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Engineerby rail engineers for rail engineers
BATTERIES INCLUDEDThe EMU with added IP: IPEMU, the
Independently Powered EMU
SIGNALLING FOCUSOur latest in-depth review of the railway
signalling sector
MIDDLE EAST RENAISSANCEA look at the remarkable run of railway
construction
MARCH 2015 - ISSUE 125
CONTINUES TO BE COMPLEX AND CHALLENGINGTHAMESLINK
PAGE 13
www.railengineer.uk
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The exclusive club forsenior rail industry executives
Visit the website to book your place
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GOLF DAYExec7TH JULYWOKEFIELD PARK,
Reading
SWING INTO ACTION AT OUR RAIL EXEC
GOLF DAY
5TH MARCHDRAPERS HALL,
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23RD APRILHYATT REGENCY,
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@railexec [email protected] www.railexec.com
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Resignalling London Bridge 18A look at 16 days of work over
Christmas
Batteries Included 24Greater Anglia is running an EMU with the
pantograph down.
Flash of Inspiration 34Mobile flash butt welders deliver
high-quality welds more quickly
West Midlands SSI Data-Link Conundrum 40What was causing
intermittent signalling faults on the Snow Hill lines?
ERTMS: A New Player Emerges 44Hitachis latest signalling system
assessed
Supplying the Next Generation of Signal Engineers 46Linbrooke
and ntrs open a new National Training Academy
A System of Systems for Operation and Control 48Siemens is
making multiple systems work together
RETB: A Future in Scotland 52The latest reworking of Scotlands
RETB radio system
Small is Beautiful? 56TICS answer to Signalling Supply in
2015
Lineside Phones: Remarkable Survivors 60How GAI-Tronics is
developing phones for the modern age
Four Lane Ends Crossing 64From manually-pumped gates to full
obstacle detection
The Challenges of ERTMS on the ECML 68Plans to bring two popular
acronyms together
RINM Asset Viewer 72Geo-RINM, ORBIS and aerial surveys
Middle East Renaissance 76The pace of rail development is
increasing in the Middle East
A Fairytale Ending 82Safe Start 2015 was the recent supplier
event for the Midland main line
Harbury Hazard 84An initial report on the landslip that has
closed the Chiltern line
Contents
14
28
36
70
ThameslinkInfrastructure works continues at London Bridge and
elsewhere.
Forensic EngineeringThe Technical Information Centre is called
in when things go wrong.
Finland opts for TETRA
And then there were 4
Were looking to highlight the latest projects and innovations
in
Rolling Stock/Depots Infrarail Show Issue in the May issue of
the rail engineer.
Got a fantastic innovation? Working on a great project? Call
Nigel on 01530 816 445 NOW!
Rail Engineer March 2015 3
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3424 NCB Rail Engineer Advert Feb 2015-v2-AW.pdf 1 11/02/2015
11:00
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Its time for our Signalling and Telecommunications feature this
month and all three of our experts have risen to the challenge.
In his trilogy in six parts, Clive Kessell looks at a new
entrant into the ERTMS arena, communications in Finland, ERTMS on
the ECML, an ever-expanding company, RETB and the ultimate survivor
the lineside telephone.
Known by some for its trains, by others for its excavators and
by yet others for its vacuum cleaners, it nevertheless comes as a
bit of a surprise that Hitachi is venturing into ERTMS. After all
theres no ERTMS in Japan. But it has its reasons.
In the UK and Europe, TETRA has been eclipsed by GSM-R and thats
largely to do with European interoperability requirements. Finland
is in Europe, but its hardly a candidate for through-running to and
from the rest of the EU. Their gauge aint right. They have more in
common with Russias track. GSM-R is expensive. Finnish TETRA isnt
finished.
Clive teases out some of the likely issues or snags with
introducing ERTMS on a main line. The ECML should benefit from
lessons learnt in the introduction of the technology on the Great
Western main line, but there is still the racing pace of radio
development to cope with.
On his visit to a company that is now a major player in the
signalling and telecoms design and maintenance business, Clive
meets the founding fathers who had the foresight to see what the
industry needed.
RETB is a wonderfully pragmatic solution to the problem of long
remote branch lines. Born in the 1980s, and despite the headlong
rush to new technologies, RETB is still in Scotland. Radio
frequencies may have changed, and much of the kit has been renewed,
but the underlying architecture is still there.
With all this radio comms around you might be tempted to dismiss
the humble telephone thats the one with wires coming out of it as a
curiosity, a thing of the past. But they survive. After all, when
radios go down the telephone is the comms link of last, but
reliable, resort. Clive looks at whats still available and why they
will survive for a few more years yet.
David Bickell notches up three articles. Perhaps youve noticed a
certain amount of activity in the skies above the railways
recently. Thats because you were being recorded as part of a
five-month long national aerial survey of the network. Its of some
comfort that you will land up in the 60TBs worth of data. With a
resolution of 4cm theres not much that will go unnoticed.
Its not often that Rail Engineer carries a who-dun-it. Strictly,
Davids tale is more of a what-dun-it, but nevertheless he keeps us
in suspense right up to the end. The scene of the crime was between
Tyseley and Bearley Junction and the race was on to halt the
11,421
minutes of train delays that had already notched up. Gripping
stuff!
For sheer detail, have a read of Davids account of the new
London Bridge resignalling scheme. The changes in traffic patterns
facing the designers were considerable. After all, when the last
scheme was designed in the early 70s there were no Thameslink
services.
Collin Carr looks at the implications for structures and track
and the extraordinary alterations to London Bridge station itself.
Theres probably been more demolition in the current project than
during the whole of the last war!
Ah, the perils of mixing a cup of coffee with a computer
keyboard! Certainly, an unfortunate spillage would divert your
attention, especially if you had to remember to lower some
unprotected level crossing barriers. You can see where this is all
leading Such an incident put the tin lid on Four Lane Ends crossing
in the wild west of Lancashire. Paul Darlington explains how
obstacle detection has saved the day.
Hes also been to Crewe to meet the folks who investigate all
manner of railway mysteries. Atkins Technical Investigation Centre
in Crewe gets involved handling the technically mundane right
through to the most sensitive of issues. Its not termed forensic
engineering for nothing.
Every so often, the railways are abruptly reminded about their
historic context. Bell pit mining is something we have read about
perhaps. To the early railway builders, bell pits still existed.
Chris Parker has been finding out about one that happened to sit
smack in the middle of a dual carriageway - just where the Midland
Metro runs.
Stuart Marsh looks at yet another example of raw engineering
writ large. Grab hold of two rail ends. Bash them together, hook up
a massive generator and short circuit the lot. The result? Sparks,
heat and a weld if its done carefully.
Two thirds of our diesel multiple units are more than 20 years
old. What to do? Build more? Or perhaps embrace the emerging
battery technology and incorporate it in existing builds of
electric units. The wider implications for the network are
fascinating.
Just as we go to press Nigel Wordsworth has been investigating
something slippery thats on the move. No trains through Harbury for
a while. Well see how theyre getting on over the next month or
so.
EditorGrahame [email protected]
Production EditorNigel [email protected]
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Engineering [email protected]
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Part of
Grahame TaylorAll the right signals
Rail Engineer March 2015 5
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PLEASE CONTACT THE EVENTS TEAM 01530 816 456
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The focus of this issue of Rail Engineer is rail signalling and
telecommunications. Being able to control train movements
effectively and reliably has been the objective ever since railways
were invented. Signalling as we know it has progressed from
mechanical boxes and semaphore arms, through relay interlockings
and colour light displays, to computerised control and the issue of
movement authorities direct to the driver. On Metros, automatic
operation is taken for granted with train frequencies upwards of 30
per hour.
Hardly a week goes by without some announcement of a new
signalling system being authorised that will vastly improve the
running of train services. Greater centralisation of control,
locations and the automation of route setting is leading to a near
hands off system of train control, with signallers only being
required for out-of-course running or when things go wrong. The
advent of ERTMS and its component parts of ETCS and GSM-R make this
a worldwide initiative where international suppliers will sell to
the global market.
This is the Eldorado vision, and both technical and public press
are happy to predict this rosy future. Maybe even the name
Signalling needs to change, the logical successor being Train
Control and Communication but this is a bit of a mouthful and
something more succinct is needed. The chief executive of the IRSE
(Institution of Railway Signal Engineers) was recently overheard to
admit a name change is overdue, so perhaps even the diehards are
wavering.
But is this Utopia based upon sound foundations? I travel many
miles each year by train and am troubled by the all-too-frequent
announcements that trains are being delayed by signalling problems
in the xxxxx area. Every morning,
on the breakfast TV travel updates, there is some report of
train service delay because of signalling difficulties. So is all
this clever technology becoming a hostage to fortune that will in
the end cause its own downfall?
ComplicatedSignalling systems are ever-more
complicated. Long gone are the days when the signalman would go
and hit a pair of points with his coal hammer to get the detection.
Even with 1960s technology of relays and track circuits, the
maintenance staff knew the systems inside out and could quickly
rectify failures you could visually see most of what was happening.
The advent of computers changed all that and, increasingly, fault
finding staff are dependent on ancillary equipment to achieve even
a diagnosis of the problem with the hopeful change of an electronic
card to put things right.
The dependence on high capacity transmission links to get the
instruction out from the signallers console through the
interlocking to the signal head or point end will, in theory,
improve resilience, but the vast distances of these links can
create its own set of problems.
The advent of signalling in the cab, with radio to link from
lineside to the train, not only splits responsibility between
infrastructure owner
and train company but introduces the risk of interference
corrupting the radio messages. The use of IP (Internet Protocol)
for distribution of non-vital (maybe in time even vital)
instructions brings its own threat of malicious cyber security
interference.
Public criticismThere is little doubt that signalling
is at the core of train service operation and the impressive
initiatives being introduced to improve performance have to be
applauded. It is also certain that failures will occur from time to
time, no matter what measures are put in place to improve
reliability. These failures, when they occur, more than likely have
a draconian effect on train running over an extended geographical
area. The consequences for train delay are far reaching and result
in much public criticism. Being a signal engineer is not an
enviable hat to wear.
The success or otherwise of these new systems will depend on the
ability of those responsible for the integrity of the operation
having the knowledge, expertise and equipment to put things right
quickly when it all goes wrong. This will mean having available, on
a 24-hour basis, well-trained staff, both at first and second line
support levels, who understand the architecture of the
system and have the wherewithal to get things corrected in
double-quick time.
Cause for concernIn a perverse way, the improved
reliability that modern signalling is capable of achieving can
be a problem since failures are much rarer and, when they do occur,
staff have little experience of the usual fault analysis and
rectification procedures. An obvious action is to build lookalike
simulators in the main staff locations such that practice on
offline systems can be achieved including the artificial generation
of faults to teach technicians the kind of problems that will be
encountered.
Regrettably, the current evidence is that signalling performance
is getting worse rather than better with delay attribution because
of signal failures an increasing cause for concern. It is up to the
engineering chiefs from within the rail industry and supplier base
to understand the problem and get things moving in the other
direction. Come on Signal Engineers, you can do it.
The comments expressed are the writers own and do not
necessarily reflect the opinions of the editor, management and
staff of Rail Engineer.
Signalling is A'Changing CLIVE KESSELL
Rail Engineer March 2015 7
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Bogie overhaul capacity increased
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being fitted to a train.Terence Watson, president
of Alstom UK, said: This new workshop has been specially
developed as a result of Alstoms experience and learning from the
overhauls the company has carried out over 20 years and it is
designed
to optimise mileage between overhauls and to increase fleet
availability.
Managers from several train operators were at the launch, so the
new facility could well be receiving an influx of work in the near
future.
NEWS
Nominations for the Wing Award for Safety are now open. Any
employee of a railway business or railway supplier is eligible for
consideration for the award.
Nominations close on 20 March 2015. The award includes a
certificate and 500 to be devoted to personal development. The
winner will be an individual who has made an outstanding personal
contribution to railway line-side track safety.
Judges are looking for individuals who have developed a novel
idea for improving safety at the lineside or are long-term
champions of improving track safety standards. Those who have made
a significant contribution to the awareness of track safety in
their business are equally eligible.
The Institution of Railway Signal Engineers administers the
award, which will be made to the successful nominee at the Rail
Safety Summit on 30 April and 1 May 2015 - organised by Rail Media.
Nominations should be sent to Colin Porter at the IRSE and
should not exceed 250 words. The Wing Award for Safety
was introduced in 1994 to commemorate the life and work of the
late Peter Wing, a Fellow of the IRSE and an employee of British
Rail (BR). During his career he made a major contribution to the
cause of lineside safety. Peter Wing, whose career in BR spanned 31
years, spent much of his working life dedicated to the safety of
his colleagues. It was his care and concern that became the driving
force behind the national campaign Dead Serious About Safety in
1992/3 . This had a major impact in reducing the numbers of
lineside fatalities in subsequent years.
Know someone who deserves to win? Send your nomination to:
[email protected] or write to: Colin at the the IRSE, 4th
Floor, 1 Birdcage Walk, London, SW1H 9JJ.
Nominations for Wing Award
Alstom has inaugurated a new bogie overhaul facility in
Manchester which is capable of overhauling up to 26 bogie sets
every week.
Based within Alstoms traincare centre in Longsight, the 3,600 m
facility started the overhaul of the Virgins Pendolino high-speed
train fleet at the beginning of January of this year. A total of
1,148 bogies will be overhauled by March 2016.
The workshop is capable of overhauling bogies for other Alstom
trains as well as those
manufactured by other companies. 63 new employees have been
taken on to handle the workload.
During the overhaul, bogies are washed and stripped and the bare
frames are checked and repainted. Wheelsets, gearboxes, drop links,
yaw dampers and other associated components are overhauled or
exchanged. The bogies are then reassembled and tested before
Rail Engineer March 20158
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Railtex is the all-encompassing showcase for technological
innovation across all sectors of the rail supply market - the
platform for people from throughout the industry to meet face to
face, make connections and do business.
Hundreds of exhibitors will present thousands of products and
services to the industry. See the latest innovations and hear
updates on key projects and developments within the industry from
high profile speakers.
www.railtex.co.uk
12 14 MAY 2015 NEC, BIRMINGHAM, UK12th INTERNATIONAL EXHIBITION
OF RAILWAY EQUIPMENT SYSTEMS & SERVICES
Supported by:
Tel + 44 (0) 1727 [email protected]
Registerfor FREE atwww.railtex.co.uksaving 20 onthe door
-
NEWS
Transport returned to the political arena recently as both Prime
Minister David Cameron and Chancellor of the Exchequer George
Osborne visited Bombardiers factory in Derby.
As well as looking around the plant, David Cameron tried his
hand at driving an S-Stock train destined for London Underground.
The Chancellor joined him in the cab.
Later, the two visitors presented their long-term economic plan
for the Midlands to invited guests.
What the Prime Minister and I want to secure is a great future
for the Midlands a future as an engine for growth for the whole of
the UK, the Chancellor announced.
We want to make the Midlands
an engine for growth by backing the core strengths of the local
economy like engineering and manufacturing. That is what the long
term economic plan we have set out for the Midlands today is all
about. Bombardiers expansion is great news for the people of Derby
and confirms their track record in growing and creating high
skilled jobs in Britain.
It amounts to the biggest investment in transport infrastructure
here in the Midlands
in modern history. This isnt a vague commitment. We are
allocating specific sums to road and rail projects here in the
Midlands.
One of the first decisions I took as Chancellor five years ago
was to give the go-ahead to a 650 million re-development of
Birmingham New Street station. It will be completed in September
this year. The 570 million extension of Nottinghams tram network
will also be completed this year, with 17.5km of new track and 28
new tram stops.
Now were electrifying the Midland main line from St Pancras to
Sheffield, via Luton, Bedford, Kettering, Corby, Leicester,
Derby,
Nottingham and Chesterfield. And thats all on top of the massive
investment in HS2, bringing huge benefits to the Midlands by way of
enhanced connectivity, capacity, regeneration and more jobs.
Im also committed to improving rail connections across the
Midlands today I am asking Network Rail to look at the case for
electrifying the main line between Bristol and Birmingham and Derby
and Birmingham. So investment in major transport infrastructure is
key to our plan for the Midlands.
Government plans for the Midlands
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so, the company selected 17 axle lines of conventional trailers,
two prime movers and two bolsters each with 200 tonne capacity. The
use of two bolsters reduces the turning circle so the beams can be
transported through city streets.
One of the obvious challenges is working around the daily
traffic and keeping the crew members and public safe, commented
Van
Duc Trung, ALEs local operations manager. For the operation, we
have to work at night when the traffic is not so heavy. There is
also a traffic escort team for additional safety.
So far, around 40% of the beams have been delivered to site. The
monorail project is forecasted to last 20 months, with expected
completion by the end of 2015.
Bridge beams through HanoiMoving large beams for new and
refurbished bridges around the country is nothing new, and Rail
Engineer has reported on this a few times in the past.
However, an overhead monorail system is almost completely a
bridge structure, and a new one is being built in Vietnams capital,
Hanoi.
A total of 254 bridge girders, each weighing 230 tonnes and 32
metres long, are being
manufactured for the project at a special casting yard. The snag
is, the plant is 13km from where the new Cat Linh - Ha Dong line is
being built.
The company having to move these giant beams overland is
heavy-lift specialist ALE. To do
NEWS Rail Engineer March 2015 11
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the two state-owned companies was announced at the end of last
year, a move that will create the worlds largest train builder.
Free entry to Railtex via online pre-registration also gives
access to the busy programme of events taking place during the
show. These include keynote speeches by leading figures helping to
shape the industry, project updates, discussion forums and industry
seminars hosted by Rail Engineer throughout the
exhibition. These events will be open to all visitors, free of
charge.
And Railtex provides a great opportunity for meeting colleagues
and renewing acquaintances, including the opening days Networking
Reception and the second Railtex Awards dinner.
More details on everything taking place during this years show
is available at www.railtex.co.uk, together with the latest list of
exhibitors.
Bay Area Rapid Transit (BART) has received a US federal grant to
develop a new lineside safety system which will be able to
automatically stop trains from entering worksites.
The Global Rail News website (www.globalrailnews.com) reported
that the Federal Transit Administration (FTA) has provided a $5
million to fund a two-year programme which will culminate with a
demonstration of the new system.
Track workers will be equipped with a device which communicates
with oncoming trains and the BART Operations Control Centre. If a
worker doesnt respond to a warning from the device, any approaching
trains will be automatically stopped from entering the site.
BART board president Tom Blalock said: We have high hopes for
this project. Not only could it save lives here at BART, but we
believe it can also protect track workers at any rail system
nationwide once we have successfully demonstrated this
technology.
Registration to visit Railtex now open
Advance registration to visit Railtex 2015 free of charge is now
open via the show website www.railtex.co.uk. Pre-registering for
this event, which takes place at the National Exhibition Centre in
Birmingham from 12 to 14 May, avoids payment of a 20 entry fee on
the door and gives much quicker access to the exhibition.
There will be plenty to interest visitors this year. Well over
300 firms will be ready to explain their latest developments and
successes, with participants ranging from the industrys best-known
names to more than 80 exhibitors taking part
in the event for the first time.Among the latest companies
to
confirm a significant stand presence is China CNR Corporation,
with its counterpart China CSR Corporation poised to join it for a
combined presence. The planned merger of
NEWS
Personalised safety for US track workers
Golden Pandrol clip completes BordersContractor BAM Nuttall has
completed track-laying on the Borders Railway project.
At 30 miles, the line is the longest new railway to be built in
Britain for over 100 years.
Keith Brown, Scotlands cabinet secretary for infrastructure, and
Hugh Wark, Network Rails project director, fixed the final 'golden'
Pandrol fastclip into place recently at Tweedbank station.
Brown said: It is a huge honour to put the final piece of track
in place and travel on the first train to run into the Borders in
almost half a century. The reopening of this line offers a
once-in-a-generation opportunity to deliver a major economic and
social boost for the communities it will serve.
He added: This is the longest domestic railway to be built in
Britain in over 100 years and is a fantastic engineering
achievement for Scotland and for the rail industry.
The Borders Railway is set to open in September 2015.
With the track now installed, attention turns to ballast
spreading, tamping, welding and the installation of signalling
equipment.
Work will also continue at the seven new stations being
constructed at Shawfair, Eskbank, Newtongrange, Gorebridge, Stow,
Galashiels and Tweedbank.
Rail Engineer March 201512
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@StobartRailLtd
KEVIN SMITH PROJECT MANAGER
EarthworksStobart Rail Engineering has a long and established
track record of earthworks projects. The companys highly skilled
and experienced team, supported by a large eet of specialist earth
moving plant, has a reputation for carrying out complex schemes in
the most physically and operationally challenging of
situations.
Capabilities include Design and construction of new earth
embankments and cuttings. Installation of soil nails,
rock bolting, netting and dentition, anchored walls, gravity
walls, piled walls, reinforced concrete walls, gabion installation,
ready rock and many other specialist retaining wall systems.
Stabilisation and re-grading works to embankments and cuttings
which may have been identi ed as at risk of failure, including rope
access works. Installation of crest drains, cut-o drains and slope
drainage to provide a controlled discharge of water, preventing the
cause of many failures.
Emergency works, o ering an instantaneous, round the clock
response, with e ective solutions to make safe and stabilise rail
infrastructure following landslips, rock falls, wash outs and
collapsed culverts. Capabilities extend to removal and
reinstatement of permanent way, as well as track monitoring.
Dave Richardson Plant Managert. 01228 882 300e.
[email protected]
Gary Newton Contracts and Estimating Managert. 01228 882 300e.
[email protected]
Andrew Sumner Business Development and Stakeholder Managert.
01228 882 300e. [email protected]
stobartrail.com
Kevin has more than 20 years experience in the construction
industry. His career, to date, has predominantly been in the
building sector where he has held roles as site engineer, site
manager, construction manager and, most recently, senior
construction manager. He has worked on some complex, challenging
projects such as Manchester town hall transformation project,
Chester zoo Islands extension and MUFC quadrants extension.
Kevin has joined Stobart Rail as a project manager and will be
overseeing the Widnes Combined Heat and Power plant biomass project
and the Wood Drying Facility.
Kevin adds: I am really excited to be working for such a diverse
business as Stobart Rail. I feel it will provide me with
opportunities across a broad spectrum of disciplines, with energy,
air, rail and property portfolios; the possibilities are great.
Ive settled in really quickly. The sta here have made the
transition for me seamless and I already feel part of the team.
-
However, there is one project that, although it never seems to
end or to merge into our psyche, still continues to amaze by nature
of its complexity. It is, of course, Thameslink which started way
back before privatisation.
This 6.5 billion project continues to challenge the skills and
resilience of the most able railway engineers. Rail Engineer has
followed this project for some time, the last article appearing
last summer. A recent meeting with Chris Binns, Network Rails head
of engineering for the project, revealed some fascinating
developments since that last report.
The eyes of the worldChris started by outlining a recent
conversation
with his team. In the past, the Thameslink scheme has been
likened to open heart surgery, but the team didnt agree with this
analogy because the patient is asleep when such surgery takes
place. The consensus was that the work is more akin to rebuilding
Wembley Stadium whilst there is a football match underway, watched
by a capacity crowd. Given events over Christmas and the subsequent
media reaction, it is an understandable comparison.
London Bridge station, used by more than one million passengers
per week, is one of a number of key focal points of the project.
Many of the passengers are able to benefit from the use of the
newly constructed terminating platforms, Numbers 10 to 15, as the
project moves to the next stage of one of the biggest station
redevelopments that the capital has ever seen.
The space below the platforms will eventually provide the
station with an expansive new concourse area that will extend
across the width of the station with lifts and escalators serving
all 15 platforms. Costain is the principal contractor for this
work, and Chris explained that the completion of all six
terminating platforms allows the development of the new concourse
to start with the construction of the new ticket office on the
south side of the station at street level.
Thameslink
COLLIN CARR
continuing to be complex and challenging!
To succeed, major railway projects must be thoroughly and
painstakingly planned. Following a protracted bidding process,
contracts are let which usually prompts an intense period of
activity, often involving significant change to the infrastructure.
When finished, the scheme usually tends to merge into our everyday
railway psyche to become the norm, complying with our everyday
expectations and standards.
Rail Engineer March 201514
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Concourse demolition progressingThe newly-constructed terminal
platforms also give the travelling public a
first glimpse of what the station will look like when finished.
The concourse, however, will have to remain behind hoardings for
some time before it can be appreciated by the travelling public.
Demolition contractor Keltbray is now removing Platforms 9 and 8
and their supporting archways. A haulage road has to be maintained
under the completed platforms until all the demolition is
completed, limiting the amount of finishing work that can be
carried out on the concourse area.
On the same path as Platforms 9 and 8, situated at the west end
of the station, is the newly constructed Station Approach Viaduct,
cast in-situ with precast beam decking. This structure, plus the
additional 40-metre-long steel-decked West End Viaduct structure
built by Costain, is designed to link the existing network with the
new and unused 350 metre pathway which includes Borough Market
viaduct. This pathway is designed to eventually carry an additional
two dedicated Charing Cross tracks in 2018.
Thinking aheadThe West End Viaduct structure is supported on
concrete piers founded
on piled foundations that were constructed underneath the
Jubilee Line ticket hall when the line was extended in the 1990s.
Chris explained that all they had to do was to drill through the
existing piled columns and reinforce them to comply with current
standards. No additional piling was necessary or disruption to the
ticket office. It just emphasises the importance of forward
planning and how necessary it is to ensure that the project
succeeds.
Skanska has also carried out strengthening work on three bridges
between Waterloo East and London Bridge during 2014, which involved
closing Charing Cross station. The work included the removal of a
bridge girder to accommodate new S&C and realigned track. On an
adjacent bridge, longitudinal timber beams were removed and the
deck reconstructed and waterproofed. This essential work was
required to help comply with Route
Availability level 8 standards and to create a proposed track
alignment required by the service requirement of 24 trains per hour
between Blackfriars and St Pancras stations.
An even more intense period of work started on 20 December and
continued for 16 days without a break, finishing on 5 January 2015.
This was made possible by the suspension of the Southern and
Thameslink services calling at the station. More than 1,000
engineers worked over 11,500 shifts, renewing track, signalling and
power supplies. Chris was pleased to point out that no significant
accidents were reported during this intense period of work. Details
about the signalling installations and power supply are covered in
a separate article in this edition of Rail Engineer.
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Rail Engineer March 2015 15
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Not only was a high level of safety maintained throughout this
Christmas period, but the project delivery team was also busy
monitoring over 320 milestones, ensuring that all the key
activities were completed within the time allocated. So, although
there was serious disruption to trains when the station reopened,
along with much adverse publicity, this was primarily due to
operational problems - getting trains through the modified and very
constrained stage layout. The engineering work carried out was, in
fact, completed on time and in accordance with the project
plan.
New track layoutBalfour Beatty Rail carried out the S&C
and
plain line track renewal work. It installed 20 S&C units
during the 16-day blockade and completed around 400 track welds. In
addition, 45 new S&C units for the low level works units had
previously been installed along with the renewal of more than 7,200
metres of plain line. The track design was standardised and
installed using Kirow cranes and the tilting wagon system. The
project had invested in an additional eight tilting wagons,
boosting the national fleet by 33% in order to secure resources for
this work and future key weekends.
From London Bridge station eastwards to Bricklayers Arms, close
to Millwall football ground, the railway formation is supported on
masonry arches, metallic and brick arch structures. In order to
keep loadings within acceptable limits, rather than use the large
Kirow 1200 (125 tonne capacity) rail cranes, Balfour Beatty Rail
used much lighter Kirow 250 (25 tonne capacity) cranes working in
tandem. To further reduce the loading, a new lightweight lifting
beam was developed so that Kirow 250 cranes, lifting in tandem, now
have the capacity to lift a concrete bearer FVS switch panel
without using props, thus speeding up installation.
Creating space for the dive-underThe significance of much of
this track
reconfiguration work is that it has cleared the way for the
construction of the Bermondsey dive-under. Bricklayers Arms
junction, near New Cross Gate, has been remodelled, severing the Up
and Down Sussex Fast lines and the Down Sussex Slow, which means
that Southerns trains to the London Bridge terminating platforms
are temporarily constrained to use the three-track Bermondsey
Spurs.
Also, de-construction work on Platforms 5 and 6 means that
Southeasterns Charing Cross trains will no longer stop at London
Bridge station.
This arrangement is planned to last for 20 months and will be
followed by similar non-stopping arrangements for the Cannon Street
services when Platforms 1 to 4 at London Bridge are demolished. The
reward will be a four-track dive-under for Charing Cross trains
that will be able to stop at London Bridge stations new platforms 6
to 9, and then travel over the Borough Market viaduct and on to
Charing Cross.
Thameslink trains will enjoy two dedicated tracks that will go
over the dive-under in the same direction toward London Bridge
station and the new Platforms 4 and 5, but thats a while off
yet.
Skanska is the principal contractor for the dive-under
construction, which is a significant undertaking in itself. Already
in 2014, using 500 and 250 tonne cranes, Skanska has lifted in
tandem three large steel span sections onto four
previously-constructed reinforced-concrete
piers. Then, 28 precast concrete L-shaped units were fixed onto
the steel structures secured by 1000 shear studs that were welded
on site.
This work took place alongside the brick arched viaducts
carrying six main lines. It forms the start of a transitional
structure that will eventually span from the existing brick viaduct
to the Bermondsey dive-under. There are around 35 arches on each of
the dive-under lines that must be demolished and track slewed
before the dive-under can be constructed. The plan requires Skanska
to commence demolition of the arches carrying the newly-severed Up
and Down Sussex Fast Lines in June, with the dive-under box to be
completed in 2017.
Further afield, fitting out work in the Canal Tunnels situated
between Kings Cross and St Pancras has now been completed along
with the necessary track connections into the respective main line
routes. Final testing will take place in 2015 but the tunnels will
not go live until 2018.
Siding work and gauge clearance work to Bridge 184 at
Peterborough is complete to ensure that all will be ready to
receive the new Class 700 Siemens trains that are currently
travelling at 100 mph on test tracks in Germany.
Retaining expertiseThe longevity and complexity of this
Thameslink project demands a very high level of commitment and
ability from all its engineers involved. There could be a concern
that this highly-skilled and very-experienced engineering team may
start to get restless and look for new challenges as those
associated with the Thameslink project start to ease off. Chris
Binns response was immediate he doesnt want to lose that talent and
experience so work is already underway to look at where the Network
Rail Thameslink team can best be re-deployed afterwards.
Meanwhile there is still plenty to keep them all occupied until
2018.
Rail Engineer March 201516
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0077 Edrich Rail Sector Ad.indd 1 17/02/2015 09:21
-
Resignalling London Bridge The sixteen-day blockade of the
London Bridge south central lines and terminal platforms came to an
end at 03:40 on Monday 5 January 2015 when the Three Bridges Rail
Operating Centre (ROC) began signalling trains for the first time.
Two new Siemens Westcad workstations were commissioned, taking over
control of the whole of this route from London Bridge Area
Signalling Centre (ASC).
The works were part of the ongoing Thameslink programme, due to
be completed in 2018. This package of work included the
commissioning of a Westlock signal interlocking, all new signalling
as far as the country side of New Cross Gate station, and
re-control of existing relay interlockings thence to Peckham Rye.
In total there are 68 new point ends, 70 new signals and 192 new
track circuits.
Civils and track work involved connecting up the new Platforms
10 and 11, closure of the old Platforms 8 and 9, installation of
new scissors crossovers in the inner and outer throat, the complete
relaying of Bricklayers Arms Junction, installation of four new
gantries, three cantilever structures and refurbishment and
alteration to nine gantries and four cantilevers. Electrification
work included provision of point heating, conductor rails and
alterations to power supplies and substations.
The main contractors for the scheme are Siemens Rail Automation
for the new signalling, and Balfour Beatty Rail for track,
electrification and civil engineering. Signalling fringe works and
stagework alterations to the existing systems are being undertaken
by Network Rails in-house design capability, Signalling Design
Group at Croydon.
The 1970s resignallingA short history lesson will explain why
such
drastic surgery is in progress at the Bridge. The layout for the
1970s resignalling was designed to segregate the flow of traffic
into three distinct corridors.
Traffic serving Cannon Street was granted exclusive use of
Platforms 1, 2 and 3, trains being sorted by destination/origin via
crossovers at the country end between Spa Road and New Cross.
Coming from Charing Cross, the four lines converge into two at
Metropolitan Junction before entering London Bridge station. In the
Down direction, Platforms 4 and 5 are available whereas Up trains
stopping at London Bridge are generally limited to using Platform
6. The reversible Platform 5 could be used for Up trains but, in so
doing, they would block the path of Down trains.
There is a second line for Up trains but it has no platform.
This Up passenger loop is something of an anomaly, created during
the 1970s station rebuild. The space where Platform 7 should be is,
by necessity, otherwise occupied by a retaining wall structure
separating the through lines and low-level terminal platforms.
Charing Cross trains can be sorted using the crossovers on the
eastern approaches but many trains take the main line towards
Tonbridge.
Also connecting to the Charing Cross 2/4 line split at
Metropolitan Junction is the single line reversible spur to
Blackfriars. In the 1970/80s, this was not used for regular
passenger traffic and thus of little concern from a traffic
regulation point of view.
Lastly, the terminal platforms generally provide for stopping
services heading to/from the Brighton main line, South London line
and branches.
Opened in 1975, the state of the art London Bridge Area
Signalling Centre (ASC) was a product from Westinghouse (now
Siemens Rail Automation) that included innovative Train Operated
Route Release (TORR), and closing-up signals to improve headway.
Facing each other across the operating floor were the separate
signaller control consoles, close to the vertical indication panels
for the south eastern and south central routes constructed from
Westinghouse M3 mosaic 80mm x 40mm tiles.
The south central panel controlled the routes from the terminal
platforms to North Dulwich, on the Sutton and whole valley lines,
and Anerley on the Brighton main line and has now been
DAVID BICKELL
Three Bridges ROC - London Bridge south central TRE signaller
training work station.
Rail Engineer March 201518
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switched off and superseded by the new Westcad workstations. The
remaining and larger south eastern panel controls the routes from
Charing Cross and Cannon Street out to the Kent suburbs as far as
Woolwich Arsenal, Eltham, Mottingham on the routes to Dartford,
fringing with the North Kent workstations at Ashford, then to
Elmstead Woods on the main line interfacing with Ashford IECC, plus
branch lines to Bromley North and Hayes.
The technology included Westpac MkIV geographical relay
interlockings, time division multiplex TDM69 and frequency division
multiplex for remote control. The Cannon Street and Hither Green
interlockings have since been converted to Solid State
Interlocking.
Much of the original South Eastern lines signalling
infrastructure continues in service today and remains a showpiece.
However this will be entirely resignalled or re-controlled by
2018.
Panel boxes were generally considered to have a life expectancy
of 25 years but London Bridge has exceeded this by a large margin,
providing exceptional value in relation to the original investment.
Nevertheless, replacement is about due and this has conveniently
coincided with the significant layout re-configuration necessary to
accommodate the planned Thameslink throughput of 18 trains per hour
through the station from 2018.
1980s - Thameslink arrivesThe 1970s signalling predated the
creation of Network South East (NSE) and the re-opening of the
Snow Hill line for Thameslink services in 1988, running through the
core from Kentish Town to Blackfriars and thence through London
Bridge to gain the Brighton main line.
The concept of segregated routes was spoilt by virtue of this
new regular flow of trains to and from Blackfriars having to
proceed through the two-track bottleneck at Metropolitan Junction
and share Platforms 4, 5 and 6 with Charing Cross trains.
Up Thameslink trains proceeding towards Blackfriars block all
four Charing Cross lines. At the country end, Thameslink trains
foul up other
services in the process of using crossovers to/from the Brighton
main line. Since the inception of Thameslink, the capacity
limitations through London Bridge have prevented these trains
passing through at peak periods, necessitating diversion of
Brighton services via Elephant & Castle, a slower alternative
route.
Incidentally, further down the Brighton main line at Windmill
Bridge Junction, north of East Croydon, Thameslink trains conflict
on the flat with those serving Victoria. Options are currently
under consideration by Network Rail as part of the Sussex Route
Study. Thatll form a story for another time!
NSE recognised these shortcomings and planned the Thameslink
2000 project which would sort the problem.
London Bridge ASC showing platforms 5+6 (centre) and lines 3+4
(to right) greyed out in readiness for rebuilding the high level
station.
London Bridge in-bearer clamp locks.
Rail Engineer March 2015 19
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Alas rail privatisation, planning and funding issues have
seriously delayed the scheme. The solution is a simple one -
provide a segregated two-track route throughout between Blackfriars
and Bermondsey for exclusive use of Thameslink trains, thereby
removing the various conflicts. Implementation of this segment of
the overall Thameslink programme has, however, involved significant
multi-function, highly complex and costly engineering works
consisting principally of a new two-track viaduct at Borough
Market, a dive-under at Bermondsey, extensive track remodelling,
total resignalling, and rebuilding the station to create three
additional through platforms.
Enabling worksThe footbridge linking the high and low level
platforms carried signalling cables linking the ASC to track
functions on the Down side of the line and to Cannon Street and
Charing Cross. As this bridge was to be demolished as part of the
rebuilding, a new cable route was created by drilling down
underneath the ASC and utilising the space within the arches that
support the railway track above, thereby regaining the existing
cable routes on the down side. This also required the provision of
a new 11kV substation within the arch to re-feed ASC.
The work of rebuilding the terminal (low level) platforms, which
was concluded during the recent blockade, has been progressing
since 2013. Initially, the three highest-numbered platforms were
taken out of service for rebuilding, followed in turn by the other
platforms, leaving six in service at any one time. This work has
necessitated some alterations to the track layout in the
throat.
The signal interlocking alterations were accomplished by
modifying the existing geographical relay interlockings and also
building a temporary rack consisting of a dozen or so
refurbished Westpac units, some of which were displaced from the
initial platform closure works. The final configuration is of six
terminal platforms (10-15), instead of the original nine, thereby
creating space for additional through platforms.
The indication panels of the ASC are original, apart from
complete replacement of the troublesome filament bulbs with
maintenance-free LEDs, done about a decade ago, and replacement of
the cathode ray tube train describer (TD) displays with LED
equivalents. The original GEC-GS TD was replaced many years ago
with a Vaughan system. As the latter is now also obsolete, and
train descriptions are a vital information system for signallers
and railway operations in general, the project team decided to
de-risk this functionality by installing a new Siemens TD system at
the outset of the current project.
Unlike the indication panels, signalling thousands of train
movements over the years has taken its toll on the separate
signallers consoles. Accordingly, a maintenance project to replace
the faceplates, buttons and switches was undertaken by control
panel specialist TEW Engineering Ltd of Nottingham over the
last
few years. As TEW has been on site during the resignalling work,
it made sense to incorporate the alterations to both indication
panels and control desks as the stagework layout changes
progressed.
A week after the big blockade shut Platforms 8 and 9, Platforms
5 and 6 were also taken out of use as the work of rebuilding the
through platforms got under way, facilitating an increase from six
to nine (1-9).
National Operating Strategy (NOS)As described in issue 120
(October 2014),
Network Rails NOS envisages that all signalling control will be
achieved through twelve Rail Operating Centres. Control of the
whole of the London Bridge ASC area will migrate to the Thameslink
POD (a rectangular enclosure of ten desks) at Three Bridges ROC.
The former south central ASC area transferred there on 5 January
and consists of two identical workstations with two signallers
working to an agreed protocol, replicating the entrance-exit route
setting and point movement functionality of the ASC, albeit with
keyboard and mouse replacing buttons and switches.
London Bridge nal layout (2018) showing segregated trac ow
Southeastern
BoroughViaduct
London BridgeStation reconstructed
To East Croydon/ Brighton
South central resignalled 05/01/15
Thameslink
BermonseyDive-under
London Bridge final layout (2018) showing segregated traffic
flow.
Westcad workstation cubicle with ETCS.
Rail Engineer March 201520
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Rail Engineer March 2015 21
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Automatic Route Setting (ARS) was removed from the scope to
avoid rework when the full Traffic Management (TM) requirements
become available. TM introduces the train graph interface and it is
likely that drop-down menus will be the norm for route and point
setting. Within TM, automatic route setting is performed by
Immediate Route Setting (IRS) rather than ARS.
It may seem strange that what is ostensibly part of the Kent
route should be installed in the Sussex ROC. However, the strategic
importance of the Thameslink spine, including the Brighton main
line, favours control from a single ROC.
Although the newly segregated routes through London Bridge are
reflected in the configuration of signallers workstations, there
are several crossovers that will allow trains to cross from one
domain to the other in the event of engineering works or
disruption. Setting routes between, say, the Charing Cross and
Thameslink corridors will require an initiation and acceptance
process by the respective signallers who, sitting within the same
POD, will be able to swing around in their chairs and discuss
issues face-to-face.
The Thameslink core workstations within Victoria and West
Hampstead signal boxes are scheduled to migrate into the POD this
month. Similarly, the London Bridge ASC south-eastern area is due
to be resignalled or recontrolled and handed over to the POD by
2018. In due course Three Bridges ROC will also take over control
of the routes currently signalled by the existing Three Bridges and
Victoria ASCs.
A training suite is provided at Three Bridges for signallers
using the TREsim control and operations simulation software for
Westcad supplied by TRE of Wiltshire, a Hitachi Group Company.
TREsim was also used earlier in the project by Network Rail to
demonstrate the 2018 segregated traffic flows to key
stakeholders.
New signalling kitThe workstations are of the Siemens
Controlguide Westcad PC-based control and display system.
Totally-independent and diversely-routed duplicated fibre optic
Data Comms Networks, DCN(A) and DCN(B), utilise the Fixed Telecom
Network (FTN) and, using Cadlock protocol, link the Westcad at the
ROC with the Westlock interlockings located at the London Bridge
equipment room built within the arches.
DCN is the forerunner for IP-based systems. The flexibility of
the data communications facilitates re-scaling or relocation of
workstations in the event of a major issue. Of course, the level of
security provision of ROCs and the new equipment rooms is
commensurate with the business criticality.
The first of five Siemens Trackguard Westlock interlockings was
commissioned on 5 January, covering the south central area. The
principle
of segregated routes also applies to the signal interlockings.
Still to be commissioned are Cannon Street, Thameslink, Charing
Cross and Hither Green. Westlock has a much greater capacity than
SSI, hence only one Westlock is required to replace the four SSIs
at Hither Green. This also obviates the tricky design issues
associated with SSI boundaries.
The new south-central Westlock communicates with Track Function
Modules (TFMs) conventionally using two base-band data links and
three with Long Distance Terminals (LDTs). The five data links are
separately interfaced with Westlock via a Trackside Interface (TIF)
which acts as a protocol converter between the Westlock network
communications and SSI data links. However, it is envisaged that a
Siemens object controller system will deploy zone controllers
instead of TFMs, with IP addressing used for communication rather
than SSI data link protocol.
Existing remote relay interlockings at Forest Hill, Old Kent
Road and Peckham Rye have been re-controlled to the ROC using
Siemens Westronic 1024 via a Westcad Signalling Interface (SIF).
The existing FDM system in the recontrolled areas was also replaced
by new Westplex systems.
Bombardier EBITrack 400 track circuits are used for train
detection with Cembre rail terminations. EBITrack 400 is the next
generation digital version of the TI21 family for use in DC or AC
electrified areas. Axle counters were not considered suitable for
use in a layout with many short sections, reversible working and a
variety of train length configurations, not to mention performance
issues associated with reset procedures.
Unipart Dorman integrated lightweight signals (iLS) are used.
They have a three-degree narrow beam well suited to the multiple
parallel tracks on the approaches to London Bridge where SPADs have
occurred
in the past through misreading or reading-through. In-bearer
clamp-lock point operating mechanisms are used. Signalling power
supplies are 650V DC dual-end-fed with auto reconfiguration, Class
II.
In addition to the London Bridge equipment room, 34 relocatable
equipment buildings (REB) will house much of the lineside equipment
for the complete scheme, 10 of which were commissioned over
Christmas. Due to the limited space, clearances and access issues
on the Victorian viaducts upon which the trains run, the REBs are
mostly contained within the arches. This provides a much better
environment for faulting and maintenance staff, limiting exposure
to both the running lines and the elements.
As well as 11 new signal gantries, for which planning consents
have had to be obtained, some existing gantries have been re-used,
where appropriate, for the scheme and re-furbished with improved
access for staff.
The project, in conjunction with Cemex, has developed the
innovative EG53 and GV54 cable management sleepers which have now
become a national favourite, enabling both DC traction and
signalling cables to cross the track without cluttering up the
ballast cribs and removing the risk of tampers damaging cables.
Welcome back ThameslinkCome 2018, the principal of segregated
traffic
flows of the 1970s resignalling will be restored. Thameslink,
once perceived as an unwelcome interloper disrupting the flow of
traffic through the station area, will be providing a new
high-quality and capacity service fit for the twenty-first
century.
Thanks to Network Rails Simon Pears, Andy Hatton, Gary Murphy
and Roy Bell for their help in the preparation of this article.
Stagework Westpac MKIV 'GO-I' signal unit.
Rail Engineer March 201522
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PROGRESS RAIL UK SUPPORTS NATIONAL APPRENTICESHIP WEEK9 TO 13
MARCH 2015
National Apprenticeship Week (#NAW) is co-ordinated by the
National Apprenticeship Service and is designed to celebrate
apprenticeships and the positive impact they have on individuals,
businesses and the wider economy.
Here at Progress Rail UK we are proud to support
apprenticeships. Recognising the skills gap and working hard to
close it is essential for this industry to thrive and continue to
develop.
FOR FURTHER INFORMATION CONTACT GEORGE LAW, HEAD OF HR:
TEL +44 (0) 1159 218 218 EMAIL [email protected] WEB
www.progressrail.com
I am responsible for the continuous running of equipment and
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apprenticeship offered all the things I wanted being active and
participating in practical activities was important for me. The
best thing about being an apprentice was having an income whilst
still learning. It is a great opportunity for anyone that wants to
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Tom Lowton Maintenance Engineer
There is a big skills gap in the rail industry and training
apprentices helps to fill that void. Our apprentices have grown up
in a generation well versed in IT and modern communications, which
means they are able to pass on their knowledge to the other members
of the team. The apprentices have helped lead the way in adopting
changes and making continuous improvements to our working
practices.
Rob Boultby Maintenance Group Manager
-
Electric multiple unit number 379 013 looks perfectly normal. It
may be a tad cleaner than a few around the network and the interior
is suspiciously immaculate. It may have a few more yellow-jacketed
folk crawling over it on occasions. But otherwise, theres nothing
to differentiate it from any other of this rather handsome
Electrostar class made by Bombardier.
The lights are bright. The doors open and close. In the brisk
East Anglian air of mid-winter it is comfortingly warm inside with
the gentle click of heaters and the background hum and hiss of air
conditioning. It can be seen trundling up and down between Harwich
and Manningtree as a perfectly normal train on a normal passenger
train service. (And thats Harwich as in Harwich for the Continent
proclaimed by the famous LNER holiday posters leaving Frinton for
the incontinent.)
To the fare-paying passenger there really isnt anything out of
the ordinary. It starts and stops normally. It makes EMU-type
noises. It trundles effortlessly along at 60mph. Their journeys are
uneventful.
But, having expended over a hundred words extolling its
normality in an article which is meant to address railway
engineering, there must be something odd about this train.
Added IPThe only clue that there is something unusual
going on is the position of the pantograph. As the train goes on
its daily routine, the pantograph is... down.
Its an EMU, running under the wires and yet it is not connected
to the overhead power supply and theres no third rail either!
There is another clue though and it doesnt take a rocket
scientist to work out what it means. Emblazoned on the sides of the
unit are the words, batteries included. What else do you need?
Perhaps we should have started there.
Yes, this is an EMU with added IP. Its an IPEMU Independently
Powered EMU. And the independent power comes from eight tonnes
of batteries positioned under the frame of the motor car. Unit
013 has been quietly running in passenger service since 12 January
this year as part of proving trials to validate the whole principle
of independent power using battery technology. So far it has proved
itself to be eminently... ordinary.
Passenger expectationsThe idea of sticking batteries in a
train
isnt exactly new. London Underground uses battery locomotives.
Battery trains were used in ammunition dumps to avoid the
possibility of sparks. But none of the applications so far have
addressed that minor issue of passenger comfort and passenger
expectations in the twenty-first century. The punters want to be
warm (or cool), they want good lighting, doors that open, toilets
that flush, air-conditioning that works and they couldnt care less
what powers it all. The draw on power in a modern train is
considerable and a class 379 EMU is one of the heavier users of
power hence its selection for the trial.
Well come on to the actual engineering in a moment, but its
worth looking at why this train exists at all. Why bother? Whats
the point?
Well, there is little point if all the train can do is sit in a
station and spin its air-conditioning fans. It needs to do
considerably more. The aim of the current exercise is to have a
unit capable of sustaining all the hotel loads and to do a round
trip of at least 30km without running out of puff.
With that sort of performance being a reality, a number of
intriguing scenarios start to play out. Non-electrified branch
lines linked to an electrified main line can benefit from electric
stock and even from through services. Sections of non-electrified
railway that link electrified lines can become part of new through
services. Depots no longer need to be wired.
Unit maintenance can be carried out without the need for
isolations or special overhead precautions. Routes which are
prohibitively expensive to electrify because of infrastructure
constraints can be partially electrified with the dead sections no
longer an obstacle to electric trains.
Batteries includedGRAHAME TAYLOR
Rail Engineer March 201524
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Risks and gains mismatchIn the past, perhaps the easy solution
and indeed the only solution
bearing in mind previous battery capabilities was to build, run,
maintain and fuel diesel units. But about 66% of diesel units are
more than 20 years old which means that there is a bow wave effect
for replacement. What to do? Build more diesel units? Or perhaps
keep building electric units which have the capability of being
modified to take an independent power source?
This whole exercise is not about a special build of special
units. The exercise on the Harwich branch has involved an ordinary
EMU - so ordinary that hardly a new hole has been drilled in it. As
well see in a moment, this has been more about hole drilling not
being permitted in someone elses train rather than a desire not to
drill. Its been a good discipline though.
The current structure of the railways is not sympathetic to the
development of an independently-powered train. After all, looking
at who gains and who takes the risks reveals a complicated and
awkward mismatch. The company that might gain from a new passenger
flow will have a finite franchise length. The maker of batteries
will need to spend a great deal on development work. A rolling
stock manufacturer needs a firm contract. The testing of trains to
full approval involves a huge number of interfaces.
Who is likely to take up the challenge and take the risks in the
off-chance that the idea is practical? After all, this isnt part of
a normal gentle evolutionary process often found in the development
of a product. This is a step change certainly for the railway
industry.
Cross-industry collaborationThe whole exercise has been an
example of macro cross-industry
collaboration with rolling stock ownership, maintenance and
operation all lying with separate companies.
Its been where Future Rail, in a collaboration between Network
Rail and RSSB, has been able to deliver the project by supporting
the whole industry - both the supply chain and those that operate
the trains on a daily basis.
As David Clarke, director of innovation at the RSSB, puts it:
Research is relatively inexpensive, but the costs involved at the
next stage of piloting and demonstration can be vast. And this is
true in any industry. What we are about is de-risking innovation
through demonstration.
The trial running of the IPEMU in passenger service has been the
culmination of a complex process coordinated by the project team
which has representatives from Network Rail, RSSB, DfT, Bombardier,
Valence, Abellio Greater Anglia and Future Rail.
After some initial work on the concept, vehicle performance
simulations were commissioned along with battery performance design
and testing in parallel with detailed stock conversion design. A
Class 379 was selected as it was only four years old and already
had dual-voltage capability. Network Rail let a contract to
Bombardier for this part of the work along with the physical
conversion which was followed by performance testing at Bombardiers
test track in Derby and then at Old Dalby.
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Graham Mann Project Engineer Network Rail
Rail Engineer March 2015 25
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Existing timetablingThe limitations have been formidable.
The
remit is to produce a train capable of delivering a passenger
service to an existing timetable. This means that the range needs
to be at least 50km (30 miles) travelling at speeds generally
between 60mph and 100mph. The acceleration should emulate that of
an existing DMU something like 0.5m/s so that it can keep up with
existing timetabling.
Incidentally, the acceleration of the Harwich EMU was certainly
respectable although obviously fairly restrained for an EMU. The
expectation from an EMU seems to be much greater than for a DMU.
Diesel acceleration is accompanied with a great deal of noise and
general fuss. Take away the noise, and diesel acceleration isnt
quite as impressive.
The duty cycle is pretty demanding too. 30km on batteries
followed by 50km on OLE.
The achievements so far? James Ambrose, principal engineer
working for Network Rail and the guy project managing the whole
exercise, is upbeat: The range has been 77km (48 miles). Speeds
have been as-planned, as have all the other parameters, with the
battery life still on-track to deliver five years which ties in
with the normal EMU heavy maintenance overhaul schedule.
How many batteries?Counter-intuitively, the batteries are
not
large. The basic building block is a 3.2V lithium ferrous
phosphate cell manufactured by Valence. Each one is about 3 long.
There are 12 cells connected in series to make a row. 33 rows are
then connected in parallel to give a 38.4V battery. 20 batteries
are connected in series in a pod to give 768V. Two pods are
connected in parallel to make a 768V module and finally, three
modules are connected in parallel in a 768V battery raft. Two of
these rafts are slotted neatly under the frame of the motor coach
in a space formerly occupied by auxiliary batteries, giving about
450 kW.hrs of capacity. Do the maths. There are an awful lot of
batteries!
Why are the basic batteries so small? Its all to do with heat
dispersal. Too big a battery would lead to more heat being
generated and the need to engineer a way of getting rid of it. This
has weight and space implications neither being available in the
limited envelope of the train.
Free your mind...Despite the doubts and doubters, despite
the industry structure, it has been proved that independent
power using batteries is a practical proposition. In March of this
year the updated Route Utilisation Strategy will be published. It
will acknowledge that IPEMUS could be used on some parts of the
network, so avoiding costly electrification schemes and promoting
new patterns of passenger services.
Free your mind of previous restraints. Branch lines might need
just 100 metres of electrification at the buffer stop ends to
recharge batteries. Electrify just the heavy gradients. Through
electric trains between Manchester and Cardiff not impossible.
Retain a core electrification unit that drip-feeds schemes
piecemeal across the network instead of having peaks of expenditure
followed by famine. The prospects are intriguing and, despite its
seeming normality, the IPEMU is just the start...
379 013 in passenger service. Note that the pantograph is
down.
Rail Engineer March 201526
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And thenthere were 4
GRAEME BICKERDIKE
Rail Engineer March 201528
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PHOTOS: FOUR BY THREE
If youd stood in the doorway of Lower Mainwood Farm at Ringway a
century ago, the view ahead would have been green and agricultural.
Try the same today - not that Id recommend it - and youd probably
be wiped out by a Boeing 747. Wrecking balls have long since razed
the farm as part of the development of Manchester Airport, its
history now buried beneath the north runways tarmac. From modest
beginnings in the Thirties, the airport now handles more than 22
million people and 170,000 aircraft movements annually, an
expansion which has elevated it to become the third busiest in the
UK.
(Main picture) Looking towards the new turnout for the Platform
4
which diverges to the right.
(Inset top) The view across to Platform 4 with the Metrolink
station beyond.
Rail Engineer March 2015 29
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Opened in May 1993, the airports railway station acts as a key
gateway with around 15% of passengers arriving or departing from
there. Not surprisingly, the site it occupies is tight - hemmed in
by hotels on three sides - and overflying the middle of it is a
bridge carrying the dual carriageway that serves the terminal
buildings. Called Outwood Lane, this follows the same alignment as
it did when Lower Mainwood Farm was still a going concern.
The station was originally built with two platforms, each able
to accommodate two four-car units either side of an island.
However, service reliability relied on trains arriving in the right
order, a reality which brought knock-on effects at Manchester
Piccadilly where scarce platform capacity was often absorbed by
trains waiting for paths. The installation of a third platform in
2008 largely resolved this, offering much greater operational
flexibility.
May 2009 saw plans announced for a Metrolink route to the
airport as part of its Phase 3 expansion project, connecting to the
existing network at St Werburghs Road. Then, in July 2012, the
government announced its support for a fourth mainline platform,
creating capacity for more Manchester Airport services via the new
Ordsall Chord. This forms part of the Northern Hub scheme, bringing
more than 1 billion of investment to the Norths rail network. There
has also been mooted the provision of a through route, extending
the railway westwards - under the airport - to join the Northwich
line, but lets not go there right now.
In partnershipWith the intention of trams and trains sharing
the same station, it soon became clear that much would be gained
by bringing forward the fourth platforms proposed 2018 completion
date, combining the works with those for Metrolink and thus taking
fullest advantage of the access opportunities established. Train
operators also favoured this approach as it would further enhance
the benefits arising from the North West electrification programme.
M-Pact Thales acted as designer and principal contractor, its
client being Transport for Greater Manchester but with Network Rail
using the same contracting mechanism to fulfil its
requirements.
The chosen design option - driven by physical and operational
constraints - involved constructing the three tracks and platforms
along the north side of the existing station on land previously
occupied by an embankment up to ground level, the railway sitting
in a six-metre deep cutting. Immediately beyond this is an airport
building, known as No.4, and the Hilton Hotel which served as
limits for the potential development footprint.
From Network Rails perspective, this package of work effectively
formed Phase 1 and was undertaken during the spring of 2014.
Delivered was most of the construction activity for
M56
HILTON HOTEL
BEWLEYS
HOTEL
CROWNE PLAZA
CAR PARK
CAR PARK
OUTWOOD LANEBRIDGE
NEW PLATFORM 4
NEW CROSSOVER
METROLINK LINE
CARPARK
STATIONBUILDING
CAR PARK
WOODHOUSE LANEBRIDGE
CAR PARKACCESS BRIDGE
BUILDING NO.4
DOWN
UP
2
1
34
(Above) Installation work on the overhead line.(Right) Progress
is made with the new track.
PHOTOS: NETWORK RAIL
Rail Engineer March 201530
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the new platform was delivered (the need to relocate several
location cabinets prevented its completion) as well as the
associated rebuilding of Outwood Lane bridge to include a new
portal for the Metrolink line whilst extending the existing
Platform 3 span to accommodate the fourth platform. This involved
the lifting-in of 28 reinforced concrete beams and 11 parapet units
whilst 118 wagon-loads of arisings were despatched for recycling. A
temporary services bridge also had to be assembled.
The need for a 17-day road closure proved a challenge for all
concerned due to its impact on airport access off the motorway
network. Possession also had to be taken of Platform 3, with
30-hour blockades needed at the top and tail to dewire and then
restore the platforms overhead line. Despite these complexities,
5,000 trains continued to serve the station using the remaining two
platforms and the work was successfully concluded ten hours
early.
All together nowPhase 2 has involved fulfilment of the
track,
signalling, overhead line and remaining platform works, together
with installation of the customer information system (CIS) and
CCTV. Again, the access strategy was subject to discussions with
the airport and train operators, the preferred approach being a
one-hit winter blockade - a
time of year that would cause the least possible disruption to
the travelling public. The station was closed from 17 January to 9
February 2015, with Platform 3 further out of service for the
previous week.
Although AmeySersa - delivering the track works - was appointed
principal contractor, the project actually adopted an
alliance-style hub-and-spoke arrangement with the various firms
engaged through Network Rail: Buckingham Group for civils, Siemens
for signalling, OCR (Network Rails in-house team) for the overheads
and Manchester Airport for the CIS/CCTV.
With nothing available close by, the team secured land a mile
east of the station through Manchester Airport Group, establishing
a compound there in October 2014. This offered sufficient space for
offices and materials storage, but would demand a very disciplined
approach to workforce management and the provision of minibus
shuttles to get them to and from site.
Over the weeks that followed, surveys were undertaken to
validate the designs (Parsons Brinckerhoff for track, Mott
MacDonald for OLE) as well as regular whiteboard meetings to ensure
the robustness of plans for the blockade, with appropriate
contingencies. Where possible, progress was made with the
installation of concrete bases for the new overhead line steelwork.
This took place at Christmas and during the airport branchs limited
Rules of the Route access periods which afford five-hour
possessions for four consecutive nights every six weeks.
Hit the ground runningThe closure of Platform 3 on Sunday 11
January
allowed the team to start work on the careful demolition of a
low 300-metre long retaining wall just outside the ballast
shoulder, as well as carrying out a deep dig between it and the new
fourth platform to make way for the track.
PHOT
O: F
OUR
BY T
HREE
Rail Engineer March 2015 31
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PHOT
O: N
ETW
ORK
RAIL
Possession of the remaining station and the branch back to Heald
Green North/South junctions was taken over the following weekend,
allowing the rest of the wall and the concrete bases for the old
OLE steelwork to be removed. Combined with a 30-hour isolation of
the Metrolink route, the opportunity was created to crane in a
couple of dozen overhead line structures from car parks adjacent to
the railway - a contrast to the conventional installation method
using roadrailers. This allowed an early start to the process of
changing over the wires and then taking out the redundant steelwork
whilst keeping the wires in the air.
Also lifted in was a cantilevered signal gantry from the Hilton
Hotel car park to the end of platforms 3/4. On the face of it, this
appears hugely over-engineered for its purpose, but it allows
testing and maintenance of the signal heads to take place without
the need for an OLE isolation.
Time of the essenceComplicating the track work planning was
the
routes curvature, the presence of an overbridge 170 yards off
the platform end and the ability to approach the site from one
direction only.
Getting the timings right for arrival, departure and movement of
the 14 engineering trains therefore demanded a sharp focus.
The track and drainage work proceeded eastwards from the new
bufferstop, with the panels mostly brought in by tilting wagons to
increase productivity before installation was carried out by a pair
of Kirow cranes. In terms of layout, the Platform 4 line joins the
existing Down Airport via a single turnout just before the
overbridge, beyond which is an existing trailing crossover. To
provide a route from the Up Airport into Platform 4, new S&C
has been established on the curve approaching Woodhouse Lane
overbridge. Whilst this created engineering and design issues, the
proximity of booster overlap zones for the overhead line made this
the optimum location.
In parallel with the track activity, Siemens staff were running
in cables for the signalling and telecoms equipment. To meet
current standards, two RA and OFF indicators have been provided on
each of the platforms; previously there was only one. The routes
conventional signal heads have also been replaced with LED units
from Unipart Dorman. The scheme has involved a data change to the
routes SSI (Solid State Interlocking)
signalling but the most complex aspect has been the associated
works in Piccadilly Power Box where wiring into the existing
system, given its size, proved quite challenging.
Registering the overhead line to the new track alignment
occupied much of the blockades final week. The wires were installed
under tension using Network Rails wiring train, the longest run
being around 1,500 metres. Again, this approach was adopted in an
effort to minimise the amount of disruptive access needed.
The final weekend saw the whole system brought back into use
through testing and commissioning; handback came on the morning of
Monday 9 February. Platform 4s first passengers will arrive in May
as part of the new Spring timetable.
Different worldsProject by project, the upgrades being made
to provide a better railway across the north of England are
being completed, insists Network Rails Area Director Ian Joslin.
The new fourth platform at Manchester Airport station is the latest
example and will contribute to an improved rail service to the
airport.
And it will need that improved service as work on the 800
million Airport City property development gathers pace over the
next 15 years, during which time the intention is to offer new
office space, hotels, advanced manufacturing, logistics and
warehouse facilities on a site north of the station. The
promotional blurb describes it as a vibrant economic hub, much as
Lower Mainwood Farm was a century before.
(Above) Work continues on extending the new platform to its
final length.(Left) New ballast is laid for the Platform 4 tr