Section Activities

A round up of recent activities in our Sections

AS PUBLISHED IN The Journal July 2019 Volume 137 Part 3 SECTION ACTIVITIES

India), section members are enthusiastic to corroded in place. This requires the clips to be apply the advanced technical knowledge and cut out manually with a disc cutter to remove A round up hard-won experience accessible through the . PWI membership. In turn, they’re also very keen to make their own contribution to the Fastclip is now used on all parts of Network of recent collective experience and knowledge held by Rail, Southern Zone being the last to take it up the Institution. in 2010.

activities in CROYDON & BRIGHTON An interesting difference between SNCF and Network Rail is the clips used at Block 12 February 2019 Joints. SNCF still insists on a special short our Sections. Comparison of Track fastenings used by clip at Block Joints whereas Network Rail NR and SNCF has developed a scalloped fish plate to allow standard Fastclip to be used which is more Reports may be abbreviated for Gavin Livie, UK Marketing Manager, efficient, avoiding the use of a special clip. publication in the Journal. Full VIPA-SP baseplates have been developed for versions can be downloaded There are similarities between the railway slab track and structures. It has been used to allow slabs carrying baseplates mounted on from our website: systems in the UK and , both have about 20,000 track miles and the Network the spanning ‘Lids’ over subways to be cast Rail system is used by 4.5million passenger upside down leading to much improved setting www.thepwi.org/technical_hub/ journeys a day and SNCF by 4.7million out of the finished track alignment. section_activities passenger journeys per day. The SNCF system however is maintained by a company RFF. Pandrol are providing under sleeper pads The railways in both countries are now required which allow better interlock between sleepers to conform to both CEN testing standards and and ballast which has been shown to reduce BENGALURU the Interoperability requirements. The CEN the need for tamping. requirements have six categories ranging from 26 February 2019 Light Urban Category A with speeds up to 100 14 March 2019 First section meeting in Bangalore kilometers per hour (kph), up to High Speed The High Speed Rail Project Stephen Barber, President, PWI Category D with speeds up to 380 kph which (from Planning to Construction) covers TGV lines in France and is being used Matthew Savastano, WSP Friday 26th February saw our President, for the HS2 line being designed in the UK. Stephen Barber, address the first meeting of Category A lines have a sleeper spacing of The speaker for the evening Matthew the PWI’s newest Section, based in Bengaluru 800mm and all others 600mm. Savastano, Technical Director of the consulting (Bangalore), . Stephen was greeted Pandrol has developed the Fastclip to fit a engineers WSP was introduced to give his talk at Arcadis’ offices by section secretary, sleeper which is acceptable for Interoperability “The California High Speed Rail Project (from Srinagesh Rao, and Jagadish Subbaramaiah, certification. Planning to Construction)”. Arcadis’ Technical Director, Rail Systems. Matthew said he started life on the railways The meeting was well-attended by engineers This has required considerable testing of the as a Guard in 1975 and shortly after joined working for a number of railway Fastclip at the Pandrol development facility. British Railways’ Civil Engineering Department engineering consultancies based in the A special rig has been constructed which followed by various Civil Engineering Bengaluru area. Stephen (who took a couple enables the clip to be subjected to 3million Consultancies. This led to the job with WSP of days out of a prearranged holiday to visit loading cycles at 4/second (4 Hertz). A key working on their part of the California High the Section) gave a presentation outlining development to faster working in possessions Speed Project. the PWI’s origins, how it currently supports has been the mechanisation of track work. members, and some thoughts on how the Pandrol has developed the clipping / unclipping The State of California in the USA has Institution intends to develop and grow. In bogie which will deal with 15/20 clips per determined a need for a High Speed Rail discussion, section members explained their minute and the larger more recent machines Project because of congestion on the Aircraft input to a number of UK rail infrastructure can achieve 60/70 clips per minute. Clipping flight paths and the Interstate Highways schemes, including Derby Station remodelling and unclipping can be the most resource between and and and Holytown–Midcalder electrification intensive and time-consuming activity in other adjacent cities. The State of California in Scotland: work they’re understandably a possession. Network Rail however has has a population of 39.6 million (UK 66.8 proud of. Whilst also designing p-way and experienced difficulties with its Track Relaying million). other infrastructure for US railroads and Train because a wide variety of clips are used for metro systems across the globe (and in in existing track and some of the clips are Planning for the new line commenced in 1993 and took until 2015 when some construction commenced.

There are many challenges to construction in the region. The area is subject to earthquakes with faults in the area of the tunnels through the mountains. Water abstraction to support farming in this semi-arid region has led to a fall in ground levels of 30 feet between 1925 and 1977 on some sections of the route, which may lead to challenging conditions for the construction of bridges and other structures. Design of the route is based on Japanese, Taiwanese and European High Speed Railway standards using Electric Traction with speeds up to 200 mph to give a minimum journey time of 2 hours 40 minutes over the 700 miles between San Francisco and Los Angeles. However, cost pressures have led to some reductions in specification. Tunnel sizes have been reduced from 29 foot diameter to 27 foot diameter which leads to a reduction in maximum speed. Also, the existing tightly curved alignment out of San Francisco West of Section: Oxford Project is now to be used to the city limits also

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reducing speeds and costs. Currently only the 13 February 2019 Full details will be published in a future Journal. Bakersville to Fresno section will be on a new Edinburgh Waverley Capacity High Speed alignment and this will not be in Improvements A closely fought contest took place before Operation until 2032. It will be interesting to Will Storey, from Story Rail Contracting in the assembled audience from the various see if our own HS2 is in operation first. Carlisle Institutions. A lively question and answer session followed before Martin Cresswell gave a vote of thanks Tom Wilson welcomed members and After completion of the presentations and for a very interesting presentation which introduced our speaker for the evening whilst our distinguished judging panel came to was greeted with warm applause from the Will Storey, from Story Rail Contracting in their conclusions, a buffet was on offer to the audience. The meeting was attended by 26 Carlisle. His presentation for the evening was assembled company. The event this year was members and visitors. Edinburgh Waverley Capacity Improvements. hosted by Brodie Engineering of Kilmarnock. The contract for the works was jointly financed The judging panel, under their spokesman GLASGOW by the Scottish Government in Edinburgh and John Campbell of Strathclyde Partnership the UK Department for Transport in . for Transport, gave their judgements for the 16 January 2019 The scope of the works were to extend evening. The winner was a paper on the Polmadie & Rutherglen Remodelling Platform 12 to accept 8 car, 23m long trains Introduction of Class 365 trains into ScotRail, (PARR) for ScotRail services, as well as create 2 new from Michael Edwards. Michael is a Graduate Liam McCallum, Eddie McLoone & Paul platforms 5 and 6, which were previously the Engineer, with SNC Lavalin in Glasgow. His Murphy, Northern S&C Track Alliance in motorail loading sidings and had been out chosen prize was two First Class return trips Motherwell of use for many years. These new platforms to London, with Caledonia Sleepers. In second were to accommodate 10 car, 26m long place was a presentation from Callum Watson We were delighted to welcome Stephen trains operated by LNER. As well as creating also of SNC Lavalin on Glasgow Subway Barber, our President, who started his journey the new extended platforms, for the future Modernisation. Callum’s chosen prize was a as a Railway Engineer in the Glasgow Section. expansion to the station Platform 6 and the trip on the Network Rail Measurement train. Stephen gave a short address on the current extended platform 12 were to be aligned to In third place was a presentation on the future healthy state of the PWI, its finances, and allow more through platforms. The contract of Perth from Juan Galan of Network Rail, its respected position now as a fully certified for the works was originally given to Carillion Juan’s prize was a trip to the Forth Rail Bridge. Institution to award Professional Registered Rail, who subsequently collapsed after starting Engineers membership. At the end of 2018 the works. Story were appointed at the new David Shirres gave a vote of thanks to all the we now have in excess of 100 registered contractor to finish the works, and commission participants and the people who made the engineers at the three Grades of membership. all the new and previous works. There was also event happen. The meeting closed with 35 The Institution now has a full calendar of another PWay element of works on Platform members in attendance. local Section meetings and a growing number 10; to provide a new platform signal and an of Technical Seminars during the year, in S&C connection to the West end of Platform Wednesday 20 March 2019 a variety of subjects. We also have a good 11. Whilst this work slightly shortened the The California High-Speed Rail Project - number of corporate members to support length of the platform, its use by LNER trains from Planning to Construction these activities, showing that the companies would stop after the new platforms were Matthew Savastano, FPWI, WSP Group recognise the benefits that the PWI has to created and were more than suitable for all offer, in particular for younger engineers other train companies. The new platforms also Tom Wilson welcomed members and starting out on a Railway Infrastructure career. needed to be fitted with Overhead Lines and introduced our speaker for the evening The PWI board are currently 3½ years into revised signalling.Waverley station currently Matthew Savastano from WSP, who gave their 5 year plan, which is intended to grow sees 30m passengers a year and the existing his presentation The California High-Speed a sound financial future. Links have been infrastructure was not suitable for these Rail Project - From Planning to Construction. formed in a number of universities within the numbers. In addition, plans are in place for Setting the scene of his presentation, Matthew UK helping to disseminate and reinvigorate new Trans Pennine services from Newcastle to took us through the history of transport in knowledge of Railway Infrastructure to a wider Edinburgh and space is need for these trains general, and railways in particular, in the USA audience. Additional Vice Presidents have also also. and the vision for High Speed Railways (HSR). been recruited to strengthen the process of sharing ideas and resources. Whilst work on the new platforms took place USA Transport: they were disconnected from the rest of the In terms of passengers, rail has fared badly Our joint presentation for the evening was a station. Although spoil was taken out and since the 1960s against bus, car and air travel. locally based one on Polmadie and Rutherglen new materials were delivered by rail under There has been little or no Federal investment Remodelling, or PARR as it is called for brevity. possession, in total around 7000T of new base in rail in that time; for example, of the Federal The project took place in stages over about and ballast was needed in the construction, investment available in 2008, intercity 6 months and involved the remodelling of along with 250 pre-cast concrete units for the highways took 76%, air corridors 22% and Rutherglen East, Central and West junctions. platforms and 2000sqm of platform surfacing intercity passenger railways just 2%. In terms The project included the replacement of 1970s materials. The works also involved removing of freight, the US moves the highest volume S&C layouts at 13 point ends, and renewal and and re-siting a current escalator. Mostly all the per year in the world – the freight routes are redesign of 5km of plain line. It included the works are now commissioned and in use. Only self-funded by the owning companies and are associated signalling equipment, provision of the new signalling and S&C from platforms 10 maintained for speeds commensurate with Bi-directional signalling and the associated to 11 need to be finished during a wheels free the predominant traffic. Routes with Amtrak 12km of route OHL. The S&C provided was block. operated passenger trains can run at higher manufactured by Progress Rail and offered speed – for example on track type Class 3 higher speeds to trains. The OHL required John Oates from Babcock Rail International sections at 60mph instead of 40mph maximum 61 new mast bases being vibrated into their gave a vote of thanks to Will and the meeting for freight trains - but there are few of them. final position. These replaced 40 year old closed with 18 members present. There are some higher speed passenger headspans to the UK1 design. A total of 20 four routes, notably on the East Coast, with track track headspans were installed. These proved 14 February 2019 type Class 5, 6 and 7 permitting speeds at to be a challenge to manoeuvre into their final Developing Professionals Presentation 90mph, 110mph and 125mph respectively. place around the existing OHL. All work took Competition - REF Scotland - Joint meeting On a short section of the North East Corridor, place in a number of blockages whilst trains with the IRSE, CILT, IRO, ICE, YRP and ACELA express trains can run at a maximum were diverted away from the working area at IMechE 150mph. weekends. Nearby Bridgeton yard was used as a project base. As with all projects the weather David Shirres, the IMechE Secretary opened HSR Vision and Timeline: played its part with snow, ice and rain. the Competition and welcomed members. Successive US Presidents have pushed some Greig McMillan from Arcadis gave a vote We originally had four short 10 minute level of HSR agenda, starting with Lyndon of thanks to our three presenters and our presentations on a wide range of subjects. Johnson in 1965 with the High Speed Ground President and the meeting closed with 42 However, one entrant failed to appear to Transportation Act. Amtrak was formed in members present. do their delivery, so on the night we had 3 1970, and the Passenger Railroad Rebuilding presentations. Act came into force in 1984. George H. W.

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Bush introduced the National Maglev initiative more detail. The Cap and Trade programme some of the emerging technology, especially (dropped later due to costs and risks), together caps greenhouse gas emissions at a specific that which displaced human involvement. with a proposal for 5 HSR corridors in 1991; amount each year, and the cap decreases followed in 1992 with a project to provide a about 2-3% annually until it reaches 1990 Sean Tarrant proposed a vote of thanks, which California corridor linking San Diego and Los emission levels. The State Air Resources was heartily endorsed. Angeles with the San Francisco Bay area, Board determines the number of emission Sacramento and the San Joaquin Valley. allowances to provide for free, to auction, or to 3 April 2019 sell to industrial businesses that emit 25000 Techs Factor Competition Constraints and routes proposed: tonnes of carbon dioxide each annual quarter. • San Francisco to San Jose and Palmdale to Each allowance permits the emission of one The evening started with Oliver Scholey Anaheim – existing 79mph railway • Pacheco tonne of carbon dioxide, with 25% of cap and and Chris Harler from Balfour Beatty who Pass and Tehachapi Tunnels • Calaveras, trade proceeds going towards HSR funding. presented on the Eleclink Project. Ortigalita, San Andreas and San Gabriel Faults • Central Valley Farms. Construction and Maintenance: They introduced the project to connect the UK Matthew described various works in progress and France Electricity grids using a HVDC Northern Tunnels and Faults and Southern and the methodology used. Structural concrete cable fitted within the Channel Tunnel. They Tunnels and Faults. There are also major is mostly cast in-situ; pre-cast not normally described the monorail system that will be constraints in the San Francisco and Los considered the best option. Construction of used to pull the cable into the Channel Tunnel Angeles urban areas, together with the Fresno Trench detail was covered, as was in 2.5km sections. The monorail system is remarkable “sinking” Central Valley area. maintenance facilities to be provided for the fitted above the tunnel cooling pipes between infrastructure and trainsets. the tunnel and the . A key Design Standards and Interfaces: feature described was the supporting brackets, Design is based on a combination of CFR/ Tom Wilson gave a vote of thanks to Matthew designed with no welds. At present the AREMA/THSRC/TSI/EN/JNR Standards for and the meeting closed with 22 members in monorail is installed, and cable pulling utilising minimum horizontal radii, maximum gradients, attendance. a bespoke haulage train is due to start soon. minimum segment lengths, spiral design, turnout geometry, dynamic envelope limits, LONDON Next Heng Hoe Cheong from TfL described typical earthworks cross-section, aerial “An Analytical Approach in Reviewing Plain structure cross-sections, trench cross-section 4 March 2019 Line Tamping on LU”. He has been attempting and tunnel cross-sections - based on train Novel Approaches to Track Maintenance to find if tamping affects the rate of degradation speeds and performances. Matthew showed Sharon Odetunde, Head of Academic of track quality. To do this he took data from detail sheets of each Standard and elaborated Partnerships, RSSB the Track Quality Dashboard for the JNP where necessary. The design represents Lines. He filtered the data so that it excluded proven practice in the US and elsewhere in the The evening’s proceedings commenced with areas which were not relevant. He attempted world. the Section General Meeting. The Chairman to correlate degradation rate against various and Vice Chairman, Sean Tarrant and Mike factors including rail type, sleeper type, ballast Variation in air and rail temperature can be Barlow, are already appointed for 2018/2019 age and tonnage. The key lesson learned was extreme and wide ranging over the length and 2019/2020 so remain in post at this that data should be unified as data sets are of the route. Matthew showed details of the stage. Tom Utley will remain as Secretary and currently split across many sources. design Standard being developed. Alberto Carrera as Treasurer. The rest of the Committee remains unchanged. David Tattersall from TfL presented on Design Standards and Analysis for Stressing: “Modernising Track Maintenance and Matthew then discussed the proposals to The Chairman then invited Sharon to present Asset Management with Computer Vision”. interface high speed trains and existing her talk. Sharon explained that she worked Computer Vision is the attempt to replicate services in the San Francisco Bay and in the research and development part of the abilities of the human mind and eye using Los Angeles areas, both of which present RSSB and her team was very much involved digital cameras and computing power. The considerable problems due to physical in “horizon scanning”, ie looking out for benefits it has are for the collection of asset alignment, clearances, platform heights, innovations and ideas wherever they might data and identification of defects utilising ground conditions and proximity of surrounding arise. Indications can come from, for example, operational trains. David’s aim is to be able to infrastructure. In particular, the electrification of social media and new patents, often outside automatically collect track data using cameras in San Francisco will require innovative the railway. Sharon’s role is to identify where and algorithms. The strategy is to first utilise solutions in catenary design and infrastructure opportunities and threats may exist for the existing data, then develop software and finally alterations to provide both passing and railway, often over a longer timescale than invest in higher specification equipment. In electrical clearance. would concern the train operating companies. doing this project, David has gained links into A particular example is the development of the discipline of Data Science. Trainsets: machine learning technology. Robots can Matthew showed details of the HSR Authority’s “learn” to identify and fix problems and this may Finally, Sam Jones and Mathew Norris Tier lll Trainset Performance Specification. one day be applied to some aspects of track described some of their experiences on This lays down clear performance criteria inspection and maintenance: we already have TGW (The Greater West) programme. They for manufacturers, including crash energy video inspection with pattern recognition, in described the project they were working management, a derailment protection device, which a change in image between inspections on between Patchway and Cardiff on the and reaction to a notification of an operating will be flagged up. However, Sharon suggested Great Western Mainline and gave details of basis earthquake. Comparisons of candidate that there should still be room for human trainsets, both standard width and wide-bodied validation of the outputs of such systems (apart configurations, from world-wide manufacturers from anything else, to maintain staff skills). were then displayed by Matthew – the Authority places high importance in the sourcing of RSSB has carried out an exercise with “open trainsets with proven service records. The data”, in which data on rail surface condition Caltrain trainsets, incorporating two sets of has been drawn from a number of sources and doors to accommodate different platform used to predict squat growth and causes of low heights, provided an interesting diversion. adhesion, in both cases with a view to enabling mitigations to be proposed. Sharon ended her Programme: talk by referring to SPARK, the online library of Programme and Phased Implementation RSSB’s research reports. will be from 2022 to 2026 and the expected completion date is in 2029. During a lively question and answer session it was recognised that public acceptance, Costs and Funding: safety concerns, human factors and industrial London Section: Techs Factor The Procurement Contracts, and how the Cap relations would probably limit the application of and Trade Funding works, were explained in Competition

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how they had endeavoured to get effective SOUTH & WEST WALES Continuing vigilance in identifying broken or collaboration to aid in design delivery. They cracked , tache ovales, squats and took the audience though the various design Minutes of PWI S&WW Section Meeting rail foot arcing damage in 3rd rail areas was management processes they had used and 14 January 2019 required as these were a constant failure how they managed various stakeholders. Key Chairman: Paul Dally mode beneath the diminished numbers of RCF challenges on the project included multiple Venue: Network Rail Office, St Patrick’s defects. designs with varying design maturity and House, Penarth Road, Cardiff limited space for construction in some areas. Turning to developments in railhead Lessons learned were the importance of Paul Dally in the absence of Andy Franklin maintenance, the extension of rail life was the having “Rules of Engagement” for reviews who was ill opened the meeting and holy grail and Rail Milling was seen as a way combined with good designer/reviewer welcomed everyone to the Network Rail forward. Removal of up to 5mm of rail head by relationships and construction input. Route Headquarters Offices in Cardiff. After a milling machine working at 4mph was now informing visitors of all the section notices to possible. Periodic use gave the possibility of Following refreshments, the judging panel hand, Paul invited Brian Whitney (Engineering extending rail life in some locations to 20years awarded the Peter Coysten Trophy to Expert [Track and S&C]) from Network Rail where previously rail was changed every Oliver and Chris for their Eleclink Project HQ to deliver his presentation on Recent 5years. presentation. Developments in Rail Management – Eddy Current to Induction Welding. Induction welding was seen as another NORTH WALES development to complement Thermit and Brian started by reviewing the annual broken Electric flash butt welding. Requiring less 14 March 2019 rail statistics. These had reduced dramatically power (10%) than a flash butt welder the Electrification Schemes: Technical, from around 1000 in 1999 to just over 100 induction coil surrounding the rail head was Delivery & Authorisation Challenges in 2018. During this time tonnages on major under test and approval to ensure even heating John Fry, Technical Head E&P, routes had changed from 20million tonnes/ of the head foot and web for different rail Infrastructure Projects, Network Rail annum (mta) at 100mph to 50mta at 125mph. sections and rail grades. A particular challenge During this time elimination or management of was encircling the rail with the inductor and still March’s Chester meeting was attended by rolling contact fatigue (rcf) had been a focus being able to remove it after forging. Heating 7 members and 1 visitor, apologies were of attention, but this had highlighted other and forging the weld area left only a narrow received from a further 3 members. The low incidence but high consequence defects band of hardness and bend test results are evening’s presentation was given by John which were now being targeted. Maintaining good. But there is still much reliance on the Fry of Network Rail. He gave a fascinating corporate memory of previous incidents was Thermit weld. Experience gives a low failure and informative talk entitled ‘Electrification important to prevent repeating trends that had rate of 1:50,000 per annum and a rejection Schemes: Technical Delivery & Authorisation been eliminated. Brian outlined how he had rate of 1.5% mainly due to external causes. Challenges’. The evening was closed with a joined the industry 4months before Hatfield The flexibility of a Thermit team with its easily vote of thanks from Alastair Roberts. to investigate rail defects and failures for a man handled equipment is still hard to beat provisional period of 18months. 18years later in contrast to the heavy power generator and 4 April 2019 he was still extremely busy with no sign of his welding heads and the need for on-track or Five Decades of Derailment Investigation workload diminishing! near-track plant for other forms of welding. The Mike McLoughlin, Managing Director, speaker believed that with advances in welding XDrail Ltd Management of rail health was closely reliability it would soon be possible to remove tied to Ultrasonic testing and by selective the proximity limitations from adjacent welds April’s Crewe meeting was attended by 15 grinding. Both of these processes are now having been a challenge to cut in new rail for members and 2 visitors, apologies were train mounted for speed of work and safety many years. received from a further member. The lunchtime of staff. Procedures had evolved that allowed presentation was given by Mike McLoughlin. effective measures to be taken to control the Looking into a crystal ball Guided Wave He gave an informative talk entitled ‘Five risk to safety by Business Critical Analysis. Ultrasonic offered some improvements in Decades of Derailment Investigation’. The Technological development had enabled obstructed areas like level crossings by meeting was closed with a vote of thanks from crack depth below railhead to be monitored monitoring, and comparison of new rail as it Les Fox. for rcf control, replacing previous systems deteriorated in service. With PLPR there was which often measured crack length parallel to a need for improved dialogue to the follow 11 April 2019 railhead as a major factor in defect depth. Eddy up teams to be given as much information as Level Crossings - Suitable & Sufficient Risk Current measurement using 10 measuring possible about suspected defects to avoid Assessments coils independently sprung across the railhead other obvious but perhaps non critical defects Andrew Allen, Senior Engineer, Aegis and being almost contactless was driving assuming undue importance and masking these developments. Vast amounts of data serious more hidden defects beneath. Finally, April’s Chester meeting was attended by 9 were generated which were downloaded into Brian postulated a new HDFTO rail section members, apologies were received from a the rail defect management system (RDMS) with a much deeper head and thickened foot further 2 members. The evening’s presentation which by accurate location methods could compatible with 60kg rail. This rail would allow was given by Andrew Allen of Aegis. He correlate defects into 22yard (20m) lengths repeated milling to reprofile the running contact gave a reflective and informative talk entitled for progressive monitoring and action where surface and offer greater rail foot strength. ‘Level Crossings – Suitable & Sufficient Risk necessary. Data interpretation into information Assessments’. The evening was closed with a that could be acted upon in line with standards A vote of thanks was proposed by Graham vote of thanks from Alastair Roberts. and specifications enabled prevention Barnard after asking Brian for his thoughts on of an unintended EROS. For example, a S&C design and the differing requirements 2 May 2019 20mph emergency restriction of speed on for transitions for facing and trailing switches Resignalling on Merseyside: Weaver - a busy main line had possible charges of for passenger and freight trains. Brian agreed Wavertree Project £250,000 in train delay costs. Visualisation that there were different criteria in all these Peter Veryard, Network Rail & Les Fox, and explanation of rail wear and the ability cases which were being considered for the Atkins of data interpretation into spreadsheets, by NR60 mk2 design of S&C. The vote of thanks combining traditional wheel-rail engineering was carried by all and the formal meeting was May’s Crewe meeting was attended by 3 and computer engineering skills, was enabling closed. members and 3 visitors, apologies were the information to be manipulated to determine received from a further 3 members. The trends. Brian discussed the identification of 11 February 2019 lunchtime presentation was given by Peter rail foot corrosion in older rail from the 1960’s The Use of Drones in the Rail Industry Veryard of Network Rail and Les Fox of after 5~600mgt. There was a need to identify Mark Jones, Head of Unmanned Aviation Atkins. They gave an informative talk entitled precursors to failure which are typically small RUAS Newport Resignalling on Merseyside: Weaver – rail dips (10μR) in plain line at discontinues in Wavertree Project. The meeting was closed support such as at bridge abutments. To a splendid turnout of 28 members and with a vote of thanks from Lynne Garner. visitors the section hosted a visit of the President Elect of the Institution Joan Heery

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and heard a most interesting presentation from the route contained approximately 10% of the practice that the speaker hoped would lead to Mark Jones on ‘The use of Drones in the Rail structures on Network Rail. The route had excellence in the repair and maintenance of industry’. Our Chairman Andy Franklin asked 5No. major structures comprising 3 bridges the many small and larger timber structures Joan to say a few words to those present and (Barmouth, Britannia and Conwy) and two on the Cambrian lines and Wales route. this was an address of three parts. Describing tunnels (Severn and Ffestiniog) and Barmouth Previous repairs had generally been with the changes in the Presidency and CEO of the would be the subject of tonight’s presentation. softwood which is particularly prone to timber PWI, Joan explained she would be assuming Barmouth Viaduct is a 700m long Grade 2* rot but is relatively cheap in first cost. Steel the Presidency whilst the current President listed structure of 113 spans carrying the Dovey strap bars and bolts are also liable to severe Stephen Barber would become CEO as a to Pwllheli line (DJP) across the rusting. Given that the future of the railway was consequence of David Packer’s retirement. Mawddach estuary. The viaduct is constructed considered essential to the tourism industry Joan continued by describing her career to of timber with one time navigation spans at the of the region, the bridge and its heritage value date with contractor, client and consultant north (Barmouth) end constructed of steel. As justified longer term solutions for future repairs. and her work as a supervisor, mentor and a listed structure for the timber viaduct (but not Thus, the current works would see attention to reviewer for the PWI Professional Review and the metal spans) proposed maintenance works the inter tidal barriers to prevent water ponding Registration of candidates with the Engineering which might affect the bridge are required to under the bridge at low tides and encouraging Council. Her Presidential emphasis would be approved by the local planning authority shipworm attack. The timbers would be be on the development of the Sections and as Listed Building Consent. CADW (in Wales) replaced where possible with Greenheart and encouragement of individual membership. maintains the ‘List’. The talk that followed oak timber which could be sourced locally with Mark Jones, Head of Unmanned Aviation was based on presentations to the planning current plantings, and stainless steel would Services at RUAS then took members on a authority for consent. retain joint integrity for longer. roof height tour of stations including the flora and fauna of the chimney stacks, cliff hugging The viaduct was constructed of timber as Andy gave some indication of the scale of the surveys of the Dawlish area, inspection of this was common at the time but wood has timber requirements and the nomenclature. the lights at the top of the tower and the limited life and the viaduct has seen major 8% of piles inaccessible parts of the OLE – all courtesy of maintenance carried out several times in its 37% of edge beams the powerful video cameras carried by drones. 150year life. There are a number of timber 55% of main beams Our speaker explained the short history of viaducts in Wales and after discussions with 42% of Corbels drones and RUAS and of the regulations that CADW and the local authorities it was agreed 17% of Diagonals his organisation had to comply with to gain that Barmouth Viaduct would be retained 73% of Crossheads the Permissions from the CAA necessary as a timber structure. Other listed timber 51% of Walings to operate commercially. During the last bridge structures at Loughor (SWML) and 7% of Bracings 18months RUAS had flown 1250 flights over Pont Briwet (DJP) near Porthmadog have 35% of Pile Casings. the Network Rail infrastructure lasting between been reconstructed in recent years in modern 2 and 25 minutes. Cost and capability of the materials after they were delisted. Now the To enable future maintenance the bridge would various drones was discussed, as was their current maintenance of Barmouth Viaduct was be modelled to BIM standards to enable future operating cost and this led to a discussion on due. inspection possibly by the maintenance gangs. the advantages and disadvantages of both Timber bridge examination and consequential drones and manned helicopter use for the Timber viaducts were constructed for speed repair much later as contract work was various tasks identified. and initial cost and are suitable for founding proposed to be replaced by examination on sand due to their relative flexibility. The and maintenance. This would see transfer of The use of specialised cameras to capture more complex navigation span in metal was funding to the maintenance budget to reflect different wavelengths and distance enabled initially an iron drawbridge replaced in 1900 increased ‘dayworks’. drones to be used for temperature variation with a manually operated swing bridge in steel within trees and buildings, mapping and which was made fixed in 1979. Andy showed The timber deck to the bridge also extended to LIDAR - obviating the need for ‘boots on the interesting photographs of the roller bearings the public walkway and this was proposed to ground’. The new station survey at Old Oak and gear mechanisms in good condition in be to a modified detail seeing shorter timbers Common took 4man days to fly compared with the bridge. However, he also showed pictures used which could be further shortened as the 12 weeks by conventional methods. Future use of exposed steelwork in poor condition ends deteriorated. This would also allow a is anticipated for gauging in tunnels and it has and explained how thin or missing material modified detail to the main beam layout which already been used for inspections of tunnel would be replaced in similar style with fake could be considered to strengthen the bridge shafts. rivets to retain an authentic look. The short longitudinally. wheeltimbers resting on the deck would be Answering questions during the presentation, modified to give better drainage detail and Responsibility for the rail bridge was with the meeting used nearly all the contingency would also be fitted with better trackfixing. With Network Rail but the council was responsible allowance and fearing an overrun of our repairs completed the metal would be cleaned for the adjacent walkway. The council meeting room possession, the Chairman prior to application of a nominal 25year paint contributed to the upkeep of the whole curtailed further questions and called upon system which, in the conditions of marine structure with a £35k grant which at one time Joan Heery to close the meeting with a vote of exposure and construction detail, was hoped to was collected by tolls. Maintenance of the thanks which was carried with a well-deserved give a 15year life at this site. council owned toll house amenities (particularly round of applause. provision of toilet facilities) had caused the Cost analysis of the whole life costs of council to abandon toll collection and close 11 March 2019 refurbishment and replacement of the metal the toll house. Under the refurbishment Barmouth Viaduct and the Major Works in spans was undertaken. This clearly showed proposals NR has proposed to upgrade the CP6 that replacement offered the best value. This toll house in lieu of provision of temporary site Andy Cross, Route Asset Manager was forecast at £13.8m compared to on-going accommodation and then on completion allow (Structures), Network Rail Wales refurbishment costing up to £30.9m over a the building to be used for toll collection once 120yr lifespan. again with use as a tourist amenity. Andy Franklin opened the meeting by welcoming everybody and after the usual There was no option to replace the timber Concluding his presentation Andy gave the formalities of fire safety and agenda business spans, due to its listed status and the scale timeframe for the works which were now at invited Andy Cross, Route Asset Manager of the structure. Therefore, the focus was design stage. Autumn 2021 would see major (Structures) NR Wales Route to present understanding the extent of refurbishment work commence on the timber spans with a ‘Barmouth Viaduct and the major works in works required and how NR could get the best disruptive possession in 2022 which would also CP6’. Andy commenced by outlining his 30 value and long term durability of the works we see the refurbishment of the metal spans. year career in the railway industry starting do. The last major intervention on the timber Questions from the audience probed the with LUL and progressing via consultants spans was in the 1980’s when repairs were risk element of the work with the speaker to Railtrack with a specialisation in bridges carried out against a headline grabbing attack discussing managing risk within the and structures. Andy joined Wales route at by the Taredo Shipworm. Experience with other organisation by proposing in-house repairs and inception and explained how the structural timber bridges and the creation of dedicated not employing contractors who would price for assets were maintained as 5 areas and how maintenance teams was developing best risk.

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A final question was asked regarding load found to be in good structural condition for the company, via a standard questionnaire. This capacity and it was revealed that Barmouth proposed use. Tracklaying to Laverton was information is required to calculate the stopping would not be the load determinant of the completed in 2013 and services to Broadway process and to choose the most appropriate Cambrian route but at RA5 ballast trains would on Good Friday 2018, allowing a 28 mile round buffer stop type. Design, and following still need to run with part loaded wagons when trip to be made. Again, the station had to be acceptance of the offer of supply by the hauled by class 37 locomotives. rebuilt and appeals for funding launched. client, manufacturing is carried out by Rawie. Relaying the double track through the Arrangements for delivery and installation A round of applause concluded the evening platforms in jointed BH on wood to maintain the guidance are made by Jeremy’s company. when visiting Vice President Paul Ebbutt heritage feel was a major cost when elsewhere Jeremy described these processes in detail, proposed a vote of thanks and stated that he serviceable FB concrete LWR/CWR was used. including the provision of the Certificates of was thwarted by late running trains in trying to Station buildings and a new signal box in Acceptance and Conformity. walk the viaduct in 2018. He hoped to try again period style have been built with a recovered when the section visits the bridge during the footbridge. Jeremy then showed examples of the different current works. types of buffer stops available – fixed, fixed THAMES VALLEY hydraulic, friction hydraulic and friction – 8 April 2019 together with some one-off specials. He Re-building the Railway to Broadway Wednesday 1 May described in Richard Johnson, Chairman, Buffer Stop Design - Hints and Tips detail the structure of a friction element, and Gloucestershire & Warwickshire Steam (Jeremy Smith) & PWI practical Trackwork the calculation for an example of the type Railway PLC Challenge November 2018, Rothley, Great installed Central Railway (Malcolm Pearce) at Blackburn depot. Richard Johnson, Chairman of the Gloucestershire and Warwickshire Steam The Chairman introduced our first Speaker for Four short film clips followed of trials carried Railway, made a presentation ‘Rebuilding the the evening, Section Fellow and regular out on various types of buffer stop: Bradford in Railway to Broadway’, but not before Stephen Chairman Jeremy Smith and invited him to 1945, Upminster in 1992, St. Pancras in 1997 Barber past President introduced himself as present (at very short notice!) his paper entitled and Japan in 2007. Finally, Jeremy reminded the new CEO of our Institution. “Buffer Stop Design – Hints and Tips”. us that “Energy in a moving train will not Jeremy introduced his presentation with a magically disappear on striking a buffer stop, Stephen explained the changes that had brief description of the company for which he it has to be dissipated by full assessment, occurred as David Packer retired from is Managing Director, H.J. Skelton & Co Ltd. appropriate design of buffer stop, and the role of CEO and how Joan Heery had His company supplies various components installation to rigorously applied standards”. assumed the Presidency as he had stepped and materials to the rail industry, and is the into the CEO role. For the future, Stephen UK and Eire supplier for the range of buffer At the end of his talk Jeremy took questions saw consolidation of the Engineering Council stops designed and manufactured by A. and discussed comments from the audience. Professional Registration of PWI members as Rawie GmbH & Co. KG based in Osnabrück, The Chairman then introduced our second the industry sought recognition of competency . It is this product that Jeremy said he Speaker for the evening, Section Fellow and for engineers. This was an important addition would be describing to us. regular Secretary Malcolm Pearce and invited to member facilities in addition to section him to present (again at very short notice!) his meetings and activities which might need to Using a series of slides, Jeremy first showed paper entitled “The PWI Practical Trackwork be encouraged to seek a wider membership a couple of incidents resulting in catastrophic Challenge 2018 – Rothley, Great Central base in colleges and universities, which are train derailments following runaways Railway”. the training bases within the new railway demolishing end-of-line buffer stop installations (An illustrated report of the event appears in infrastructure industry. – “nonstop” as you might term them! Jeremy the April edition of the PWI Journal, and a then moved to the serious business of buffer more detailed account with an extended range Richard Johnson introduced the GWSR as a stop design in the present-day railway, which is of images will appear on the PWI website late build main line between Birmingham and intended to minimise damage to infrastructure, technical hub shortly. Malcolm’s presentation Cheltenham by the GWR, but it was never a train, other rail traffic, personnel and any encompassed both these reports). very successful alternative against the Midland adjacent public property in the event of an route and was closed and lifted in the 1970s. over-run causing a train to strike the buffer At the conclusion of the presentations the The society formed centred on Toddington stop. Chairman conducted a Q&A session which station which was largely intact but trackless. provoked considerable discussion and Relaying of 400yds of track allowed train In the past, buffer stops usually just marked comment. He then asked Richard Antliff to running to start in April 1984 and gradually rails the end of a running line or , useful propose the vote of thanks to our Speakers; his reached Cheltenham Racecourse by 2003. for “easing-up to” when marshalling freight eloquent motion was carried with acclamation. Most buildings on the line were demolished trains but largely ineffective if hit with any at closure and details were given of their force. Nowadays specifications of train WESSEX rebuilding and the resourcefulness of members weight, approach speed and contact area will and cooperative authorities to recreate a determine the design of a buffer stop for a 27 February 2019 railway atmosphere of the early 20th century. particular location. Dissipation of the kinetic Cardiff Intersection Bridge Engineering maintenance was not neglected, energy in the train on striking the buffer stop Phil Holbourn, Holbourn Engineering with details of rolling stock rebuilds and repairs and the resistance of the latter to rotation and also of major earthwork failures which saw and disintegration are essential elements to Philip Holbourn gave an excellent presentation the line operated in two halves whilst appeals achieving the objectives. regarding the challenges of The Greater for nearly £2m were made (successfully) and West Electrification under the key bridge the remedial works carried out. Jeremy then took us through the technical at Cardiff which carries the main link from aspects of design, based on the guidance Cardiff Queen Street to Cardiff Central and Operations on the railway consolidated. in the Railway Industry Standards, their Cardiff Bay over the 4 track Great Western Special trains operated in conjunction with equivalent in Eire, Network Rail, LUL and Railway mainline. Phil outlined how in order to race days (3 trains, 1000 passengers for IÉ stated ranges for speed, deceleration, increase clearances for OLE and to minimise the Gold Cup in 2019) and theme days give maximum longitudinal movement and train construction excavation, a slab track option added reason to (re)visit the railway. It now weight. As examples, Jeremy quoted the had been determined at feasibility stage. has a turnover of £2m, 140,000 visitors, 900 following train weight ranges: What followed was a comprehensive overview volunteers and 7 staff for the more mundane Network Rail: Lightest train 46 tonnes of the design principles and associated administrative work like managing 500 coach Heaviest train 3460 tonnes maintenance challenges with reinforced parties LUL: 218 tonnes to maximum 300 tonnes concrete slab track. Benefits of slab track IÉ: Lightest train 67 tonnes include reduced construction depth and Extension to Broadway was initially ruled out Heaviest train: 900 tonnes. good alignment fixity hence clearance due to concerns over Stanway Viaduct but Criteria for an application at a particular benefits. Noise and vibrations are not a key following a detailed structural survey it was location is provided by the client to Jeremy’s consideration at the site and so established

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slab track designs were considered. The in the period 2017-2019. Commissioning Ian described the role of the Route Gauging Rheda 2000 slab system was selected for of the revised layouts took place within Engineer as the single point of contact detailed design development along with the a blockade of all the lines between 27th for all issues associated with gauging. Fastclip fastening system, however this was not October - 18th November 2018. John took This allowed Train Operators, Renewal an established system with product approval us through the design challenges and the teams, Enhancement projects and the with Network Rail and an application was application of modern codes of practice as TMEs to channel all gauging queries to him required. As with all lengths of slab track within they had to be applied to the adaption of for consideration. In addition, the role is a typically ballasted track railway, transitions existing infrastructure to current loading and responsible for ensuring that the Route is were highlighted as key to take account of the gauging requirements, and also the changes compliant with group and Line standards and variation in track stiffness. in Electrification policy, which reduced some is the contact point for liaison with the National of the scope from the project, but still required Gauging Engineer’s team. Phil touched on the challenges from expecting passive provision to be provided where general UK civil engineering contractors to economical. The Key Contractors engaged A challenge that Ian initially faced was the deliver the main slab base and formation to on the scheme were: Vinci, Amey, Trackwork, poor gauging compliance position according the required very tight controls and tolerances Alstom, and Telent. to data contained within the National Gauging essential for track installation. Additionally, he Database (NGD). Ian identified conflicting referred to the challenges with determining a A challenging element of the project was the data between the NGD and Ellipse planning sustainable and effective drainage solution. replacement of the Stapleton Road Viaduct. system. Following extensive digging he Other design challenges included (unusually) This 4-span early steel viaduct was replaced discovered that whilst platform surveys were vertical curve ‘throw’ clearance allowances with a new 3-span structure. This process being completed there were a variety of factors due to vertical curve radius and OLE required significant attention to temporary that were impinging their upload into NGD. This constraints. Also, the many system interfaces works to ensure safe demolition and safe included staff not having access to the portal associated with concrete slab track; signalling operation of adjacent lines, and precise design, to upload the surveys, a complex 2-stage equipment, derailment protection systems, planning and setting out at implementation checking process and surveys being rejected stray current management / earthing, adjacent stage. due to formatting issues. Training of all those OLE structure foundations and cable routes. involved in the process has now reduced the The project scope was 17 No. bridge work rejection rate from 50% to around 10%. An Phil outlined the innovative V-TRAS system for sites, including reconstruction / strengthening early win! managing the transition between Ballast and / parapet alteration and footbridges, 15 linear slab sections. The maintenance challenges for Km of plain line track and 13 units of S&C, 4 His work, in respect of new and cascaded the local asset managers unfamiliar with slab major earthworks / embankment works, cutting rolling stock has been significant. New rolling track were also discussed. Phil then explained widening and strengthening, 2 No. GSM-R stock was generally well documented in terms other local constraints including the presence Masts relocations, a NR maintenance access of KE, however, cascaded stock, especially of a major strategic culvert passing under the point and a new station platform at Filton when modifications have been made, was site (ie both levels of railway), poor condition Abbey wood. trickier. He highlighted six units that are of existing structures, an uncooperative proposed for introduction on the Route in the neighbouring land owner, plus the scale of During the 3-week blockade in Autumn 2018 near future. The Class 442 units in particular Temporary Works (required to maintain 2 the project installed 11 new point ends, 5630m have been a significant challenge, due to tracks operational on the GWR mainline) of plain line track, provided 9837m of plain changes made to the bogie and suspension which all dictated the slab track option to be line tamping and 1324m of S&C tamping, 396 arrangements when the units originally left excessively expensive and disruptive. welds and 44 stressing operations, 1665m the Wessex route and were moved onto the drainage, fitted points heating to 11 point ends, Gatwick Express services. Phil finally outlined how a Value Engineered installed 76 hollow bearers, and installed a new alternative was then considered which included maintenance road / rail access point. Ian then gave a comprehensive description acceptance of reduced electrical clearances, Blockade achievements and successes of the current measurement techniques for no track lowering and limited structures works. included 4 tracks operational at 50mph TSR, both platforms and structures, including future This to be subject of a further presentation no lost time injuries with over 1500 individuals methods such as RILA that can be bolted which is eagerly awaited by all. working on the project and over 100,000 man- to the front of any passenger train and can Acting chair for the event, Gilles Moullec, hours worked in 23 days, the establishment of thanked the speaker after a lively Q&A session. a Mission room, Key staff and Duty Managers in the same location, Safety managers on-site 5 March 2019 - Eastleigh throughout, integrating staff and ensuring real Filton Bank Capacity Enhancement (FB4T) time planning took place, and constant review John Hilliard, BEng (Hons) MSc (Eng) CEng of resources. FPWI, Associate Director, Engineering Integration Ltd. 5 April 2019 - Basingstoke The Gauging Challenge & Presidential Visit John described how he has been closely Ian Ross, Network Rail & Stephen Barber, involved in the detailed design and PWI implementation of the “Filton Bank Four tracking” scheme between Bristol Temple The Section Secretary, Ken Newell, welcomed Meads and Filton Abbey Wood stations. Ian Ross one of the Section members to the meeting. John took us on a South to North run through of all the significant works carried out to Ian (Senior Gauging Engineer NR Wessex achieve the reinstatement of the 2 tracks Route) was then invited to give his presentation that were removed during the 1980s. This “Maintaining the Gap (Gauging Update)”. He was during a period when traffic levels were has been in this new post for the Route for reduced and a realignment of the lines about 15 months. Previously he had been a was able make best use of the existing track maintenance Engineer (TME) on two of infrastructure. With proposals under the the more challenging areas of the Route. Great Western Electrification project and the Ian initially outlined the structure of his requisite service upgrades, it was announced presentation as follows: Role of the Route in 2012 that the four-track infrastructure would Gauging Engineer, What I have been up to be reinstated. over past 15 months?, Review of current survey equipment, refresher of the tolerances This circa £80m scheme was in ‘project associated with current clearance calculation development’ between 2012-2015, detailed methods and an introduction to the concept of design 2016-2018, with construction works probabilistic gauging. Wessex Section: Ivan Gilmore presentation

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capture surveys automatically during normal (as opposed to Suburban) extra demand but, in the end, the majority of the staff were train operation, but explained that the handling was predicted as 26,000 more seats in the brought in house and the new Western of the associated large data volumes is likely to morning peak hour to eliminate standing and Enhancements Delivery (WED) team was be a big challenge. Ian went on to describe the accommodate demand – 13 more trains in an formed. This proved to be a sound decision current clearance calculation process which hour, into and out of Waterloo! as the works were completed as planned and adds all the system tolerances and allowances the WED team continues to deliver track and (track, structure and swept envelope) Getting anywhere near this objective depended civils works. A future works phase is now in together with the application of vehicle heavily on CrossRail2 releasing Slow lines development which would see construction dynamic movements and taking account of capacity between Wimbledon and Waterloo, of an additional platform face at Oxford and measurement accuracies – this is perceived but this was not within the control of the new high speed crossovers to cope with traffic as a conservative process. This then fed into Route! Other problems would also need growth. After a lively Q&A session and vote of the subject of “Probabilistic Gauging” which is solutions, the two most prominent being HV thanks by Geoff Kennedy, the meeting showed a process to enable tolerances to be reviewed (Grid) power supplies within 25 to 30 miles of their appreciation for an excellent presentation. and then lessened or removed if deemed Waterloo, and elimination of the flat junction inappropriate or unlikely to occur at the given at Woking, with additional platform capacity 24 April 2019 - Swindon location. NR are working with the RSSB to there too. Development of this scheme was Challenges of maintaining Brunel’s Railway get this endorsed as an industry accepted quite advanced, but staging would be difficult. in 21’st Century methodology. To avoid costly renewals of existing S&C the Craig Hocking, Infrastructure Maintenance job would have to be done in CP7 – the writer Engineer, Network Rail Ian advised the audience that a new “Gauging compares this with Rugby remodelling of a few Standard” has just landed on his desk which is years ago. The Woking scheme would initially Craig presented the main challenges of likely to become a module in TRK/001 “Track permit an extra 2 trains in the peak period but Network Rail’s Plymouth Track Delivery Unit. Inspection and Maintenance” Standard and could also accommodate Heathrow Southern This section of track was built in 1840-1860 he is in the process of reviewing it against the Access (4 trains per hour). The full provision and is well known for the Royal Albert Bridge, current practices on the Route. of the desired additional capacity would need designed by Isambard K. Brunel and opened Ian concluded by answering questions on a ETCS Level 3 – moving block signalling, PLUS for service in 1859. number of technical aspects of the gauging CrossRail2. process. A vote of thanks for an excellent The challenge most known to the public and presentation was called for by Ken Newell. WEST OF ENGLAND to the railway community is the collapse of the railway at Dawlish in 2014, due to high 7 May 2019 – Network Rail Offices, 27 March 2019 tides and strong south-east winds. In 2018 Waterloo Station. Long-term Planning Oxford Project the seawall was breached again by ‘the beast and Capacity on the Wessex Route Rob Mashford, Network Rail from the east’. Craig explained that ballast Jamie Rockhill & Paula Haustead, Network disturbance due to bad weather is a regular Rail The Section was delighted to welcome thing in the area and various resilience works Stephen Barber, previously President and are planned. For Dawlish the construction of The May meeting of Wessex Section was now Chief Executive Officer of the PWI. a sea wall which will better protect the railway held in Network Rail’s Waterloo offices. Stephen opened the meeting by describing and will provide a pedestrian promenade is Colum Cavanagh welcomed 35 members the Sections as the core of the PWI. As a planned to start this year. Penzance station is and NR staff, particularly thanking Roxanne professional organisation the PWI has a lot also exposed to regular flooding. for getting everyone through security. He to offer members, especially those working in then introduced Paula Haustead and Jamie the industry, and he commended professional Craig presented the works undertaken to Rockhill, respectively Lead and Senior registration to those present. This support also contain the damage caused by the washout Strategic Planners on Wessex Route for extended to other disciplines in rail that might at Cowley bridge, after a heavy rain period their presentation “Long-term Planning and not have their own organisations but have in 2012. Now a new culvert was built at this Capacity on Wessex Route”. Initially Paula close links to track, especially those working location to increase the resilience of the endeavoured to set her organisation into with Equipment. railway. Hele & Bradninch LC - regularly the context of all the known-knowns and flooded and still a risk. To mitigate this there known-unknowns of the current railway The main subject of the meeting was The is a plan to raise the track and control the reorganisations - perhaps summarised as Oxford Project, presented by Rob Mashford, water flow in the area. Each season has its “within System Operator but with an over- Senior Programme Manager with Network own challenges; autumn brings leaves on the arching Route focus”. Jamie then explained Rail. The project began in 2015 and was line, winter brings snow in Devon - rare but it that their objective was to understand the particularly complex due to the 15 separate happens, in summer, hot weather management shape of future demand for freight and remits and funding streams which needed is often required – Exeter St Davies buckled passenger services by means of interactions bringing together. These included works for the in 2013. Hot weather management is now within the railway, eg franchise holders, freight new service to Marylebone, accommodating achieved through remote temperature companies, the route engineering teams, longer freight trains operating between the monitoring by sensors installed along the route and with external stakeholders such as local South Coast and Midlands, and condition in high risk sites. and national government, politicians, and based renewals. The site at Oxford Station was developers. The list is extensive! With an very constrained with residents close to both The route has 27 tunnels and 53 longitudinal approximately 20 year timeframe, the Strategic sides of the line. Windows were replaced in 50 bridges. At Marley Tunnel from 2015 to 2019, Planners try to identify what the bottlenecks houses most affected and 400 trees planted to isolated wet spots caused rail head corrosion might be now, and in the future. Although offset environmental impact. The foot crossing and localised rail head loss. Grinding trains currently being re-assessed, there seems little at Aristotle Lane was replaced with a bridge, were run on the line to control the issue. doubt that Wessex Route needs to prepare thereby improving safety through removing one The longest longitudinal timber bridges on for significant growth of passenger traffic in of the ten most hazardous crossings on the the route are Tavy Viaduct - 104 timbers - and the peak morning hour and significantly more Western Route. Royal Albert Bridge - 98 timbers. freight traffic from the Port of Southampton. It’s all about capacity, but, more recently, with a The works were phased such that trains Now track inspection is undertaken through strong overlay of resilience. operated into Oxford from the north or south. PLPR trains and on the implementation of This involved some innovative work with risk-based maintenance - focusing the human There are themes and schemes, some of trains approaching a temporary buffer stop inspection and work more on the high risk which have origins in BR days, and continued close to some of the worksites. The phase 1 sites, and relying on the PLPR trains on the through to the 2015 Wessex Route Strategy works culminated in a 23 day blockade during sections known to be in better condition. via the 2011 London and South East Route summer 2018 when the north end of the station Utilisation Strategy. Some of the more tangible was remodelled. Six weeks before the works, Rail management is done using the national ways in which capacity might be enhanced to the Project faced a serious problem when dashboard for rail management (RDMS) with meet the predicted 40% growth in passengers the main contractor Carillion collapsed. Rob information collected by the ultrasonic trains, by 2043 were then presented. The Main Line described some of the options considered presenting information on broken rails, rolling

9 SECTION ACTIVITIES

contact fatigue, squats wheel burns rail head Module 3 covers: Renewals, Rail Innovation, comments painted a picture of a railway that deformation, rail age etc. On the route 72% Failure Mode, Track Asset Management, as yet does not provide efficient transport for of the rail is post 1976 but 4.5 miles have pre- Sustainability and Climate Change. freight, its initial function. 1930 rail, with the oldest rail still in track from 1903. All these are lessons learned and they All modules incorporated formal and informal Chris showed that freight flows are the same built the experience of the team. assessment, including presentations. as passenger flows. To make matters worse, The S&C modules involve the study of cross lightweight unit style passenger trains are WEST YORKSHIRE levels, sleeper inspection and gauging, not compatible with heavy freight trains. scoping and planning, and quality assurance. Consequently, in the absence of much needed 19 February 2019 Candidates are encouraged to adopt a holistic multiple lines paired by direction not function, An Educational Experience: PWI Diploma in attitude to inspection. valuable freight traffic is delayed by the Track Engineering passenger traffic. This delay results in freight Frances Rogalski, Project Engineer, A follow up course concerning Drainage trains that are capable of 75mph achieving Network Rail Design and Track Renewal Planning is also average speeds as low as 16mph. available. My thanks this month to David Colenutt who Despite these obstacles, thankfully for led our thanks and wrote the notes on which Some of the courses are quite intense and our planet, rail is the preferred option for a this review is based. The team, led by Frances, following feedback, amendments are planned growing number of customers. Whilst the are involved in civil engineering works, notably to include offering assistance with some of the traditional traffics of coal and oil have declined, drainage on behalf of Network Rail. Frances, Mathematics to those who require it. ‘domestic’ traffic within the UK continues its Ellie and Sophie are recent participants in dramatic growth. Containers, including ‘Hi the PWI Diploma in Track Engineering. The Overall, it was clear that the presenters, cube’ ones full of consumer goods are being courses are held at the Derby Conference and their fellow students had enjoyed their moved between such locations as; Daventry, Centre and the £595 course fee was educational experience and Ellie intends to Mossend, and Trafford Park, partly because considered good value by the participants. continue learning. When asked, Frances, these are also supermarket distribution hubs. They were particularly impressed by the as Line/Project Manager stated that Ellie’s ‘International’ traffic to and from Felixstowe, informal discussions outside of lesson time enthusiasm for attending courses has not Liverpool, London (Tilbury), and Southampton with all the tutors who gave freely of their time prevented her carrying out her work, nor has it is also increasing. This is being helped by the and knowledge. hampered her colleagues from extending their creation of an ‘Electric Spine’ and new flyovers education. at Doncaster and Nuneaton, together with a The courses are divided into three modules, new curve near Felixstowe, and improvements each of which lasts for 3.5 days. Module 19 March 2019 at Reading and the area around Southampton. 1 covers: Track Structure, Inspections, Fit for Freight? The completion of (re?) doubling the line from Safety risks and Failures, Track Design. The Chris Polack, Bootham Network Solutions Felixstowe will enable the current 38 trains per Grayrigg accident was used as a training Ltd day from the port to be twice that. example, showing that Inspection Schedules and recording/reporting had been major As is standard practice, Chair Morris invited Construction trains, of aggregate and recycled contributory factors. Similarly, the Hatfield President Stephen Barber to chair our meeting aggregate, are another growth area possibly accident was also studied. as part of his Presidential Visit. After a brief aided by the creation of ‘pop up’ terminals near speech about the Institution, city centres from where materials can continue Module 2 includes the subjects: Track design, Stephen invited Chris Pollack to present his to sites, ideally in electric lorries. , Route evaluation, Innovation paper: Fit for Freight? and life extension (of components!), Trackbed Longer loops help to cope with longer trains, design, Construction Design Management Sadly, 400 words does not do justice to a paper but also enable freight trains to be delayed, - with links to Health & Safety legislation, which it was my pleasure to lead our thanks to so are a mixed blessing, when compared to responsibility and accountability. This helps to Chris for presenting. additional running lines. Morris concluded the create a ‘paper trail’ for audit purposes. meeting by thanking Stephen for his visit - and As implied by the title, an eclectic mix of help with technology! images, maps, charts, bullet points and Chris’

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