Section Activities

A round up of recent activities in our Sections

AS PUBLISHED IN The Journal January 2017 Volume 135 Part 1 Sections

BIRMINGHAM

CROYDON & BRIGHTON

DARLINGTON & NORTH EAST

EDINBURGH Our online events calendar holds all of our Section meetings.

IRISH

LANCASTER, BARROW & CARLISLE You’ll also find full contact details on LONDON our website.

MANCHESTER & LIVERPOOL

MILTON KEYNES

NORTH WALES

NOTTINGHAM & DERBY

SOUTH & WEST WALES

THAMES VALLEY

WESSEX

WEST OF ENGLAND

WEST YORKSHIRE

YORK INSTITUTION MATTERS

IRISH SECTION NOTTINGHAM & DERBY SECTION Chairman Nick West Chairman Andy Packham Secretary Joe Walsh Secretary Stacey Johnson 00 353 872075688 07587 086220 CONTACTS [email protected] [email protected] MEETING VENUE MEETING VENUES The Ashling Hotel, Parkgate Street, Dublin 8, Aston Court Hotel, opposite Derby station, Ireland; The Prince of Wales Hotel, Church Derby at 18:30 Sections Street, Athlone, Co.Westmeath - located in the Jurys Inn Hotel, Station Street, Nottingham Co-Chairman Paul King/David Webb centre of Athlone Station; The Brookfield Suite, at 18:30 Secretary Richard Quigley Hilton Hotel, 4 Lanyon Place, Belfast - located 07715 132267 across the road from the main entrance to SOUTH & WEST WALES [email protected] Central Station Chairman Andy Franklin MEETING VENUES Secretary Andrew Wilson The Wellington , 37 Bennetts Hill, LANCASTER, BARROW & 07974 809639 Birmingham, B2 5SN at 17:00 CARLISLE [email protected] 2nd Floor, Network Rail, Baskerville House, MEETING VENUE Broad Street, Birmingham, B1 2ND Chairman John Parker Secretary Philip Benzie Network Rail Office, Fifth floor, 5 Callaghan Lunchtime meetings 12:30 for a prompt 12:45 Square, Cardiff at 18:00 start - 14:00 finish 01704 896924 Evening meetings at 17:00 [email protected] MEETING VENUES THAMES VALLEY Station Hotel, Butler Street, Preston, PR1 Chairman Jeremy Smith CROYDON & BRIGHTON 8BN (adjacent to Preston station) 17:30 for Secretary Malcolm Pearce Chairman Mike Curthoys 18:00; Royal Station Hotel, Carnforth, LA5 9BT 01635 550326 / 07967 667019 Secretary Martin Cresswell (adjacent to Carnforth station) 17:30 for 18:00; [email protected] 07815 968245 Network Rail, North Union House, Christian MEETING VENUE [email protected] Road, Preston, PR1 2NB at 1600 for 16:30; Network Rail’s Davidson House Offices, MEETING VENUE Network Rail, Upperby Yard, Tyne Street, Forbury Square, The Forbury, Reading, RG1 Mott MacDonald House, Sydenham Road, Carlisle CA1 2NP at 1600 for 16:30 3EU at 17:45 refreshments available from Croydon, CR0 2EE, at 17:30 for 17:45 start. 17:00 Meetings are held on the second Tuesday of the month LONDON Chairman Jonathon Bray WESSEX Secretary Thomas Utley Chairman Vacancy DARLINGTON & NORTH EAST 07885 732231 Secretary Kenneth Newell Chairman Glenn Melvin [email protected] 07771 668044 Secretary Walter Clarke MEETING VENUE [email protected] 07866 268637 10th Floor, , 55 MEETING VENUES [email protected] Broadway, London, SW1H 0BD, above St. The Rose and Crown, Columbo Street, MEETING VENUES James Park tube 17:30 for 18:00 Waterloo, London, SE1 8DP from 17:15 for Railway Athletic Club, Brinkburn Road, 18:00 Darlington at DL3 9LF at 18.30 refreshments The Eastleigh Railway Institute, 2 Romsey from 18:15 MANCHESTER & LIVERPOOL Chairman David Woods Road, Eastleigh, Southampton, SO50 9FE, Newcastle College Rail Academy, William from 17:15 for 18:00 Street, Felling, Gateshead, NE10 0JP at 16:45 Secretary Rob Cummings refreshments from 16:00 07585 994906 [email protected] WEST OF ENGLAND MEETING VENUES Chairman: Steve Pearson EDINBURGH SECTION MMU–John Dalton Building, Manchester Secretary: Harshini K.V.Janaki Chairman Andrew Blakeley Metropolitan University, Chester Street, 01793 516968 07771 670585 Manchester, M1 5GD at 17:00 for 17:30 [email protected] [email protected] Mott MacDonald, Spring Bank House, 33 MEETING VENUE Secretary Bob Gardiner Stamford Street, Altrincham, Manchester, Room 3.9, Network Rail’s SN1 Offices, Station 07771 828811 WA14 1ES at 17:00 for 17:30 Road, Swindon SN1 2DH [email protected] SQ1–Network Rail Offices, Square One, 4 Arup Auditorium, 63 St Thomas Street, Bristol MEETING VENUE Travis Street, Manchester, M1 2NY at 12:30 for BN1 6JZ Upstairs function room of The Scots Guards 13:00 or 17:00 for 17:30 Great Western Hotel, 73 Station Road, Club, 2 Clifton Terrace, opposite Haymarket Swindon, SN1 1DH Station, Edinburgh, EH12 5DR at 18:00 MILTON KEYNES Chairman James Dean WEST YORKSHIRE GLASGOW SECTION Secretary Kevin Thurlow Chairman Morris Smith Chairman Tom Wilson 0121 345 3158 / 07802 890299 Secretary: Martin Wooff Secretary Jack Scott [email protected] 07487 652622 01419 522562 / 07789 765291 MEETING VENUE [email protected] [email protected] Auditorium, The Quadrant, Network Rail, Elder MEETING VENUE MEETING VENUE Gate, Milton Keynes, MK9 1EN at 17:00 The Pullman Room, The Cosmopolitan Hotel, WSP Offices, 7th Floor, 110 Queen Street, 2 Lower Briggate, , LS1 4AE from Glasgow, G1 3BX at 17:30 refreshments from 18:00 and are held on the third Tuesday of 17:15 NORTH WALES Chairman Alastair Roberts each month from September to May. Secretary Lynne Garner 07771 672274 YORK [email protected] Chairman Ian Kitching MEETING VENUE Secretary Vacany The Town Crier Inn, City Road, Chester, CH1 MEETING VENUES 3AE at 18:30 light refreshments at 18:00 Network Rail, George Stephenson House, 1 Toft Green, York, YO1 6JT, 17:30 for 18:00

3 SECTION ACTIVITIES

FEBRUARY 2017

1st February (Wednesday) THAMES VALLEY SECTION 13th February (Monday) Farnworth Reconstruction SOUTH & WEST WALES SECTION (Beth Dale, J Murphy & Sons) Switch Protection using Friction Modifiers Network Rail’s Davidson House Offices, Forbury (Jay Benson, JB Rail) Square, The Forbury, Reading, RG1 3EU Network Rail Office, 5th Floor, 5 Callaghan Square, Cardiff, CF10 5BT 2nd February (Thursday) MILTON KEYNES SECTION 13th February (Monday) Intelligent Infrastructure (George Walker, Network Rail) LONDON SECTION Auditorium, The Quadrant, Network Rail, Elder Gate, Acton Dive Under (Philip Holbourn, ) Milton Keynes MK9 1EN 10th Floor, London Underground, 55 Broadway, London, SW1H 0BD 2nd February (Thursday) YORK SECTION 14th February (Tuesday) Details TBC LANCASTER, BARROW & CARLISLE SECTION Network Rail Meeting Rooms, George Stephenson Recent Developments on the Isle of Man Railway House, 1 Toft Green, York, YO1 6JT Network (Jeremy Reece, Isle of Man Transport) Network Rail, North Union House, Christian Road, 2nd February (Thursday) Preston, PR1 2NB EDINBURGH SECTION Lamington Viaduct Recovery Works 15th February (Wednesday) (Craig Robertson, Network Rail) GLASGOW SECTION Upstairs Function Room,The Scots Guards Club, Design of Depot P/Way in the North West 2 Clifton Terrace, Opposite Haymarket Station, (Greig McMillan, Arcadis) Edinburgh, EH12 5DR WSP Offices, 7th Floor, 110 Queen Street, Glasgow, G1 3BX 7th February (Tuesday) DARLINGTON & NORTH EAST SECTION 16th February (Thursday) PLPR (Plain Line Pattern Recognition) - (Speaker TBC) MANCHESTER & LIVERPOOL SECTION Newcastle College Rail Academy, William Street, Details TBC Felling, Gateshead, NE10 0JP Manchester

7th February (Tuesday) 16th February (Thursday) WESSEX SECTION NOTTINGHAM & DERBY SECTION Details TBC Innovations in High Output Track Renewals Eastleigh Railway Institute, 2 Romsey Road, (Ben Brooks, Network Rail) Eastleigh, Southampton, SO50 9FE Jurys Inn Hotel, Station Street, Nottingham NG2 3BJ

9th February (Thursday) 21st February (Tuesday) BIRMINGHAM SECTION WEST YORKSHIRE SECTION Summer in the Saloon - Track and Track People, not Details TBC Rye Whiskey and Cowboys (David Godley, Chief Track The Pullman Room, The Cosmopolitan Hotel, and Lineside Engineer, Network Rail) 2 Lower Briggate, Leeds LS1 4AE 2nd Flr, Network Rail, Baskerville House, Broad Street, Birmingham, B1 2ND 28th February (Tuesday) GLASGOW & EDINBURGH SECTIONS 9th February (Thursday) Developing Professionals Presentation Competition CROYDON & BRIGHTON SECTION REF Meeting – Joint Meeting with the IRSE, Quattro Plant (Bob Browning) CILT, ICE, IRO, IET and IMechE Mott MacDonald House, Sydenham Road, Croydon, Sloans Restaurant, 62 Argyll Arcade, 108 Argyle Street, CR0 2EE Glasgow, G2 8BG

9th February (Thursday) NORTH WALES SECTION Details TBC The Town Crier Inn, City Road, Chester, CH1 3AE

4 SECTION ACTIVITIES

MARCH 2017

1st March (Wednesday) 13th March (Monday) THAMES VALLEY SECTION SOUTH & WEST WALES SECTION S&C Design Good Practice (Dr Sin Sin Hsu, The Route Managing Director Reflects Programme Engineering Manager, Network Rail) (Andy Thomas, Route Managing Director Wales) Network Rail’s Davidson House Offices, Forbury Network Rail Office, 5th Floor, 5 Callaghan Square, Square, The Forbury, Reading, RG1 3EU Cardiff, CF10 5BT 14th March (Tuesday) 2nd March (Thursday) LANCASTER, BARROW & CARLISLE SECTION EDINBURGH SECTION Reconstruction and Reconnection of Horton (Arcow) Multipurpose Stone Blower (Network Rail Speaker TBC) Quarry Sidings (Chris Sidwell, Story Rail) Upstairs Function Room, The Scots Guards Club, Network Rail, Upperby Yard, Tyne Street, Carlisle CA1 2 Clifton Terrace, Opposite Haymarket Station, 2NP Edinburgh, EH12 5DR 15th March (Wednesday) 2nd March (Thursday) LONDON SECTION MILTON KEYNES SECTION The Sustainability of Railway Structure Reuse (Molly Section AGM & Climate Change and the Effect on Dalton, Track Delivery Engineer, Balfour Beatty) & Infrastructure (James Dean, Network Rail) Section AGM Auditorium, The Quadrant, Network Rail, Elder Gate, 10th Floor, London Underground, 55 Broadway, Milton Keynes MK9 1EN London, SW1H 0BD

2nd March (Thursday) 15th March (Wednesday) YORK SECTION GLASGOW SECTION Details TBC Glasgow Subway Upgrade (Eileen Russell, SPT) Network Rail Meeting Rooms, George Stephenson WSP Offices, 7th Floor, 110 Queen Street, Glasgow, G1 House, 1 Toft Green, York, YO1 6JT 3BX

2nd March (Thursday) 16th March (Thursday) PWI NORTH WEST TECHNICAL SEMINAR MANCHESTER & LIVERPOOL SECTION Northern Hub and Beyond - MEMBERS: Remember to Details TBC login to the website when booking to take advantage of Manchester the member rates. Manchester Conference Centre, Sackville Street, 21st March (Tuesday) Manchester M1 3NJ WEST YORKSHIRE SECTION Details TBC 7th March (Tuesday) The Pullman Room, The Cosmopolitan Hotel, WESSEX SECTION 2 Lower Briggate, Leeds LS1 4AE Brighton Mainline Upgrade (Peter Fagg) The Rose and Crown, Columbo Street, Waterloo, 21st March (Tuesday) London SE1 8DP NOTTINGHAM & DERBY SECTION Latest Developments in Rail Technology 9th March (Thursday) (Gareth Evans, Network Rail) BIRMINGHAM SECTION Aston Court Hotel, opposite Derby station, Derby DE1 The Future of Track Engineering 2SL (Dr Brian Counter, PWI Technical Director) 2nd Flr, Network Rail, Baskerville House, Broad Street, 23rd March (Thursday) Birmingham, B1 2ND IRISH SECTION Spring Meeting: A presentation by Harsco Inc. on 9th March (Thursday) Stone-blowing NORTH WALES SECTION Auditorium, The Ashling Hotel, Parkgate St, Dublin 8, Details TBC Ireland The Town Crier Inn, City Road, Chester, CH1 3AE

5 SECTION ACTIVITIES

APRIL 2017

4th April (Tuesday) 10th April (Monday) DARLINGTON & NORTH EAST SECTION LONDON SECTION Railways in Brazil (Jol Bates, Managing Director Techs Factor Competition Transportation, Mott MacDonald) 10th Floor, London Underground, 55 Broadway, Newcastle College Rail Academy, William Street, London, SW1H 0BD Felling, Gateshead, NE10 0JP 11th April (Tuesday) 4th April (Tuesday) LANCASTER, BARROW & CARLISLE SECTION WESSEX SECTION Sea Defences: Friend or Foe? Copyright BR: The Career of a BR Photographer (John Parker, LBC Section Chairman) (John Goss) Network Rail Delivery Unit, Station Road, Whitehaven, The Rose and Crown, Waterloo, SE1 8DP Cumbria CA28 6AX

5th April (Wednesday) 13th April (Thursday) THAMES VALLEY SECTION NORTH WALES SECTION Section AGM & Building a Railway 50 Years Ago Details TBC (Richard Watts, Section Fellow) The Town Crier Inn, City Road, Chester, CH1 3AE Network Rail’s Davidson House Offices, Forbury Square, The Forbury, Reading, RG1 3EU 18th April (Tuesday) WEST YORKSHIRE SECTION 6th April (Thursday) Railway Bridges (Roger Bastin) & Section AGM BIRMINGHAM SECTION The Pullman Room, The Cosmopolitan Hotel, The East West Rail Project (Andrew Free, Programme 2 Lower Briggate, Leeds LS1 4AE Engineering Manager, East West Rail Alliance) 2nd Flr, Network Rail, Baskerville House, Broad Street, 19th April (Wednesday) Birmingham, B1 2ND GLASGOW SECTION Section AGM & The McCulloch On Track Plant 6th April (Thursday) Revolution (Colin Neil, McCulloch Rail) EDINBURGH SECTION WSP Offices, 7th Floor, 110 Queen Street, Glasgow, G1 Details TBC 3BX Upstairs Function Room, The Scots Guards Club, 2 Clifton Terrace, Opposite Haymarket Station, 20th April (Thursday) Edinburgh, EH12 5DR MANCHESTER & LIVERPOOL SECTION Details TBC 6th April (Thursday) Manchester YORK SECTION Details TBC 26th April (Wednesday) Network Rail Meeting Rooms, George Stephenson NOTTINGHAM & DERBY SECTION House, 1 Toft Green, York, YO1 6JT Section AGM & 110 Years on the Railway (Andy Clayton, Colin Cotter & Andy Packham) 10th April (Monday) Jurys Inn Hotel, Station Street, Nottingham, NG2 3BJ SOUTH & WEST WALES SECTION The Ex Route Managing Director Reflects (Paul McMahon, MD Freight & National Passenger Operations, formerly RMD Wales) Network Rail Office, 5th Floor, 5 Callaghan Square, Cardiff, CF10 5BT

6 SECTION ACTIVITIES

over a number of years since starting on site available in the Section Activities area of the in 2007. The overall cost is approximately £7 Technical Hub on the PWI website: www. A round up billion with £5 billion spent on infrastructure thepwi.org/technical_hub/section_ works for which Network Rail is responsible activities and £2 billion on rolling stock and depots for of recent which Siemens is responsible. The programme 1st September 2016 is due for completion in December 2018. The Queen Street Slab Track and Throat programme has included the rebuilding of Remodel activities in Blackfriars Station, (the first station to span the Neil Hamilton, Network Rail River Thames, with entrances on the North and South Banks), Farringdon, (which is now being Neil started the evening by giving some our Sections. further extended to include Crossrail platforms) background to the wider EGIP infrastructure and the development of London Bridge. project which includes electrification, route clearance, platform extensions and line Reports may be abbreviated for The plan at London Bridge was to completely speed/headway improvement via the Network publication in the Journal. Full rebuild the station so that 9 terminating Rail, Costain & Morgan Sindal core alliance. versions can be downloaded platforms and 6 through platforms became Neil then showed the poor condition that 6 terminating and 9 through platforms. This the original mid 1970’s legacy ladder & later from our website: required remodelling of up to 3 layers of brick hedgehog slab track had reached, which arches on which the station has grown from the was requiring increasing levels of significant www.thepwi.org/technical_hub/ original two platform station opened in 1836. intervention to sustain traffic. Having carried One of the main features of the work is the out a very different, but similar job in summer section_activities new lower concourse, the size of the Wembley 2015 using the ÖBB PORR slab track system football pitch, which required the removal of with Vossloh fastenings at Winchburgh BIRMINGHAM between Stainer Street and Weston Tunnel, the delivery team were able to use Street with the new tracks and platforms that experience on this very challenging site. spanning the concourse on bridges. This work Although slower speed and on the straight, the 8th September 2016 is being undertaken by progressively closing sheer logistics of nearly 2 km of slab track in a Cyclic Top. Ian Dean, Principal Track platforms from St. Thomas Street on the South city centre location, on a track gradient of circa Engineer with Network Rail (Up) side to Tooley Street on the North (Down) 1:40 and the inclusion of 2 new Low Vibration side. The platforms are now accessed by stairs Track LVT System booted crossovers on the In his presentation, Ian examined the and in the middle of the platform slab made it quite a challenge itself. Add in phenomena of cyclic top (CT), discussed its from the new concourse. The new access a complete S&C throat remodel, 7 platform history and examined the impact it has had on have unusual Quadripartite Arch extensions, full electrification, localised Network Rail. Columns in reinforced concrete which replicate re-signalling and 3320m drainage works the original brickwork columns in the original and suddenly a 140 day closure does not CT is a defect where a series of peaks and access tunnels. sound that long, even with an average of 150 troughs appear along the track. When certain personnel on site per day. types of rail vehicle encounter CT, resonances The work is currently concentrated on the in the suspension can cause derailments. This through platforms 1-5 which are closed with Due to the removal of the old slab (10,000 is more common in single axled vehicles as trains to Cannon Street running non-stop tonnes) and indeed large sections of the at Thirsk in 1967 and Ferry Hill in 1975 where through the station using platform 5 and 6 rock invert (500 tonnes), full analysis & 24hr tank wagons derailed. The former is the first tracks. The first track through the dive under, monitoring were put in place to assure the known UK occurrence of CT. However, at the Down Sussex slow is due to open on the integrity of the tunnel. The throat remodelling Gloucester in 2013, bogied container vehicles 27th December 2016. The programme has saw many of the B switches increase to Cs, were also derailed. also included works to sidings at Cricklewood, much to the delight of the local maintenance Peterborough and Horsham to accommodate teams and the crossovers within the tunnel In 2013, Network Rail commissioned a study the new 240-metre-long, 12 car, Class 700 also increased in size to reduce loading. One by the University of Huddersfield which trains which have been specially built for of the key principles of the new OBB PORR established 30mph as a threshold for CT Thameslink services, together with new depots precast units was the doweling of the primary derailments. at Three Bridges and Hornsey. base slab into the parent sub-base rock. As well as the engineering challenge, the Ian noted that in 2000 track standards were All the signalling, particularly that for automatic reputational task of completing this major changed and thresholds were increased train operation through the core from Canal project in such a bespoke closure was huge, with more onerous interventions required. Junction and Kentish Town in the north to especially when another non heavy rail Following the Gloucester derailment these Elephant and Castle and east of London infrastructure projects in the city had recently have been updated under Business Critical Bridge in the south, will be controlled from overrun. Rules. They now mandate impositions of ESRs the new Railway Operating Centre (ROC) at and maximum time periods for interventions. Three Bridges. This will take over signalling Finally Neil informed the audience of the Proof of effective repair is also needed prior to from existing boxes at Victoria, Hampstead preparation work for the future 8 car platform ESR removal. This has led to an increase in and London Bridge. The automatic train extension works which were carried out, with these restrictions. operating system has been extensively tested the installation of the new frangible buffer foot To conclude, Ian explained that since 2002 CT at a special facility set up on one line of the wells that will be brought into use within the derailments have declined with the reduction Hertford Loop and recently at night through future stages. of twin axled (leaf spring) vehicles and that the Core. Eventually 24 trains per hour will be Network Rail now has a 50% target for the timetabled through the core. reduction of repeat CT by the end of CP5. 6th October 2016 Current studies in Network Rail are also Swindon to Kemble; redoubling seeking to identify sites prone to CT. EDINBURGH SECTION Jim Watson, Watson Rail Jim started by providing the background to CROYDON & BRIGHTON 7th April 2016 Mechanised Track Renewals for S&C the Swindon to Kemble route from its 1840s SECTION Delivery 7’1/4” broad gauge roots, to being partly Chris Morris, Transformation Director, singled in the 1960’s and providing a critical 8th November 2016 Northern Alliance diversionary route for the GWEP. The key Update on Thameslink Programme. Simon deliverables were to re-double the route, target Blanchflower Major Programme Director 5th May 2016 100mph capability and increase capacity with Thameslink Programme Brazil & and Its Railways an increased number of signal sections. With Jol Bates, PWI President the original broad gauge, double foot print this Simon commenced his talk by recalling that the would appear to be an easy task however with Thameslink Programme has been extended The reports from the above meetings are large historical track slues and cable routes

7 SECTION ACTIVITIES

being laid in the old solum, this was not the consistent analysis. The system continues to would be 8 hours of work. case. be enhanced and developed as it matures and can also incorporate traditional track route 11th June 2016 The project was not without its environmental evaluation. A key point which was identified Annual intersection quiz challenges such as badgers, newts and SSSI following experience of the analysis, was that on top of the engineering challenges. The track renewals can sometimes be specified to Teams took part from Darlington and the North engineering challenges included the separate try to treat poor track quality; however, output East, Edinburgh, Glasgow, Lancaster, Barrow delivery of the signalling upgrade via a discrete has shown that the root cause can often be and Carlisle and Manchester and Liverpool and project team. This made the management underlying earthworks issues, not the upper North Wales sections. The victors were the of temporary IBJs prior to axle counter track components. Levente finished the night team from Glasgow of John Oates, Tom Wilson installation even more challenging. High quality by sharing some simple but effective wisdom and Jim Watson. A special thanks to Ian Ellis topographical survey was not in great supply that was passed onto him early in his railway for providing this year’s questions for the Quiz. and this was not helped by a limited tacit career in the form of the acronyms “AIM knowledge of the unseen infrastructure such WIDE”. The audience agreed Arrest Initial 19th October 2016 as drainage, unknown multiple cables and Movement and Water Is Deadly Enemy could Track engineering in enhancements historical “local” signalling alterations. not be closer to the base principles of sound Andrew Blakeley, Network Rail Glasgow Cost as ever was always important and a P-Way engineering. value engineering exercise was successfully To set the scene of his presentation, Andrew completed to challenge the value for money GLASGOW SECTION gave us an insight into some New Works ratio. This exercise helped identify a number Projects, currently being examined with of efficiency activities including a cost saving 16th May 2016 Network Rail in Scotland. The range is quite on several thousand tonnes of spent ballast High output track renewals in Scotland wide with track enhancements, signalling by using some of it for low grade fill. The Dougy Blakeley, Depot Manager, Network enhancements and new station openings. refurbishment of drainage in place of its Rail High Output team, Doncaster Other projects currently being evaluated removal and entire renewal also made a are the replacement of level crossings, with positive impact on cost and haulage resource To set the scene Dougy advised that the HQ bridges or underpasses and conversion of which was in short supply at the time and also Track Renewals team currently employs 1200 single track railway into twin track railways. All reduced the number of discharge consents people; about 600 are Network Rail staff and these projects are currently working their way required. another 600 work for various contractors. through the Network Rail GRIP process, in During 2015/16 the High Output units were varying stages. With 21 level crossings with the 12-mile transferred to Network Rail, along with their section, safety management and signage were staff. Up to 800 people work in possessions There are, in addition, schemes being very important due to the change in use for on any night, anywhere in the UK. The team examined to provide line speed improvements, the user. Some of the senior team members consists of an internal partnership between to allow faster journey times for passengers, were able to share some corporate knowledge Network Rail Infrastructure Projects for as well as improving current junction layouts to of past experiences at level crossings, technical input and Network Rail National allow faster passage of trains including longitudinal surface profile risk which Supply Chain. There are currently six working focused risk awareness. The line was finally trains; four high output ballast cleaning sets IRISH SECTION commissioned in August 2014. and two high output track renewals trains. A further ballast cleaning unit has been delivered 19th October 2016 3rd November 2016 and is in the course of acceptance. This unit Zinoco® premium coated rail Earthworks instability prediction toll using will have the ability to work on sites. Sean Gleeson, British Seel TQ. Levente Nogy & Calum Richings, In a typical shift for the units, around 1 mile of Network Rail ballast cleaning will be carried out, whilst the Sean explained where the concept came track renewals trains will replace around 1320 from for a zinc based protection system Levente started by providing a definition yards of new rails and sleepers. There are two and gave examples of locations where the of an “earthwork”; often the long debate of national servicing centres for trains in York and new Zinoco® rail has been installed and the many asset management ownership issues. Birmingham. Although the units to be employed improvements that it has made. He also gave From the beginning of the railways, fairly in Scotland will be based in Newcastle. The an insight into the detailed testing demanded primitive embankment tipping processes were UK is divided up into 5 areas and the long term by both Network Rail and SNCF before they used with little or no compaction until trains plans are that trains will work in each area for would accept this new product. Sean gave actually began to run. Earthwork failures were several months before moving on to new areas examples of where this new coated rail has therefore not uncommon in the early stages of work. been introduced and these included coastal of service life. For those slight rusty on the locations, tunnels and level crossings as well terminology, Levente reminded the audience CWR welding and stressing is a follow up as in areas of electrical leakage from the 3rd of the difference between Service Limit State exercise after track renewals activity. Following rail. In the case studies the benefits of the new and Ultimate Limit State conditions. The works, tracks are handed back to the train system could be seen. During the discussion detail of track quality and the relationship with operators at 100mph. There are plans for this that followed the conversation migrated to the deterioration rates was then examined along to increase to 125mph. There is a dedicated use of British Steel’s premium grade HP335 with the impact of seasonal deterioration cycles follow up fleet of tampers and ballast regulators rail. Northern Ireland Railways have installed where the ground is often saturated, then fully for each site. These also provide dynamic HP335 rails within their network and have seen dries out again. This was particularly prevalent track stabilisation after works. Possessions benefits when compared to R260 grade rails on clay or heavy vegetation cover locations. are taken by radio to save on site access especially in RCF resistance, wear resistance Slip sites such as Eden Brows were discussed times. These use flexible train arrival points, and corrugation resistance. Whilst not directly and the importance of long wavelength with remotely activated track circuit operating related to the subject of the presentation it measurements to monitor large scale devices. Although the follow up tampers opened the mind to review what is available movement, not just short abrupt changes. With continue to use signal protection schemes. out on the market to prolong the life of rail support from Calum, the route analysis was The renewals trains can only handle concrete and also the benefits of using HP335 rails then explained which supports the Earthwork sleepers. They cannot handle wooden or in switches. There are locations on all of our Decision Support System tool. steel sleepers. Sites that involve these types networks where the life span of R260 grade of sleepers are still renewed by conventional rails and switches is reduced due to a variety This has been adopted by several Route Asset methods using twin or single jib track renewals of reasons - location, environment, usage Managers to provide a high-level overview cranes. and wheel-rail interface. Data captured from of potential at risk locations per line of route. British Steel’s monitoring sites within Network The system has some limitations such as High output units have now been in use Rail’s infrastructure in the UK shows the use when embankments fail but don’t immediately from 2004 in the UK, but have become more of HP335 rail does extend the life of rails and affect track geometry, so relies on good sophisticated over the years and use adjacent switches in these locations. quality data, but it does enable a rapid and line open sites now. A typical possession

8 SECTION ACTIVITIES

LANCASTER, BARROW & access from the Arena to the rail platforms is more readily by all the stakeholders. The via the access bridge and concourse to the new grinding train that was specified for CARLISLE SECTION newly installed gateline barriers. The station use in London takes into consideration LU concourse flooring was also renewed as part gauging needs and additional capacity for 18th October 2016 of the works and external glass doors to the fire suppression systems, pressure washers Manchester Victoria Redevelopment station building installed. Building Information (dampening wooden sleepers) and extra water John Boothman – Morgan Sindall Modelling (BIM) was used during the design storage were included in the new build. The

and construction process in the form of opportunity to build and modify plant meant The Manchester Victoria station layered models, which were able to influence that cleaner diesel engines could be used redevelopment scheme was completed in the methods of working adopted during the reducing emissions. Also investment in new October 2015, and resulted from a decision subsequent construction process on site. A gas monitoring systems has enabled Jennifer’s to improve what were perceived to be very simulation model of the station layout was team to build a comprehensive map of where inadequate facilities for a station of its rank in supplied to Metrolink to assist with driver high and low concentrations of fumes need the UK rail network. It consisted of elements training in the vicinity of the new Victoria tram to be managed. To date sections such as the of new construction and the refurbishment of stop layout. Charing Cross branch of the Northern Line existing facilities, while retaining the building’s have been ground using these new techniques Grade II-listed features. The replacement of In addition, the scheme featured the and this has increased output to typically 7km the station roof, the rebuilding of the Metrolink restoration of significant elements of the station on a weeknight and 10km on a Saturday night. tram station platforms and the construction buildings. These included the cleaning and of an access bridge between the concourse repainting of the refreshment room dome and 7th September 2016 and the adjacent Manchester Arena formed the external glass and iron canopies (which Track Stiffness in Practice the key elements of the reconstruction. The feature historical destinations served), the Peter Musgrave and Dr Mohamed Wehbi, architect for the scheme was BDP, while refurbishment of the ticket office and the Track Stiffness team, Network Rail. Morgan Sindall’s involvement as principal renovation of the Lancashire and Yorkshire contractor took place over GRIP stages 4 to Railway war memorial on the station. The presentation commenced with a definition 7. The structural engineer for the scheme of what track stiffness actually is and how it is was Hyder and Bailey Rail was also involved theoretically calculated. There then followed an in a structural and mechanical engineering LONDON SECTION explanation of how low track stiffness will result context. Permission from English Heritage in greater deflection of the system under load was needed in order to demolish the existing 8th June 2016 and consequently greater bending stresses station roof structure, which had an area of The Challenges of Rail Re-profiling on in the foot of the rail, exacerbating fatigue 7,000 square metres. The roof demolition took London Underground cracking. There will also be a greater rate of place during the week through the erection Jennifer McKinney settlement and therefore more intervention of a scaffold structure underneath it. The required to maintain track quality over the life replacement roof structure has an area of The objective of Jennifer’s presentation was of the asset, with consequent cost implications. 8,500 square metres. The fifteen PTFE-clad to demonstrate how changes in delivery have We were then also told how too high track steel box girders which comprise the ribbed enabled significant gains to be made in rail re- stiffness can increase the load on each elements of the torus-shaped roof structure profiling on London Underground and that LU individual sleeper, increase the dynamic forces were supported by, and cantilevered off, were now grinding in sections where delivery of applied to the track with consequent effect on reinforced concrete buttresses. The maximum grinding was deemed not possible previously. noise and vibration, as well as increasing the length of box girder used was 96m and 2,000 fatigue suffered by wheels. Between these tonnes of new steel work were used in the The first change trialled was to engage in two extremes is an optimum value for track reconstruction in total. During construction linear grinding and set a single zone of rail to stiffness. Research across Europe based on of the buttresses it was necessary to exercise be ground on each pass. Successive passes costs and energy consumption has indicated care in avoiding a brick culvert eleven metres target mid gauge, deep gauge, field face and this optimum lies between 70 and 80 kN/ wide and eight metres high which carried head of rail also known as maintenance pass. mm; however work is needed to allow for the the River Irk under the station and a ground This approach reduced the potential for build nuances of individual networks and sites. A monitoring regime was adopted in which work up of gases within the tunnel and considerably recurring theme of discussion in recent years was suspended if possible ground movement reduced the need for dedicated access on is the effect of varying track stiffness and the (‘red’ state) was encountered. The girders a station to station basis over a long period transitions between different track forms. A were installed overnight through ‘picking and which has hindered other work parties in the case study was presented of a bridge run on placing’ by a 750 ton crawler assembled past. The rail grinding team under Jennifer’s suffering from wet beds with a very detailed on site. The replacement roof itself consists of management was keen also to develop a Finite Element Analysis animation presented. 410 ETFE (ethylene-tetrafluoroethylene) panels culture of continuous improvement and to However Mohamed and Peter were keen to (or ‘cushions’) installed within the torus-shaped develop experience and embed lessons learnt. dispel the myth that achieving optimum track roof sections. A dedicated direct labour team was recruited to grow technical expertise and develop a stiffness is the holy grail of track quality, and that it is rather an indicator of other The number of platforms at the Metrolink tram strong team spirit to tackle multi –disciplinary track issues and should be used with other stop within the station were increased from two challenges. The team targeted; signal engineering tools to determine corrective and to four in the reconstruction in order to take into process improvements, better access, fire preventative maintenance activities. They then account increased passenger demand due to risk mitigation, gas monitoring and introduced went on to turn the question round somewhat, the newly opened second city crossing, which a new grinding train (‘Bailey’s Comet’) starting with a known track stiffness along provides a second route from Victoria to St. from Schweerbau, which all enabled large with modelling and other data inputs, a critical Peter’s Square via Exchange Square. Two productivity gains. velocity can be established, above which island platforms were constructed to service Rayleigh waves are likely to be transmitted three tracks, the central track serving two Examples of signal process improvements along the track bed leading to component platform faces, during which period Metrolink were trials to demonstrate that linear grinding failure as well as geometry faults. The services passed through the station by single on many passes does not impact on lineside speakers went on to give some notable case line working without stopping. Installation of equipment like train-stops or the insulation of studies, including one where the ballast held the permanent way was carried out overnight cables and insulated rail joints. To improve more of the properties of a trampoline than by Volker Rail. No piling was necessary in worksite access time, some sidings in the of a permanent way asset. The lecture was order to install the overhead masts. central sections of London were used for the concluded with some design solutions that can berthing of the train and water was piped be used to alter the track stiffness, as well as The elevated bridge comprises a 60m long to the train, rather than reroute the train to identifying current knowledge gaps and areas and 8m wide mezzanine structure which was maintenance depots which are usually at for further research. constructed to allow direct access between line extremities. Also engaging with Central Manchester Arena and the concourse, with Control enabled advantageous ‘route setting’ 3rd October 2016 consequent separation of pedestrian flows and clearing of axle counters quickly as The Engineering Challenges of the Ghan between Arena and station users. Pedestrian linear grinding techniques were understood

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8th September 2016 The work of Network Rail’s derailment investigation team Dr Mark Burstow

Mark’s talk covered the evolution of track investigation as separate, but integral part of a derailment investigation. The formation within BR Research of such a team and the subsequent changes brought about by the privatisation of BR and the withdrawal of Delta Rail from this activity. This along with the need to understand the causes of the Hatfield derailment necessitated the establishment of the NR team. Mark discussed the teams’ early investigations and the lessons learned on what was required and how the investigations were conducted. He then discussed the collection of evidence and what could be established as a result, and the conclusions which could then be drawn on the cause of a derailment.

NOTTINGHAM & DERBY GLASGOW SECTION: Russell Kimber, Vice President Scotland presenting SECTION the Hadrian Shield to Tom Wilson at the annual intersection quiz. 17th November 2016 Joint event with the Institute of Acoustics Railway event and the purpose is to raise the profile of Tom Utley, London Underground the PWI to a wider audience and encourage Three speakers explored with the audience more participation within the section. Over the various considerations and issues faced Tom explained the full story of the Australian course of 3 hours more than 80 people enjoyed regarding vibrations and noise in the railway trade route from Adelaide to Darwin, from catching up with old friends and making new environment. the early days of camel trains right up to ones in a very informal environment of a the present day. The early part of the story private room in the Parcel Yard at Kings Cross. The first talk was led by Paul Shields (AECOM) illustrated the ill-fated initial route going north Ages ranged from between 19 to almost 90! who introduced the topic as a whole. He from Adelaide laid in narrow gauge, on wood with most people currently working within the spoke of his experience in railway noise and sleepers with no ballast. The track form was rail industry in some capacity. Employers such vibration, explaining how they can be assessed primarily chosen to reduce costs but caused as Network Rail and London Underground and what can be done to minimise them. The continuous maintenance problems thereafter, were well represented as were many suppliers. noises, typically associated with train lines, not least from the elements of Mother Nature There was also a very encouraging number come from three main sources: traction, including termites who found the sleepers to be of young students from some of the London rolling and aerodynamic noise. Microcracks an excellent food source! Universities undertaking different engineering in a seemingly smooth rail – wheel interface degrees and wishing to find out more about the can increase noise levels 4x over. To deal Tom managed to convey the massive scale industry and the PWI. with these sources, the hierarchy dictates that of the problems faced by the engineers of first they must be designed out by making the the time building a railway for hundreds track as level and smooth as possible and of miles through remote, inhospitable and Once the evening was in full swing, Jonathan introducing modern rolling stock. Once this deserted country. In the days of steam the Bray, the Chair of the London Section, gave has been implemented, mitigation of source necessary supply of water and coal being a very short welcome and introduction to the can be explored through base plates and the prime consideration in places previously PWI. Throughout the evening members of the sleeper pads. Other mitigations consist of uninhabited. The railway saw a change of London Committee were ever present and noise barriers, acoustic glazing of properties fortune from the Second World War onwards. visible by their committee badges and made and periodic rail grinding, and creating shallow The demand for coal during the war and the a point of circulating and talking to as many bunds in adjacent fields. need to unlock the natural resources within people as possible. Two committee members the heart of the country for industrial growth had actually lost their voices by the end of James Block (AECOM) went on to explain drove a new route north from Adelaide, this the evening! Existing members had been the various causes of Curve Squeal Noise, time in standard gauge with concrete sleepers, encouraged to come along and bring any briefly touching on wheel-rail interaction and ballast and continuously welded rail (stress friends who might be interested in joining the vehicle curving dynamics and then discussed free temperature of 40 degrees C!). The route PWI so there were lots of new faces. Recurrent solutions old and new for both mainline and arrived in Alice Springs by 1980 and finally to conversation topics were; the work of the PWI, light rail systems. Although curve squeal is Darwin in the mid-2000s. the benefits of membership and the new area unpredictable, its primary causes are curving, of professional qualification through the PWI. tight rolling radii, gauge, speed, the presence There followed a lively question and answer Satisfyingly quite a number of people decided of check rails, vehicle suspension, and wheel session. Of particular interest were some of to join the PWI as a result of these discussions / rail profile. Typical solutions used to reduce the maintenance considerations of managing that evening. In conclusion everyone present curve squeal are rail lubricators, friction thousands of miles of railways. The use of road agreed that it had been a great success and all modifiers and wheel ring dampers. Water rail vehicles and the working conditions for were looking forward to the next event. sprays were also trialled for a brief while but people in extreme temperatures and exposure created more issues, such as freezing. Some were all discussed. A key area was the MILTON KEYNES SECTION examples touched on were the steep and transferable lessons regarding managing the winding rails of Wellington NZ and the light rail extremes of Mother Nature, the correct scoping 5th May 2016 in Manchester UK. of work and the continuous need for joined up The evolution of track patrolling thinking in railway engineering. David Webb, Route Asset Manager Track The final talk was led by Steve Cawser LNW, Network Rail (AECOM) who spoke about the issue 19th October 2016 commonly faced, not only but especially by PWI Social Evening The report from the above meeting is available London Underground (LU), of ground borne in the Section Activities area of the Technical noise in urban environments. He discussed The London Section Committee hosted a Hub on the PWI website: www.thepwi.org/ the issues faced by LU who are looking to very successful social evening. This was the technical_hub/section_activities expand the network, using the case study second year the team have tried this style of of Banks Station expansion. This expansion

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joint use project compounds will supply the worksites from the Welsh and English sides. Complex programming indeed to give an electrified railway with a managed track position, and W12 structure gauge.

12th September 2016 The Wales and Borders Franchise including the John Skinner, Transport for Wales

In setting the scene, John explained that Transport for Wales (TfW) was the delivery organisation tasked with providing support and expertise to deliver the next Wales and Borders rail franchise and the next phase of the Metro project to fulfil Welsh government transport policy. Passenger journey growth has been raised from 20 to 31.5 million journeys in the years 2004-5 to 2014-5 against an average age of rolling stock of 25 years. The performance measure has nevertheless risen from 80% to 93% but has been static at SOUTH & WEST WALES SECTION: PWI members and hosts assemble at this level in recent years.What TfW wanted from the franchise, was explained by John as Swansea High St station prior to the site visit. developing a partnership with the franchise holder to give flexibility and growth. Wales and Borders and particularly Metro offered a SOUTH & WEST WALES combination of rolling stock and infrastructure SECTION modernisation to give a rare opportunity for an innovative transport system to support the 11th July 2016 region. The challenge for the core valley lines Severn Tunnel Electrification was bringing together the desired outcomes of Anthea Dolman-Gair and Laraine Pearson, 4 trains per hour to and from each valley with Network Rail electrification team 20% faster journey times. Potential solutions may be to propose light rail and the winning The challenge of electrification of the Severn bidder will control infrastructure to allow this. Tunnel was introduced by explaining the history Outside the core valley lines the new franchise of the 130year old twin track structure and the would be close to a traditional agreement. associated single line tunnels at Patchway on the English side which now makes the High- Public consultation and studies by Transport Speed route between Wales and England. Focus have indicated that seat availability Enabling works of soot removal and NRN cable and price were top priorities for passengers removal were preparatory to the main works. with service frequency, and delay notification Previous soot removal nevertheless found heading a 31 point wish list of improvements 40tonnes of soot remaining in the crown which The procurement process proposes to transfer was removed by a track mounted soot scabbler the Franchising authority role from London and completed in May 2016. The removal to Welsh Government in 2017 when TfW of the NRN Leaky Feeder from areas where will assume the delivery arm role to let the influence of the OLE would present difficulties franchise. The Franchisee is proposed as an was a 7 week programme completed in March Operator and Development Partnership as a 2016. vertically integrated operator and infrastructure manager for the core valley lines. This The works in the Six Week Blockade (12th organisation would allow electrification and Sept to 21st October) were described in other possible system wide changes within detail together with the enabling work. The the metro area. Any changes in type of restricted overhead clearance requires that rolling stock could thus be introduced with causes unique issues with ground borne noise installation of the contact wire is to be as part appropriate changes to infrastructure and that in many cases has a greater impact on of an overhead rail supported at 6m centres. signalling. For the classic Wales and Borders residents then airborne noise. Ground borne Familiarisation and training with the franchise the role would be of operator and noise is much more difficult to mitigate out, beam installation methods was carried out could include managing enhancements to as the noise can be felt through the buildings in a test tunnel in the English Midlands. Network Rail infrastructure. Metro envisages and foundations and it must be mitigated at Test sections to prove the system in Severn Early Contractor Involvement (ECI) and the source. Due to the new station extension Tunnel were then installed in May 2016 and collaborative working within budget and time going underneath existing buildings, some accelerated testing carried out elsewhere. constraints. ECI will promote competitive reworking of foundations is required; either Members were able to handle a short slice of dialogue and innovative proposals to what by displacement of end bearings through the the conductor beam to appreciate the rail in the has been appraised as a strong case for light tunnel walls, or through cutting friction piling sky. ATF anchor installation to hold the power rail. Dialogue is seen as a way to develop bid short and isolating the tunnel from the piling. supply was ongoing and at time of presentation solutions with the authority. Where friction piling is fairly straightforward was over 50% complete. Work during the from an acoustics perspective, the end bearing 6week blockade not only included drilling for John reported progress to date as on target for piling creates more of an issue in that the piles and installing 5300 conductor rail anchors for contract award by January 2018 for franchise cannot be isolated from the tunnel. In these 14km of conductor rail and 14km of contact start in October 2018. Formal procedures areas, the new track and tunnel require more wire earth wire and ATF cable in the tunnel but started in July 2016 with EU notices and extensive mitigation through design, in order also track relaying in the tunnel, track lowering return of Pre-Qualification Questionnaires to transfer as little ground borne noise as in both Patchway Tunnels and other bridges due shortly. Notification of pre-qualified possible. and open route installation of foundations and bidders was due in October; outline solutions masts. The S&C at the IEP depot at Stoke submission in December before a shortlist of Gifford will also be connected to the network bidders to enter dialogue enabling final tender and overall 70ch of track renewed. Two submission June 2017.

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10th October 2016 with TATA’s name and the rails are held by railway team had been rewarded by Light Maintenance Delivery Nexus Rail. Pandrol PR clips on slabbed areas and FC Rail Awards and the ICE NW region Medium Phil Kirkland fastenings on concrete-sleepered sections of Project of the year. permanent way. Electrical earthing bonds were Phil started by describing the background, the all in place and ancillary electrical equipment As a finale, the flooding events on the Snaefell history, the challenges and the present and and external shower facility was inspected by Mountain railway during the winter of 2015-16 future progress and plans for this expanding our group. Additional protection from ‘would- were described. Washouts caused by Storm system. be’ trespassers was observed and a new Desmond were under repair when Storm Frank pedestrian bridge installation was in place caused even more damage. The scope of As the first of a new breed of light rail systems following the closure of the former Maliphant the repairs was prioritised to allow restricted built between 1975 and 79 on the routes of open crossing at the north end of High St Yard operation to the summit in the early spring with the North Tyne Electrics the Metro already (former carriage sidings). staged service improvements leading up to full had tight clearances to contend with. The operation in time for the TT motorcycle races. routes were expanded with central tunnel 14th November 2016 Temporary track slues were arranged to allow sections and the Queen Elizabeth 11 bridge Isle of Man Railways – An update worksite access with single line working and across the River Tyne built for 12.5tonne axle Jeremy Reece, Chief Engineer, Isle of Man after repairs to drainage and slips costing £3m loads. After over 35 years the Metro assets Transport and Bus Vannin the railway reopened as planned. had been sweated and both infrastructure and rolling stock needed renewal after heavy Jeremy introduced the Isle of Man Railways THAMES VALLEY SECTION use. Appreciation of the system by the and continued from his last paper to the enlarged region was also calling for further section in 2012 by giving an overview of the 14th September 2016 extensions. The legacy of the light axle loads four railway systems on an island 33miles Recognising and Understanding the was a drawback to using main line heavy rail by 13miles and with a population of 80,000. Importance of Drainage equipment for renewals. The lack of renewals The Isle of Man steam railway is 3ft gauge, Dean Jackson, Network Rail and Daniel programme also meant that staff had to learn 15.5miles long with 5loops with 1910 locos Parkes, formerly of Balfour Beatty Rail, afresh the skills required that historically would and wooden bodied coaches. The Manx now of Hochtief be passed on from the ex BR generation who Electric railway again with the unique 3ft had now retired. But these challenges had gauge, 17¾ miles double track at 550v DC The Chairman then introduced our Speaker been overcome by the novel solutions that and no platforms. The Snaefell Mountain Panel for the evening, Mark Howells, Section may be introduced on railways independent of railway 5 miles of 3ft 6in gauge at 1 in 12 Committee member, his colleague in Network Network Rail requirements. Amongst the most gradient. Jeremy also informed the meeting Rail Dean Jackson, and Daniel Parkes, now of successful were the introduction of road-rail that his responsibilities now included the Hocktief, but at the time of the site investigation equipment for inspection and access, overwire Douglas Street tramway with its one-horse referred to in his presentation, with Balfour cleaning equipment, Omnicom inspection power traction system. Originally envisaged Beatty Rail, and invited them to present and asset management methods, adapting as a continuous system with the Manx their papers on the theme “Recognising and tamping equipment to metro needs, advanced electric railway the scheme went bust and the Understanding the Importance of Drainage”. control systems for switch heater operation organisations went separate ways including by temperature monitoring and the successful plans to co-ordinate services. The stables Mark began the presentations by giving an introduction of Metro services over Network housed 22 horses and 13trams and now overview of his role and that of his team of Rail lines to Sunderland. An Asset Renewal integrated with the electric trams at the north Drainage Engineers and Operatives in Network Plan was drawn up by consultants costed at end of the promenade. Rail’s Western Route Asset Management £400m over 10years which was/is supported Organisation. He then went on to describe by the DfT with the objective of upgrading the Jeremy described the new systems of plain the Key Facts of his operations; its Strategy in system from the specification of a 1980’s Ford line renewal using German designed concrete considering drainage as a fundamental asset Cortina to that of a 2016 Mondeo. Using short sleepers which by lateral adjustment of and the management, funding, renewals and term ‘Bustitution’ from 2011 lines have been fastenings allowed different flat bottom rail maintenance of all drainage activities; the closed in sections for up to 6 weeks to allow dimensions to give a uniform 3ft gauge. Planning of these activities; and the Actions wholesale renewal. This has also engendered Standard concrete sleepers allowed traditional taken to establish an effective Management a ‘walkaway’ culture of leaving a truly finished packing methods to be used which was team. The team ensure the consistent use of job. not possible with trials of steel sleepers. materials on all works, consistent quality of Temperature recording had validated the investigations, remedial works, follow-up and 9th November 2016 local meteorological predictions concerning recording of asset data, with the use of sound PWI technical visit to Swansea IEP train maximum rail temperatures and allowed the engineering principles, common sense and maintenance depot introduction of CWR and checked track and judgement at the heart of all decision making. Hosts: Michael Finnan, Alan Roderick and breather switches. Stuart Layzell On completion of his introduction, Mark then For S&C renewals some standardisation to asked his team member Dean Jackson to Eight PWI members were fortunate to be able 1:5½ angle crossings had been possible and describe the work undertaken on Filton Bank. visit the new Hitachi train maintenance depot at pin jointed stretcher bars had reduced strains Maliphant, Swansea. in the switches but the single bladed switch Dean outlined the changes that have taken had been retained at Snaefell summit with place on the section of BSW between Dr Day’s The party were given an induction and update some rerouting of walkways to improve safety junction and Filton Abbey Wood over the past of the current facilities before being guided and keep public feet away from the long slide 32 years and how these have affected the around the depot.It was observed that all the plates. Attention to detail had introduced drainage systems. This section was a 4-track OLE masts and primary suspension gear is dimples in walkway units molded to represent railway until 1984, when it was reduced to in place but awaiting the overhead line. Our the three legs of Man. double track and realigned to permit the line first port of call was the train washing facility, speed to be increased. The existing drainage following which we were accompanied over Ballure Bridge reconstruction on the Manx systems were retained, but were affected by the siding facilities until we reached the buffer Electric required repairs to the twin spans the track realignment and subsequent relaying stops at the north end of the site. Some of the of 80ft and replacement of the longitudinal and reballasting and over time became buried sidings are ballasted whilst others are laid on bearers. During the closed season the bridge and difficult to trace. This resulted in a lack concrete rafts with drainage channels, the was shot blasted and painted and then of maintenance and some runs became latter following the washing shed to the north. recycled plastic longitudinal bearers fixed to ineffective as track drains. At present, certain of the ‘slabbed’ sidings the deck and the track reinstated. Attention to In 2012, it was decided that the section are protected by a sand bed laid on plastic detail also included relaying the adjacent level should be restored to 4-track, and would be sheeting, as HST stock uses the yard and so crossing despite island snowfall elsewhere electrified as part of the GWMLE scheme, protection of the concrete from oil drips from playing havoc with the programme and also currently being implemented. To prepare for rolling stock is assured. It was observed that surgery to surrounding trees to reduce their this, the WR Drainage Team was issued with most of the flat bottom rails are embossed influence on the steelwork. This work of the 11 work permits, with a budget of £0.6 million,

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to investigate and rectify drainage problems at various sites. With the aid of many slides Dean described each of these sites in detail, the scope of the investigations, the remedial work carried out and the eventual outcome. The drainage systems are now properly recorded with all pertinent data including outfalls. (Typical of the sites described is the one at Filton Abbey Wood, the following slides are a selection of those shown). Dean then handed over to Daniel Parkes to describe the work carried out at West Ealing.

Daniel outlined the problems that had built up in the West Ealing area on MLNI, which had resulted in a CoT TSR being imposed on the Down Main Line. The WR Drainage Team issued instructions to Framework Contractor Balfour Beatty Rail to investigate the drainage issues and develop remedial measures. Through a very informative set of slides Daniel described the investigations undertaken, which included the use of CCTV and GPR, to determine the condition and efficiency of the various drainage runs in the area and establish the existence of outfalls.

As the investigations progressed, an intensive programme of jetting was undertaken to clear sections and prove runs and outfalls. Daniel said that the jetting had revealed some collapsed sections in both drains and culverts, and a 1.2 m Ø culvert which was hitherto uncharted.

In Summary, Daniel said that the work had enabled a comprehensive record of the drainage in the area to be established, and had provided the basis for proposals for further improvement works. The water table had been lowered and it had been possible to remove the CoT TSR – however the underlying problems of formation bearing strength, particularly on the Main Lines, remained and still needed to be addressed to properly stabilise conditions.

Lessons learned at this site have paved the way to investigations and remedial works at other sites where CoT TSRs were in force such as Portobello Junction and Frome.

At the conclusion of the presentations the Chairman conducted a lively questions session which provoked much comment and debate. After bringing the session to a close, Jeremy asked the Secretary to propose the Vote of Thanks to the Speakers.

Malcolm said that it was very refreshing to learn not only of the investigations described but that a designated team within the Western RAM organisation was in being and elevating drainage to its proper place as a crucial track infrastructure element with an appropriate budget. He said that we had all been very impressed by the attention to detail in carrying out the investigations and the successful outcomes, borne out by the comments and questions from the floor. After mentioning that his own respect for drainage goes back nearly 60 years and that he had made a similar presentation on the mechanisation of drainage renewal to the Nottingham & Derby Section in 1962, Malcolm asked everyone present to support his motion to Mark, Dean and Daniel; this was carried with acclamation

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term, followed by a list of threats to systems do about it”. He said we can be hard – e.g. by from such as natural hazards, component design, or soft – e.g. using forecasting systems failure and supply chain and ICT failures. He and investing in training, knowledge and then looked at the challenges for this century, organisational capacity. He then enumerated for which demographics are the driver amidst a series of measures that Engineers should considerable uncertainty. There is guidance be implementing, how the resilience of the available in the form of publications on which system should be assessed, and the effect of John elaborated. future stresses and strains on the system, not only from climate change but also population, John’s next topic was History. He said that demographics and migration. railways were built along river valleys, following In conclusion, John said that we need to listen and crossing river flood plains in order to to and influence the research and analysis, and maintain shallow gradients with which the build knowledge and skills – if we don’t know available motive power could cope. This where to start, begin the conversation! Finally, makes the railway vulnerable to flooding, John showed the elements that make up a high water table levels and extreme rainfall. Resilient System. Although recent railway construction more closely follows the contours of the landscape At the conclusion of the presentation the (e.g. HS1), the system generally is much more Chairman conducted a lively questions session sensitive to weather than it was 50 or more which provoked much comment and debate. years ago. After bringing the session to a close, Jeremy Moving on to Climate Change, John showed asked Tony Roberts to propose the Vote of a series of slides depicting the global change Thanks to the Speaker. in land and ocean surface temperatures, sea ice content, mean sea level change and the Tony thanked John for his comprehensive, change in the annual precipitation over land. clear and “lucid” presentation that highlighted the impact of climate change on all types of How are we evaluating and preparing for all infrastructure as well as other socio-economic this? issues. The talk was highly educational; we have all learnt about resilience and its many John described TRaCCA and its work to definitions, a term that was not in common use address the key questions for the UK over until more recent times, as well as the work of the next 50 years. He said that a series TRaCCA and its recommendations. We have of outputs on climate change adaptation also learnt that economic modelling of benefits had been published, which has resulted must take into account the wider impacts in a compendium of knowledge; he then and that we should use a systems-wide summarised the Phase 1 recommendations. approach to minimise the risk of unexpected Presenting an overview of Phase 2, John consequences. He said that he was slightly described the tasks involved: Economics, concerned when John put up a slide that said Metrics, Overseas Analogy, Systems and GIS, “A shed load of problems” but relieved that the Change Management, Priorities and Funding, following slides offered potential solutions. leading to the Evaluation of Findings. John Tony then built upon comments made during showed that there were positive messages the Q&A session regarding the way things from the TRaCCA reports – particularly an used to be approached by reminiscing on the 2 enabler for the prioritised, targeted investment letters a year he used to receive from his DCE and forecasting of likely events at coastal rail when he was a PWME, one headed “Winter infrastructure. Weather Precautions” and the other “Summer Weather Preparations”, and observed that System Thinking was the next topic discussed things had moved on somewhat since then. 5th October 2016 and described by John; he said that all the Finally, he thanked John for helping to Beating the Elements – Railways, Weather threats previously mentioned can impact upon prepare us for the December Section Quiz by and Climate Change the system and it is necessary to understand challenging us to guess the location of some John Dora, Fellow the interdependencies between physical of the sites with weather related problems systems, within the systems and within society. contained in his slide show! Tony then asked The Chairman then introduced our Speaker for He showed a system view of the UK railways, everyone present to support his motion to the evening, John Dora, Fellow of our Section, its interdependencies between infrastructure John; this was carried with acclamation. and invited him to present his paper entitled sub- sectors and how they react. He quoted “Beating the Elements – Railways, Weather the uncertainties, such as climate change Note from the speaker: The sources should be and Climate Change”. forecasts and the limitations on data against acknowledged and include: asset behaviour, and the need to modify UK Climate Impacts Programme, Network Rail, John introduced his talk on climate change and resilience standards. In particular John said John Dora Consulting, RSSB, University of its ongoing effect on the UK Railway System “challenge the Economists – it’s not just about Birmingham, University of Surrey, IPCC AR5. with an outline of its contents before discussing cost!” Finally in this section John described and describing each element in detail, the scenario – led approach which compares supported by many slides. Risk with Time.

He began with Resilience – what is it? He The next topic to be discussed was the gave us definitions by Government, eminent Case Study of the events at Dawlish, bodies and individuals, and many more. which encompassed numerical modelling There are also many perceptions of the of bathymetric data, extreme conditions challenges related to different users’ and estimated for the future and sea wall shape operators’ perspectives such as specialisation, influence on outputs. The studies show a silo thinking, and a person’s position in the likely increase in wave overtopping of some organisational hierarchy. John posed the 250% by 2080, resulting in a 1 in 1 chance question “what about the purpose of the of the railway being closed because of transport infrastructure?” – from a “system” such an event. John showed the effect of perspective against regulatory or operational, wave characteristics, the impact on system or business and other targets. This led to a performance (a 6- fold increase in disruption slide giving the common perception of the to train services), then asked “What can we

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2nd November 2016 Switch Protection using Friction Modification Jay Benson, JB Rail

Jay’s talk concerned the damage caused to switch and stock rails, particularly in the trailing direction, by the high angle of attack in certain circumstances by the wheel flange root on the rail, resulting in excessive contact forces.

He described the problem and history of such damage, which accounts for some 3,500 switches of all designs having repeated failures of varying severity. These failures, found by routine S/053 inspections, trigger a series of actions both immediate to mitigate the risk and short term to remediate the failure.

Jay went on to describe sites at Nuneaton Cemetery Junction and Reading West Junction where particular sets of switches had a history of failures with consequent disruptions to services due to the repeated necessity for remedial interventions, incurring considerable costs.

Moving to potential solutions, Jay said that control of the co-efficient of friction – the rail/ wheel interface - had been possible since the introduction of KELTRACK. This is a fully approved water-based friction modifier that is designed to be applied to both rails through S&C layouts, whose effect is to specifically reduce the angle of attack of the wheel on the rail.

Trials of KELTRACK, authorised by Network Rail, commenced in 2007 on a short section of plain line of 150m radius at Barnt Green, which had suffered from excessive noise during the passage of trains for a number of years. After installation of a friction modifier system noise levels were reduced by some 15dB; subsequently, and very significantly, it was noticed that increased rotation of the wheelset occurred when it crossed from untreated to treated rail. This result prompted Network Rail to authorise the installation of friction modifier systems at other sites, including at the switches at Nuneaton and Reading. Jay then discussed using a series of diagrams the principles of wheelset steering in various circumstances, showing how the installation of a friction modifier system affects the angle of attack and can significantly reduce the rate of damage to the rail. In the cases described at Nuneaton and Reading, Jay showed a timeline comparing the onset and development of damage to the rail and consequent repairs, service delays and costs prior to the installation of a friction modifier system, with the results since installation which have significantly improved the situation.

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Finally, Jay said that for each installation 4 October 2016 and recording temperature, duties of on-site a business case needs to be prepared to Challenges of the Underground watchmen, warning board management, gain access to funding and to determine a Paul Ebbutt, PWI Vice President for contingency plans and management of prioritised plan to maximise the benefits at England records. John briefly outlined how tampers complex sites. work in compacting the ballast and using a Paul began with bridge renewals and system of chords which allow the creation In summary, installation of friction modifier highlighted one particular job; an underbridge of versines against the defined radius to be systems: at West Ham where the District Line ran used to smooth the horizontal and vertical alongside BR’s LT&S line. Economies of scale profile of the track. However, to ensure track • Treats S/053 hazards 1, 2 and 4 and time could have been achieved had BR is maintained to a defined absolute position, • Increases switch service life by up to 10 co-operated by renewing their half of the more initial survey and design work is required. times bridge at the same time but this did not happen The design compares the existing position with • Can treat complex layouts – leading to more service disruption and higher the designed geometry and calculation of lifts • Has been shown to reduce noise, RCF costs for BR when it did decide to renew a few and slues, front offsets are produced. These and corrugation issues years later. are used to correct the front of the 3 point chord and to achieve the target geometry. He WESSEX SECTION Expansion of the LUL network to Terminal 4 concluded by noting that there is no such thing brought Paul to tunnelling, encountering the as zero slue with smooth tamping and extra 3rd May 2016 use of “wedge block” expanded tunnel linings care must be taken in free lining especially The Challenges and Solutions reconnecting rather than the traditional bolted segmental adjacent to constraints as smoothing may Swanage to Wareham linings, and experimentation with a variety of adversely affect clearances. Jim Wheeler track forms. Another scheme which changed significantly was Crossrail which originally was For the final topic Rolling contact fatigue Jim described how £4.8m raised from DCC, to start at Aylesbury, have only a short tunnel (RCF) John set out to show why design on the BP fund and the Coastal Community Fund across London and take 12 car trains. The 1000-2500m curves is important and how have been used to upgrade the line from project began in 1993 and was to have made certain types of rail defect are created by Worgret Junction to connect with the existing use of the New Austrian Tunnelling Method curving forces generated at the wheel rail Swanage Railway operations at Norden and to with sprayed concrete, but the collapse of such interface. Displaying a series of diagrams he provide a mainline certificated 1960s DMU to a tunnel at Heathrow in 1994 added two years demonstrated how railway axles and wheels operate the proposed service. and a cost increase of £150m. on curved track produce lateral force (creep) and that the force increases the more the axle What were the Challenges? Whole life asset management came to the fore rotates to produces a greater angle of attack. Trees… Hundreds had encroached from the in LUL and Paul explored how co-ordination The energy expended by the creep forces Ty fence line to the running edges. Over the 4 between departments could maximise the use (Tgamma) can be measured and related to miles of track this proved a considerable task of possessions and also the economics of RCF which occurs usually on gauge shoulder for the three temporary staff and 4 permanent replacing troublesome long-timbered bridges of 260 grade rails and gauge corner of 400 Pway staff. ahead of their sell-by date. grade rails.

Sleepers… About 1000 wooden sleepers were Paul ended his wide-ranging talk with some WEST YORKSHIRE SECTION changed. This represented about 30% over a lessons learnt which included the need length of 4200yards of wood sleepered track. for coordinated planning, reliable asset 20th September 2016 In one area it was determined that relaying with management, better control of the design and Piling - Sue Whittall, Strategic Alliance and CWR would be more cost effective where the construct process and the need for caution Paul Drewery, Aspin Group: replacement percentage exceeded 40%. This with innovation. was a particular challenge as it was located The presentation took the attendees through in an area where even the trackbed was 1st November 2016 how the company had developed its current classified as a SSSI - with no road access to Common Track Challenges product range from early beginnings, each the single line! John Hilliard, Group Engineering Manager, iteration being in response to the customer’s Atkins Global needs. They have worked with Road Rail Significant embankment weakness existed Vehicle manufacturers around the world to in one area and a number of trains of spent John opened by setting out the three topics develop plant to install their products. One of ballast were purchased from Network Rail he would address: Critical rail temperature, the main areas of innovation shown during the which allowed the embankment to be re- tamping theory and rolling contact fatigue. presentation was the ability to rotate tubular profiled. By way of a ‘Safety Moment’ he outlined two steel piles into the ground rather than using recent immediate learning examples from hammering techniques, significantly reducing In addition to these challenges a road carrying Rail accident investigation branch reports, the sound of piling. 24/7 traffic to the Wytch Farm Oilfield required which highlighted the need to ensure that at to be provided with full level crossing barriers the beginning of projects all potential hazards Overall it was a thoroughly interesting and to main line standards. This particular road and risks including temporary state risks technical presentation, which gave an insight was also the main emergency vehicle access are assessed and understood by all those into piling design and implementation for to the oil field and any road closure had to be responsible for or undertaking the project. electrification, signalling, bridges and some openable at 10 minutes’ notice. How about other rather unexpected lineside structures changing rails through a Bowmac crossing Continuing on to the subject of Critical Rail such as access platforms for Lineside surface with that restriction! Temperature, John explained that CRT was the Cabinets. Finally, he drew the following conclusions as to rail temperature up to which track temperature the keys to the success of this project ... will be allowed to rise before measures are 18th October 2016 enforced to protect traffic. The measures High Output Track Relaying Machine • A good leader are set out in a NR standard. When project – Dougy Blakeley, Depot Manager of • A dedicated and enthusiastic SMALL construction activities may impact the track Doncaster HOTR Depot team support zone, a CRT management plan must • Ability to change the plan as the critical be produced and implemented. A deficiency Dougy described the change when Network path shifted of ballast particularly from the shoulder Rail began to do its own maintenance and • Economising without de-scoping can reduce the CRT by up to 22 degrees had to cast around for methods more in step • Excellent support from Network Rail and centigrade for CWR. The CRT management with the modern railway scene; methods that South West Trains plan must address many elements including would enable it to relay sizeable chunks of • A dedicated fundraiser who could exploit briefings, identifying stress free temperatures route within timeframes likely to be allowed by all sources of money! for CWR track or joint closure temperature TOCs/FOCs. Having identified the kit that they for jointed track, calculations, monitoring had wanted to buy, it had first been necessary

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to get one of the manufacturers to produce train paths to passenger train operators helped boxes with control in Lincoln resulted in a model capable of fitting the British loading fund the £280m scheme. substantial annual savings. gauge and then necessary for Network Rail to obtain a train operator’s license to enable it to The business specification for the upgrade • Object detection was implemented, as a run HOBCs and HOTRs. project was to provide: trial, on 23 Manually Controlled Barrier (MCB) level crossings. This included “Why high output?” was answered with three • W9/W10 gauge clearance at line installing new low level radar obstruction main points: it had the minimum impact speed (with provision for W12 when detectors with reflectors mounted around on passengers; it was a safer working reconstructing structures). some crossings. environment and there was the minimum risk of possession overrun. From the point of view • Capability for 775 metre long freight • It was found that stand alone modular of operators, one of the main points must be trains. level crossing technology is not that trains can run on the opposite line whilst appropriate where level crossings are the work is taking place (although not for short • 2 additional train paths per hour. close together. There is a requirement periods at the beginning and end of the work). to manage the interfaces and working • Improvements at level crossings. between overlapping individual crossings. Particularly impressive was the quotation of the progressively higher handback speeds • Standard 2 hour 5 minute journey • The project was managed in five discrete achieved over the years; a far cry from for freight trains (based on the physical sections, rather than managing days when temporary speed restrictions lasted average freight journey time between individual technical disciplines (track, for weeks after renewal. Peterborough and Doncaster on the structures, signalling etc) along the ECML). route. The inter-relationship between the One interesting safety concern mentioned was operating and engineering disciplines in the effect of employees constantly inhaling • No additional local passenger train given physical areas was better project ballast dust. Dougy said that the ballast was service; except when used, usually at managed in discrete sections. This was now sprinkled with water before the train weekends, for an ECML Diversionary proposed after discussions on ‘lessons left the yard; a simple but important step for Route. learnt’ with the West Coast Upgrade improving safety. Project Management Team. • Develop a solution for a route dive under 15th November 2016 or over on the ECML at Werrington • Stakeholder consultation was essential. Review: Lineside Vegetation Management – Junction, north of Peterborough Regular round the table updates a TOC perspective: (implementation of the solution was out of and advance notice of works to local Rob Cummings, Northern Rail scope of the project). authorities and land owners, with feedback, paid big dividends. The presentation from Rob was very eye • Potential future additional train paths for opening on how an operator views the new north bound traffic originating at the • Much effort was made to educate local autumn period. Rob brought with him a very new container port of London Gateway communities, particularly school children, experienced view, which was developed (being developed on the north bank of the in rail and level crossing safety. This was on the infrastructure side of the fence. Rob river Thames). carried out by a railway employed support covered a lot of background as to why autumn person. performance has become progressively worse David described the work required on a train over the last 50 years. speed plan for the route, allowing for a mixture The upgraded GN/GE route completed in 2014, of stopping passenger and non - stop freight now provides a 24/7 alternative to the East While obvious reasons such as the end trains. Sleaford providing the only opportunity Coast Mainline for freight trains. of steam and the lack of proper lineside for a fast train to overtake a slower train. management by BR, Railtrack and now Using the then existing route speed charts, 20th October 2016 Network Rail need little coverage, the impact he identified many restriction locations which 20th annual North Eastern Railway of electrification, mass multiple unit operation could be could be eliminated by an injection Engineers’ Forum and disc brakes have all led to a great impact of cash for track/structure renewal. The during leaf fall. Rob’s full article can be read in solution adopted to, minimise braking and The first presentation was from Andrew Millner the October 2016 Journal. acceleration, was to plan both class 4 (max 75 of Hitachi Rail. Andrew described how some mph) and class 6 (max 60 mph) freight trains redesign has taken place within the new A very interesting and well attended to run at approximately 50 mph to allow time Hitachi Class 800 ‘Azuma’ trains now testing presentation. for station stops by passenger trains. Speed on the Great Western Main Line. These early improvements were achieved by realigning/ units have been assembled in Japan. YORK SECTION renewing plain line track only, especially on the accelerating and breaking portions of the The second presentation was from Andrew 6th October 2016 speed chart. The existing S&C at Spalding - Booth from Progress Rail EMD in Doncaster. Upgrading the GN/GE route Sleaford - Lincoln – Gainsborough were not Andrew briefly explained the history of David Anderson, Network Rail’s Business speed upgraded due to cost constraints. Electro-Motive Diesel, Ltd. (EMDL). They are Improvement and Development Manager for the original equipment manufacturers with a Infrastructure Projects in York Notable features of the upgrade project production base in the USA. The Doncaster included: factory is located on what was the BR Eastern As an introduction David gave a brief history Region overhead line equipping depot. To of the remaining 68 mile route. The Great • W12 gauge clearance was provided at meet updated emission requirements EMD Northern and Great Eastern Joint Line (GN/ marginal cost. It was found more cost have plans to introduce a new four-stroke loco GE) was opened in 1882 to improve the effective to rebuild structures to W12 engine, also they plan to expand their site onto delivery of coal from the Yorkshire coalfield to with contractors offering a financial adjacent land with an ever increasing workload. East Anglia, and provide a less heavily graded discount when several structures were alternative to the East Coast mainline. By bundled into larger work packages. Tony Kornas and Mike Lewis, both from the end of the 20th century the freight traffic Where a structure required a track lower Siemens, briefly described the past and in the had almost disappeared leaving a sparse >150 mm to improve clearances it was future signal control centres for Network Rail passenger service on the Peterborough - usually cheaper to completely rebuild the in the . The eventual twelve Spalding - Sleaford - Lincoln - Gainsborough structure. new regional operating centres, York ROC – Doncaster route. The financial driver for being one, will replace around 800 mechanical the upgrade on the route was to free up train • The route was re-signalled with new lever signal boxes and around 200 Panel operating paths on the ECML by diverting modular LED signalling and control and IECC boxes nationally. This presentation freight onto the parallel GN/GE route. Monies concentrated into the existing Lincoln gave a clear indication how investment in new raised from renting the additional free ECML signal control centre. The removal of technology will change the future railway. The signalling staff from the closed manual Sheffield signal control area has recently been

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successfully transferred into the York ROC. It adequate. The car driver was subsequently will be many years before the new systems are jailed for five years after being found guilty fully operational across the network. of ten counts of causing death by dangerous driving. The crash resulted in many alterations Finally, PWI Vice President Phil Kirkland to Railtrack Group and Operating Company of Nexus, gave a presentation ‘All Change Standards, including the removal of glass on ’. Phil who is the partitions within coaches. Neal pointed out Infrastructure Manager gave a brief but that the class 66 loco is a modified American comprehensive talk on recent infrastructure GM/EMD SD70 design. The Class 91 loco and rolling stock refurbishment; including 91203 in this crash happened to be the same bridge and waybeam trackwork: also in house loco as on the train set involved in the Hatfield overhead line renewal. Recently a new purpose train crash in 2000. In 2000 four people made Metro gauge Plasser tamper has been were killed and seventy people injured. The procured; which can also check overhead line loco was subsequently renumbered 91132. positioning. The use of road/rail inspection After inspections and repairs to the fixed vehicles and also the use of ‘in possession infrastructure the route was re-opened on the only’ temporary no crossing groove plate 13th March 2001. crossovers, used for the 12.5 ton axle load Metro engineering stock. Similarly, purpose Aerial photographs can be seen at: made shallow hopper wagons are used for http://shaunflannery.photoshelter.com/gallery/ the extensive track renewals currently taking -Rail-Crash/G0000tw1USnN68bg/ place. Station and refurbishment has also taken place. Nexus has its own apprentice training scheme. Phil also showed a plan of where Tyne and Wear aspire to expand their network to better serve the local community.

3rd November 2016 One Heck of a Crash Neal Clarke, PWI Fellow

The rail crash, widely known as the Selby rail crash, was a high-speed train accident that occurred at Great Heck near Selby, on the morning of 28 February 2001. Ten people died and 82 people were taken to hospital. It remains the worst rail disaster to date in the UK in the 21st century.

Using extracts from the official report, which he helped put together, Neal went through a catalogue of separate incidents resulting in the catastrophic crash. He stated whilst it was still dark a Land Rover pulling a loaded trailer, driven by Gary Hart, left the and came to rest alongside but fouling the ECML Up Main. Whilst the car driver was calling emergency services a GNER IC225 passenger train heading south struck the Land Rover and derailed its front wheels. The train then struck a trailing connection at Plasmor siding pushing the front DVT further into the sixfoot. At the same time coming in the opposite direction was a loaded coal train; a Freightliner class 66 with sixteen loaded coal hoppers. The head on crash occurred at about one hundred and forty miles per hour, killing three of the four drivers in the head end cabs. The passenger train also buckled and struck the underside of Pollington Lane overbridge resulting in the ripping of part of the roof on the Mk4 buffet car, killing the GNER chef. Another six passengers were killed and eighty four passengers injured. Two of the current York PWI section members were among those injured. Four of the passenger coaches and the DVT then travelled down the embankment, some without bogies and ended up in an adjacent field. The freight loco went to the Down cess side and into residential gardens. Neal pointed out because of the number of wheels that had become detached they also causing extensive damage to the passenger coaches.

The enquiry found although no crash barrier existed where the Land Rover left the M62 road; the safety precautions in place then met national standards and were deemed

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