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15 10 Section Activities.Indd Section Activities A round up of recent activities in our Sections AS PUBLISHED IN The Journal October 2015 Volume 133 Part 4 V.1.0 1 of 12 Sections BIRMINGHAM CROYDON AND BRIGHTON DARLINGTON & NORTH EAST EDINBURGH Our online events calendar holds all GLASGOW of our Section meetings. IRISH LANCASTER, BARROW & CARLISLE You’ll also fi nd 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 V.1.0 2 of 12 Here is a roundup of some of our Sections’ activities. ASHFORD SECTION No meetings currently planned. Please keep an eye on the website for information as it becomes available. BIRMINGHAM SECTION Thursday 11th June 2015 The Chairman Paul King, Introduced our speakers and asked them to present their talk. Bob Langford, Section Chair, opened by giving an overview of the Star Track Scheme and why it was needed. Bob explained that Steve Featherstone had started with a challenge to his team to come up with a training scheme which would introduce 20 new designers to the industry each year for 3 years. Bob went on to explain the Passport which would outline learning objectives for the trainees, and then talked about the selection process which was undertaken to select the successful applicants. Bob finished by showing the team collecting an award for the scheme at the Rail partnership awards. Bob handed over to Kate Wilson, Track Design Trainee, WSP. Kate started by discussing her background in the fitness industry and why she was looking for a career change. Kate then talked about what she had found appealing about the rail industry. Kate went on to discuss the foundation degree at Sheffield and the challenges of going back to studying after several years in full time employment. Kate then talked about her experience in employment from time with maintenance and seeing installation taking place on track to feasibility studies and design work in the office. Kate handed over to Stefano Agnello, Track Design Trainee, Network Rail. Stefano talked about the range of entrants in his year aged from 18 – 37 and gave a background to the partner companies they would be working with. Stefano went on to talk about what the intake knew about the industry before joining and some of the surprises that were in store for them when they started the scheme. He talked about how the scheme was structured and some of the teething problems in the first year and how these could be addressed. Following Q&A Paul offered a vote of thanks which was carried in the usual manner. Thursday 10th October 2015 Midland Metro Site Visit. The section Secretary Richard Quigley gathered the assembled members and visitors at Birmingham Snow Hill Metro Station and introduced Fred Roberts who led the tour. The group rode the metro to Wednesbury Great Western Street and walked to the depot where a thorough safety briefing was given. A talk was then presented by Fred and Lee Ashmore detailing the current tram route and the currently under construction section to Birmingham New Street. The talk went on to detail a forthcoming approved extension to Birmingham Centenary Square as well as other plans for routes in the future. The talk went further to discuss the new Urbos 3 trams which are currently being introduced and the technological advancements that these have over the previously used trams. These included low level floors, improved bogie designs and more powerful motors as well as more powered wheels to help with the gradients in the extension section. The new trams will also have a third more room for passengers. The tour then started with a walk through the workshop. The attendees were shown the innovative safety system used to protect depot workers which showed clearly when lines in the depot were protected and when OHLE equipment was isolated. The tour proceeded over the new high level gantry used to access the equipment on top of the tram. Innovatively most of the trams working parts are on the top of the vehicle. This improves the lighting for working on the items and minimises the need for working below the vehicle in a pit. V.1.0 3 of 12 Section meetings. The tour moved on to look at the wheel lathe which was a later addition to the depot and had saved its own value many times over by removing wheel defects before they caused the trams to run at reduced speed or be removed from service for repair. The tour then walked across the permanent way at the rear of the depot noting the twin block concrete sleepers, slab track BS80a rail and small turnouts with radii as tight as 25m, showing the contrast between the Metro’s system and UK heavy rail. The tour concluded in the control centre where the signalling system for the metro was explained and shown in detail. A vote of thanks was proposed by Richard and carried in the normal manner. Participants in the Midland Metro visit BRISTOL AND WEST OF ENGLAND SECTION For future meetings, please visit the website for the most up to date information. CROYDON AND BRIGHTON SECTION Tuesday 8th September 2015 Paul Ebbutt Principal Project Engineer and Peter Kinselley Track Design Engineer presented their talk on the London Underground Northern Extension. Their talk was split into several parts. Paul commenced with a section giving the background. The UK Government has set out a strategy entitled London Opportunity Areas which includes; the White City area – including the Westfi eld Development, Stratford area including the Olympic Park legacy and the Battersea area around the old Power Station which ceased generation some years V.1.0 4 of 12 Section meetings. ago. The Battersea Power Station site and its surroundings have seen a number of developers make proposals for the site over the years. However one of the difficulties for the site has been poor transport links. This is one of the issues the Northern Line Extension project will address. It will also provide relief to the very crowded Victoria Line Vauxhall station. The extension will leave the existing Northern line from the Kennington loop tunnel and will take over the Northern Line Charing Cross branch service whilst the City Branch services will run to Morden although it will still be possible to run from either branch to Battersea or Morden. The extension will have one intermediate station, at Nine Elms in Pascal Street, and terminate in a station at Battersea which will be incorporated in a high rise residential development, the over-run sidings beyond the station will be below the current Cats and Dogs home. The current development scheme at the Battersea Power Station site was produced by a group of Malaysian developers who commenced the production of a Transport and Works Act for the Underground railway extension. This was taken over Secretary of State for Transport but still took 12 months to receive approval. The current programme is to open the line in 2020. The Contract for the work, which includes building, tunnels, station and track works, also includes additional rolling stock for the Northern Line. It is an NEC3 Target Price Contract with a 50/50 pain gain share mechanism. Site clearance started in March 2015 and the Tunnel boring machine will be launched in 2016 from the Battersea station box site towards Kennington where it will be removed through the new vent shafts which will be constructed near the Kennington loop. Peter took over the presentation at this point to describe the track work. The line will 3.2 Km. long including the overrun/stabling sidings beyond the Battersea station which will lie below the Network Rail viaduct carrying the Brighton main line near Battersea Park Station. The tunnels will be 5.2 m. internal dia. and 5.76 m. external dia. This comparatively large diameter for a London Underground tube tunnel will allow for an access walkway which is required because the vent /evacuation shafts will greater than 900 metres apart. The route of the tunnels will have a minimum radius of 300 metres and this will allow the use of a non articulated tunnel boring machine. The boring machine will have to pass over and under and close to a number of existing tunnels carrying the London ring water main, electricity cables and the Victoria line. Boring will commence in the London clay a good boring medium but approaching Kennington will pass into the Lambeth gravel beds which are known to be water bearing and will pose more problems for tunnel construction. The maximum track gradient will be 2%. Cant maximum 125mm and maximum design speed 90 km/h. All P&C will use Cv9.25 turnouts at both the Kennington loop junctions and the Scissors approaching Battersea station. The junctions of the new tunnels with the existing Cast Iron tunnel lining on the Kennington loop will be constructed using the Step plate junction technique which will prove quite challenging in the water bearing Lambeth gravels in that area. This section of the new tunnels will be beyond that constructed by the tunnel boring machine and will have a spray concrete lining. Ground borne noise and vibration from the new line is a particular concern and must be limited to 35dB “in any room of any adjacent building”. This will be monitored in selected buildings after construction. Sonneville LVT concrete block in rubber boot track support form will be used throughout the new line to counteract ground borne noise and vibration.
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