McNulty report’s benchmarking UK rail against European practice should drive increased use of ATWS. Frank Peters thinks that it’s odd that, although the RIMINI standard requires ATWS to be the first consideration for Red Zone working, its use is a tiny percentage of Red Zone working. He also feels that ATWS use needs to be considered earlier in project planning.

Unlike LOWS, ATWS automatically detects trains by rail mounted treadles

Schweizer’s Minimel in use.

56 | the rail engineer | october 2011

safety systems Controlling the risk to trains from engineering work

(Above) Zöllner workshop.

(Right) Minimel fitted to a machine.

or sensors. It therefore has a higher safety integrity level with manpower savings, particularly at junctions. The system consists of detection, processing and warning modules that can be connected by either radio or cables. Although radio offers quicker set up times, radio equipment is more expensive than cables and requires batteries to be changed daily.

Both Schweizer and Zöllner supply equipment to companies who offer ATWS solutions. Schweizer supply their Minimel 95 equipment to McGinley and Rail Safety Solutions and Zöllner supply their Autoprowa equipment to Vital Rail and Rail Safety Solutions.

ATWS works well at sites of a long duration. Schweizer’s system was used during Birse’s construction work at

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Schweizer Electronic Limited | Warrington House | Tame Valley Industrial Estate | Wilnecote | Tamworth | B77 5DQ | 01827 289996 info@schweizer-electronic.co.uk | www.schweizer-electronic.co.uk

Southend Airport station where ATWS facilitated access to speed up the project. Zöllner ATWS equipment on the Forth Bridge minimised the risk to trains by warning Balfour Beatty’s scaffolders to ensure items are secure as trains pass underneath them.

The Next Generation Both Schweizer and Zöllner are about to launch their next generation Track Warning Systems onto the UK market and expect to get product approval soon. When approved, both of these systems will have new methods of installing train detection treadles enabling them be set-up in about 5 minutes (i.e. between individual trains) as well as bi-directional radio, to provide the LOWS Lookout with confirmation of the warning on site, and movement detection as a deadman’s safety device. They also use less energy and so are lighter than previous systems.

These improvements will give Schweizer a fully portable LOWS system. Zöllner’s new system uses a Lithium Battery with its own charge indicator and with an optional increased maximum warning sound to 120dB. Usually the warning will be less than this as Zöllner’s Autoprowa system has microphones to ensure that the warning is appropriate to the ambient noise level. Schweizer will have repeaters to ensure signal strength.

Both these systems have been already approved in Europe by independent safety assessors, Technischer Überwachungs-Verin (TÜV). Frank Peters feels that in recent years Network Rail’s “acceptance process is now more professional” and recognises TÜV technical approval so that product acceptace primarily concerns integration with UK methods of working.

One of the features of the new Zöllner and Schweizer equipment is that it will no longer be necessary for each control unit to be individually manned. As a result long worksites need only have one LOWS controller.

Frank advises that AmeyColas are keen to use this new equipment so that LOWS can provide warnings to staff on the open line adjacent to their High Output track renewals sites.

ATWS equipment can be used as part of a safe system of work to protect trains from engineering work, as illustrated by the Forth Bridge example. Chris Foreman advises that Schweizer are developing a system to control the risk to trains on the adjacent open line from machines working in an adjacent possession, enabling such lines to be kept open.

This is based on a 2004 pilot scheme which used ATWS equipment to warn machine operators of approaching trains. When it was then confirmed that machines were not foul of the open line, warning detonators were removed from the line. This method of working was subsequently included in the Rule Book. While similar, Schweizer’s new system uses an emergency red light and temporary TPWS loop to stop trains unless there is confirmation that the line is not fouled by machines.

Using signalling system to detect trains Using the signalling system to activate a track warning of trains offers instant set up times and reduced costs associated with train detection. It also reduces unnecessary warning as, unlike ATWS, the signalling system takes account of the position of points and trains being stopped at signals. In the UK, use of the signalling system to provide track warning is confined to small scale use of TOWS (Train Operated Warning Systems) on plain line track, in contrast to more sophisticated systems employed in Europe.

In Switzerland, Signal Controlled Warning Systems (SCWS) have been in use for 15 years. SCWS uses processor modules which, with one exception, take a read-only feed from the signalling system to provide a warning for a section of track within the signalling area. The exception is the need to delay a signal being cleared to provide adequate warning time. The SCWS systems for the track concerned are generally activated on request by, for example a switch, a radio key or detection of a warning module being plugged in. At some locations the length of the warning module’s cable is the length of track for which protection is provided.

Chris Foreman believes that Schweizer’s SCWS could offer significant benefits especially at busy junctions. These are due to reductions in the number of lookouts, and increased working time by eliminating unnecessary warnings from trains approaching the junction which don’t go through the worksite. Signalling schemes that install bi-directional working and for which additional track staff protection is required, are a further application. Chris feels it should be relatively straightforward to install

october 2011 | the rail engineer | 57

safety systems SCWS in the UK, especially if initial product approval was confined to a read-only feed from the signalling system.

The Austrian version of SCWS uses the GSM-R infrastructure to receive requests for track warnings and activate warning modules. Frank Peters advises that this project has been under development for ten years and saw its first pilot application this year. It quickly establishes warning systems for any type of worksite, has no radio reception issues and largely eliminates lineside cabling for warning systems. It is however a long term solution. A more immediate option is the use of GSM-R for track warning systems to eliminate the effects of radio black spots.

A new dawn For ten years, UK use of track warning systems has been minimal. A new dawn is now breaking with Network Rail’s LOWS use solving the problem of mobile patrolling with significant safety and productivity benefits.

Although there is still a resistance to the use of automatic train detection, this must surely change with McNulty’s challenge to improve the productivity of engineering access by learning, in part, from European railways .

need for cultural change, gaining workforce confidence, product approval and appropriate contractual incentives. The signs are that Network Rail now has both the commitment and ability to meet this challenge for which its large scale use of LOWS should provide a springboard.

Schweizer and Zöllner are also key players who can provide European proven equipment to ensure that soon the status quo will no longer be a serious competitor.

The difficulties of introducing automatic systems, including detection by the signalling system, should not be underestimated as many factors reinforce the status quo. Tackling this includes the

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To coincide with this release Balfour Beatty Rail will be hosting a series of roadshows across the country to demonstrate the new product and highlight the benefits of ClearRoute2™.

Roadshows will be taking place throughout October at the following locations: Glasgow Tuesday 11th October Manchester Thursday 13th October Birmingham Tuesday 18th October Bristol Tuesday 25th October London Thursday 27th October ndards and settings To register to attend one of the above roadshows or for further information contact: Andy Willetts Software Sales & Product Manager Tel: +44 (0) 771 422 2582 Email: Andy.Willetts@bbrail.com

www.bbrail.co.uk