Section Activities

A round up of recent activities in our Sections

AS PUBLISHED IN The Journal July 2017 Volume 135 Part 3 INSTITUTION MATTERS

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 &

MILTON KEYNES

NORTH

NOTTINGHAM & DERBY

SOUTH & WEST WALES

THAMES VALLEY

WESSEX

WEST OF ENGLAND

WEST YORKSHIRE

YORK

2 INSTITUTION MATTERS

LANCASTER, BARROW & SOUTH & WEST WALES SECTION CARLISLE Chairman Andy Franklin Chairman John Parker Secretary Andrew Wilson Secretary Philip Benzie 07974 809639 CONTACTS 01704 896924 [email protected] [email protected] MEETING VENUE Office, Fifth floor, 5 Callaghan MEETING VENUES Station Hotel, Butler Street, Preston, PR1 Square, Cardiff at 17:15 Sections Chairman David Webb 8BN (adjacent to Preston station) 17:30 for Deputy Chairman Craig Green 18:00; Royal Station Hotel, Carnforth, LA5 9BT Secretary Richard Quigley 07715 132267 (adjacent to Carnforth station) 17:30 for 18:00; THAMES VALLEY [email protected] Network Rail, North Union House, Christian Chairman Jeremy Smith Road, Preston, PR1 2NB at 1600 for 16:30; MEETING VENUES Secretary Malcolm Pearce The Wellington Pub, 37 Bennetts Hill, Network Rail, Upperby Yard, Tyne Street, 01635 550326 / 07967 667019 Birmingham, B2 5SN at 17:00 Carlisle CA1 2NP at 1600 for 16:30 [email protected] 2nd Floor, Network Rail, Baskerville House, MEETING VENUE Broad Street, Birmingham, B1 2ND LONDON Network Rail’s Davidson House Offices, Lunchtime meetings 12:30 for a prompt 12:45 Chairman Jonathan Bray Forbury Square, The Forbury, Reading, RG1 start - 14:00 finish Secretary Thomas Utley 3EU at 17:45 refreshments available from Evening meetings at 17:00 07885 732231 17:00 [email protected] CROYDON & BRIGHTON MEETING VENUE WESSEX 10th Floor, London Underground, 55 Chairman Mike Curthoys Chairman Colum Cavanagh Broadway, London, SW1H 0BD, above St. Secretary Martin Cresswell Secretary Kenneth Newell 07815 968245 James Park tube 17:30 for 18:00 07771 668044 [email protected] [email protected] MEETING VENUE & LIVERPOOL MEETING VENUES Mott MacDonald House, Sydenham Road, Chairman David Woods The Rose and Crown, Columbo Street, Croydon, CR0 2EE, at 17:30 for 17:45 start. Secretary Richard Wells Waterloo, London, SE1 8DP from 17:15 for 07817 302652 18:00 & The Eastleigh Railway Institute, 2 DARLINGTON & NORTH EAST [email protected] Romsey Road, Eastleigh, Southampton, SO50 9FE, from 17:15 for 18:00 Chairman Glenn Melvin MEETING VENUES ARUP - 6th Floor, 3 Piccadilly Place, Secretary Walter Clarke 07866 268637 Manchester, M1 3BN at 12:30 for 13:00 or WEST OF ENGLAND [email protected] 17:00 for 17:30 Chairman: Steve Pearson SQ1 - Network Rail Offices, Square One, 4 MEETING VENUES Secretary: Harshini K.V.Janaki Newcastle College Rail Academy, William Travis Street, Manchester, M1 2NY, at 12:30 for 01793 508 621 Street, Felling, Gateshead, NE10 0JP at 16:45 13:00 start or 17:00 for 17:30 [email protected] refreshments from 16:00 Manchester Conference Centre, Sackville MEETING VENUE Street, Manchester, M1 3BB at 12:30 for 13:00 Room 3.9, Network Rail’s SN1 Offices, Station start or 17:00 for 17:30 EDINBURGH SECTION Road, Swindon SN1 2DH & Arup Auditorium, 63 St Thomas Street, BN1 6JZ Chairman Andrew Blakeley Secretary Bob Gardiner 07771 828811 WEST YORKSHIRE [email protected] Chairman Ian Brookes Chairman Morris Smith Kevin Thurlow MEETING VENUE Secretary Secretary: Martin Wooff Upstairs function room of The Scots Guards 0121 345 3158 / 07802 890299 07487 652622 Club, 2 Clifton Terrace, opposite Haymarket [email protected] [email protected] Station, Edinburgh, EH12 5DR at 18:00 MEETING VENUE MEETING VENUE Auditorium, The Quadrant, Network Rail, Elder The Pullman Room, The Cosmopolitan Hotel, Gate, Milton Keynes, MK9 1EN at 17:00 GLASGOW SECTION 2 Lower Briggate, Leeds, LS1 4AE from 18:00 and are held on the third Tuesday of Chairman Tom Wilson each month from September to May. Secretary Jack Scott 01419 522562 / 07789 765291 Chairman Alastair Roberts [email protected] Secretary Lynne Garner 07771 672274 MEETING VENUE Chairman Ian Kitching WSP Offices, 7th Floor, 110 Queen Street, [email protected] Secretary Gareth Dennis Glasgow, G1 3BX at 17:30 refreshments from MEETING VENUE 07951 918236 17:00 The Town Crier Inn, City Road, , CH1 [email protected] 3AE at 18:30 light refreshments at 18:00 MEETING VENUES IRISH SECTION Network Rail Meeting Rooms 0.1 & 0.2, George Stephenson House, 1 Toft Green, Chairman Nick West NOTTINGHAM & DERBY Andy Packham York, YO1 6JT at 17:30 for 18:00. Access the Secretary Joe Walsh Chairman 00 353 872075688 Secretary Stacey Johnson office from the Railway Memorial entrance side [email protected] 07587 086220 of York Council West Offices, or through the [email protected] white gate opposite the York Railway Station MEETING VENUE The Ashling Hotel, Parkgate Street, Dublin 8, MEETING VENUES main entrance. Ireland; The Prince of Wales Hotel, Church Aston Court Hotel, opposite Derby station, Street, Athlone, Co.Westmeath - located in the Derby at 18:30 & Jurys Inn Hotel, Station centre of Athlone Station; The Brookfield Suite, Street, Nottingham at 18:30 Hilton Hotel, 4 Lanyon Place, Belfast - located across the road from the main entrance to Central Station

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SEPTEMBER 2017

5th September Tuesday 14th September Thursday DARLINGTON & NORTH EAST SECTION BIRMINGHAM SECTION Details TBC Bromsgrove Remodeling Project (Richard Dugdale, Newcastle College Rail Academy, William Street, Senior Sponsor, Network Rail) Felling, Gateshead, NE10 0JP 2nd Flr, Network Rail, Baskerville House, Broad Street, Birmingham, B1 2ND 6th September Wednesday THAMES VALLEY SECTION 14th September Thursday Details TBC NORTH WALES SECTION Network Rail’s Davidson House Offices, Forbury Lineside Vegetation Management - A Train Operators Square, The Forbury, Reading, RG1 3EU Perspective (Rob Cummings, Programme Delivery Manager, Northern Railway) 7th September Thursday The Town Crier Inn, City Road, Chester, CH1 3AE EDINBURGH SECTION Railvac OTM Applications (Simon Twiner, Project 19th September Tuesday Manager, Railcare Ltd) North East Railway Engineers’ Forum (NEREF) Upstairs Function Room, The Scots Guards Club, A joint meeting to be held at York Engineers’ Triangle 2 Clifton Terrace, Opposite Haymarket Station, York Engineer’s Triangle, Cinder Lane off Leeman Edinburgh, EH12 5DR Road, York, YO26 4AB

7th September Thursday 20th September Wednesday MILTON KEYNES SECTION GLASGOW SECTION Details TBC The McCulloch On Track Plant Revolution (Billy Auditorium, The Quadrant, Network Rail, Elder Gate, McCulloch, McCulloch Rail) Milton Keynes MK9 1EN WSP Offices, 7th Floor, 110 Queen Street, Glasgow, G1 3BX 7th September Thursday YORK SECTION 21st September Thursday Details TBC NOTTINGHAM & DERBY SECTION Network Rail Meeting Rooms 0.1 & 0.2, George Rail Drainage: The Network Rail Perspective (Mona Stephenson House, 1 Toft Green, York, YO1 6JT Sihota, Network Rail) 11th September Monday Aston Court Hotel, opposite Derby station, SOUTH & WEST WALES SECTION Derby DE1 2SL The Gulf Oil Branch: Construction, Operation & Future 1968 - 2016 (Dick Watts, Chief Civil Engineers Office, BR Western Region) Network Rail Office, 5th Floor, 5 Callaghan Square, Cardiff, CF10 5BT

12th September Thursday CROYDON & BRIGHTON SECTION Details TBC Mott MacDonald House, Sydenham Road, Croydon, CR0 2EE

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OCTOBER 2017

3rd October Tuesday 12th October Thursday WESSEX SECTION BIRMINGHAM SECTION Chairman’s Address (Colum Cavanagh, Network Rail, High Speed Trackforms (Niall Fagan, Head of Track Asset Manager (Track) Engineering, HS2) The Rose and Crown, Columbo Street, Waterloo, 2nd Flr, Network Rail, Baskerville House, Broad Street, London, SE1 8DP Birmingham, B1 2ND

4th October Wednesday 12th October Thursday THAMES VALLEY SECTION NORTH WALES SECTION Details TBC The Role of RSSB (title TBC) (John Campbell, RSSB) Network Rail’s Davidson House Offices, Forbury The Town Crier Inn, City Road, Chester, CH1 3AE Square, The Forbury, Reading, RG1 3EU

5th October Thursday 17th October Tuesday EDINBURGH SECTION WEST YORKSHIRE SECTION Steel Rail Production (Daniel Pyke, British Steel) Railways in Brazil (Jol Bates, Managing Director Upstairs Function Room, The Scots Guards Club, Transportation, Mott MacDonald) 2 Clifton Terrace, Opposite Haymarket Station, The Pullman Room, The Cosmopolitan Hotel, 2 Lower Edinburgh, EH12 5DR Briggate, Leeds LS1 4AE

5th October Thursday 18th October Wednesday MILTON KEYNES SECTION GLASGOW SECTION Details TBC Derailment Investigation (Andy Savage) Auditorium, The Quadrant, Network Rail, Elder Gate, WSP Offices, 7th Floor, 110 Queen Street, Glasgow, G1 Milton Keynes MK9 1EN 3BX

5th October Thursday 18th October Wednesday YORK SECTION NOTTINGHAM & DERBY SECTION Details TBC The East-West Rail Project (Alex Heward, Laing Network Rail Meeting Rooms 0.1 & 0.2, George O’Rourke) Stephenson House, 1 Toft Green, York, YO1 6JT Jurys Inn Hotel, Station Street, Nottingham NG2 3BJ

9th October Monday 19th October Thursday SOUTH & WEST WALES SECTION MIDLANDS TECHNICAL SEMINAR Light Rail Systems in their Environments (Alan Wilkins, PWI Midlands Technical Seminar - High Speed Rail The Light Rail Association) Lines: Technical Challenges Network Rail Office, 5th Floor, 5 Callaghan Square, This seminar will cover the challenges of maintaining Cardiff, CF10 5BT high speed infrastructure, S&C design & manufacture, rail/wheel interface at high speeds and other topics 10th October Tuesday relevant to high speed rail in the UK and internationally. CROYDON & BRIGHTON SECTION The Great Hall, Birmingham University, Edgbaston, Details TBC Birmingham, B15 2TT Mott MacDonald House, Sydenham Road, Croydon, CR0 2EE MEMBERS: Remember to login to the website when booking to take advantage of the member rates. 10th October Tuesday LANCASTER, BARROW & CARLISLE SECTION Details TBC Venue TBC

5 SECTION ACTIVITIES

12th May, 2017 Craig highlighted further tools, such as - The Day Job and accelerometers and ‘bump boxes’ that are A round up Beyond being trialed along the WCML and discussed Craig Green (Senior Asset Engineer), some of the solutions being implemented to Richard Quigley (Asset Engineer) and combat the challenges previously discussed. of recent Rebecca Fasham (Asset Engineer), LNW South Track Asset Management Team, Risk Based Maintenance will play a vital role Network Rail in allowing bespoke inspection and action activities in plans, Plain Line Pattern Recognition (PLPR) A record attendance for the Birmingham will provide data that simply cannot be picked section at this month’s meeting, possibly due up by the human eye, cab riding will become a our Sections. to the homemade PWI-themed cakes that were thing of the past, and focus will shift towards a made available for attendees to enjoy. data enabled future for proactive identification (Special thanks to Karen Green & Co.) and intervention along track assets. Reports may be abbreviated for The talk was then brought to a close with a publication in the Journal. Full Craig, Richard and Rebecca discussed quick run through of future opportunities in versions can be downloaded the many challenges that the track asset line speed increases through tunnels and the management team face in running a safe and WCML junction strategy. from our website: sustainable West Coast Main Line (WCML) for their customers. CROYDON AND BRIGHTON www.thepwi.org/technical_hub/ The talk began with highlighting some key SECTION section_activities facts about the LNW South team, where they proudly shared their support in trying to gain 13th April 2017 Bermondsey grade separation BIRMINGHAM PWI professional qualifications across board. Craig moved on to discuss the complex and Greg Thornett, Project Manager, many interfacing relationships that are central Thameslink Rail Systems Track Team, 6th April 2017 to the Route Asset Management (RAM) team Network Rail The East West Rail Project which led us into the challenges faced with Andrew Free, (Programme Engineering poor track. Following the usual Section formalities, the Manager, East West Rail Alliance) Chairman Mike Curthoys introduced the Richard followed on by delving into train driver speaker for the evening Greg Thornett. Andrew joined us in April to talk us through bump reports and ride comfort issues with the major East West Rail project which will real-life scenarios from Searchlight Lane and Greg started his presentation with a brief establish a strategic railway, connecting East Long Lawton. Tying this up, he presented the outline of the reasons for the Thameslink Anglia with Central, Southern and Western new tools that the team are commissioning Project. This was the need to increase the England. alongside Levente Nogy’s Track Bed capacity of the railway due the vast increase Investigation team in order to better predict in the number of passengers travelling to and After leading with a talk about how the alliance these issues moving forward. through the centre of London with particular was formed between Volker Rail, Atkins, Laing emphasis on the section known by the project O’Rourke and Network Rail, Andrew set the Rebecca then discussed rail breaks and the team as the ‘Core’ between St. Pancras scene for the overall objectives of the project. issues they are still causing Network Rail and International and Blackfriars and through He discussed the progress already completed their customers. With some recent broken . The Core will initially in Phase 1 (Bicester to Oxford) and reflected rail brought in for the audience to see, the have a capacity of 24 trains per hour (tph) with on the challenges and lessons learnt that are discussion centred on real-life scenarios; 16 tph via London Bridge and 8 tph towards vital to carry forward as the project continues. capturing dip angle data from each incident the Wimbledon loop. The Project is replacing A highlight of this talk included the challenges and relaying information on incurred costs all the signalling and S&C units in the central in interfacing with HS2 design plans and the and delay minutes. She briefly discussed the London area to improve reliability. It will also complex relationship management of various changes being made that are enabling a data- provide step free access at all the central stakeholders. focused future, moving away from ‘boots on London stations on the project. ballast’. Greg then moved on to the main subject of his talk; the work the project is undertaking around London Bridge Station. London Bridge Station is being entirely rebuilt, with 9 terminal platforms and 6 through platforms being remodelled to 6 terminal platforms and 9 through platforms. In fact, the day after the talk, work was to commence over the Easter weekend on switching the Cannon Street trains, which had been running nonstop through the new platforms 5 & 6, to running nonstop through the new platforms 1 & 2. A lot of work has been undertaken on bridge strengthening around London Bridge to accommodate the new track layouts and replace wheel timber supported track with ballasted track to facilitate simpler maintenance. 49 bridges were assessed to check they had a route availability of RA8 i.e. an axle load capacity of 22.5 tons. 20 of these bridges required works to provide this route availability and remove wheel timbers. Initially deck plates were added with other repair works from above by removing the tracks during possessions i.e. over plating. However following difficulties completing some works during possessions, methods were changed to under plating, working within part road closures from the streets below.

6 SECTION ACTIVITIES

The major work within Greg’s presentation recycled materials as a large part of the site initial stoneblower and main line trials using was the structure known as the Bermondsey below the arches had been used as waste 20mm aggregate on the ECML proved very Dive Under. This structure is required to allow transfer stations. successful where tamping had previously Sussex Thameslink trains to cross over the failed. Indeed 80201 are nearly 20 years old Kent mainline to reach Blackfriars where Greg showed two excellent “films” of the now, with nearly 25,000 miles of treatment. previously this was a conflicting move on demolition of parts of the arches and Unlike traditional tamping methods, which the level. This part of the overall project was construction of the concrete arches and deteriorate immediately following intervention, developed through the Network Rail GRIP concrete box structures “3 years in 3 minutes” the over lift provided by the stoneblower stages. The consulting engineers Tony Gee and then of the track laying train laying the new actually improves before deterioration. and Partners were engaged to undertake the tracks over and through the dive under. GRIP 4 stage which is engineering design. With the current fleet of 11 stoneblowers The project has undertaken a considerable getting closer to the end of their service The design they produced involved the arches amount of work with the local community life and an understanding that the greatest on which the Kent Main Line runs being cut surrounding the site to leave a permanent areas of poor track quality is experienced down and replaced completely with concrete benefit to the community and to ensure the within S&C, the challenge was on to develop box structures which stepped down to bring project was contactable with any problems a multipurpose with the ability to also treat the Kent Main Line down to ground level to whilst the work was underway. Following a vote S&C. Following some 5 years of development, then pass under the Sussex main Thameslink of thanks for an excellent and informative talk 3 new machines are now in use and include lines in a concrete box structure and similarly by Tim Kendell, who worked on the Thameslink a third point lifting arm with independent up the other side to regain the existing arch Project in the early days, all those present blowing capability. These provide the ability level. This would have required a large amount warmly applauded. to carry out quick and effective parallel S&C of pilling, considerable removal of potentially treatment with a partner machine using contaminated ground, and a large amount of EDINBURGH SECTION wireless communications. As access time reinforced concrete in the requisite structures. continues to erode, a procedure to deliver 2nd March 2017 targeted intervention, such as switch toes only The GRIP 5 stage appointment of site Multi-purpose stoneblower has been brought into use and is proving very contractors led to the joint venture (JV) of Andy Key, Project Engineer, Network Rail effective. Additionally, the new multipurpose Skanska and Ramboll being appointed. This machines can also treat down to 180m curves. JV led to an alternative proposal where the Andy started the evening with a brief history of With nearly 20,000 point ends on the network arch piers were only cut down sufficiently to stoneblower development. It was recognised and only 3 machines, they have a busy work allow a standard size of precast concrete arch that traditional tamping methods dilate schedule, with no room for lost shifts. To unit to be placed on the piers to provide the compacted ballast when tamped and has a assist this, preparation prior to intervention gradient profile from the existing arch level tendency to return to its original state following has proved to be key to successful treatment, down to ground level through the concrete box the passage of traffic. including a pre-site inspection by the delivery structure. The resulting structure was then team. clad with recovered bricks to replicate the In traditional BR Derby research style, the former arches. Through the entire site 99.5% first concept of a mechanical stoneblower Andy finished off by sharing the development of demolished materials were recycled. A lot was developed in a back garden, with an of the third-generation machines, which will of the recycled material was used in the new experiment involving an adapted cylinder include a consolidator within the package. This reinforced earth embankments. This was after hoover and a bag of stone chips. From 1981 additional function will allow them to be able to considerable decontamination work on the to 1994 Pandrol Jackson developed the treat ATG routes and even provide higher CRT values post treatment. A vote of thanks was given by section vice chairman Russell Kimber to Andy for a very good presentation, which was warmly seconded by all of those present.

6th April 2017 S&C Northern Alliance – significant delivery projects Adam Ferguson, Senior Project Manager, Network Rail

Adam commenced the presentation by providing a brief insight into the structure of Network Rail S&C Northern Alliance, where BIRMINGHAM SECTION: PWI themed cakes the client is a partner and the delivery group is made up of multidisciplinary teams spread over depots in Glasgow, Crewe and .

The presentation then focused on the S&C renewal at Cowlairs, near Glasgow Queen Street Station, which consisted of 5 entire S&C renewals, 4 Heavy S&C refurbishments, some 2.5km of plain line track renewals and track drainage. The works were originally split between separate PL & S&C delivery teams; however, it was agreed that single delivery would prove more beneficial due to site constraints. The works were programmed within a 3-week blockade, which was part of the larger 26-week closure to also deliver the Glasgow Queen Street tunnel slab track & station throat remodel. If the original scope was not challenging enough, several further items were added close to the blockade commencement, including the renewal of a Scottish Water sewer located in the cess that was found to be severely defective just weeks BIRMINGHAM SECTION: Linslade Tunnel before the closure.

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Cowlairs depot yard was utilised as a hard increases; it was certainly not maintenance Greig went on to give us some details of the standing for the large crawler crane which free. This past misunderstanding has indeed new Blackburn Depot, for Arriva Northern Rail. was used to load the modular S&C panels led to some the issues that are now being Within the Northern Hub, there are a number onto the unimog trailers. These were used as experienced with these slabs presently. of electrification schemes either in progress the 1:40 gradient was too steep for the tilting Indeed, even simple maintenance such as or due to finish in the next couple of years. wagons and indeed governed the capacity of correct re-padding and slab cleaning make Northern Rail have therefore reviewed where the engineering haulage used. This haulage a significant impact in to the life of the slab. the will base their diesel train fleet, to be more was fed from the mainline with four haulage Examples of common slab faults and repairs suitable in future years. The site at Blackburn trains per day, many of which had to negotiate were then discussed which proves to be a is owned by Network Rail and has been vacant a seven minute entry / exit train path window widespread ongoing process. for many years. Arcadis are acting for Network during the peak period. Rail to develop the site for the new depot. It Bob closed the evening with a number of will have 6 roads, designed to hold 5 x 158 Tony McCue, senior site supervisor completed potential “what if” scenarios which did not trains, whose vehicles are 23m long, 2 car the evening by explaining the complex quite make it to construction; however, that is trains, with washing and cleaning facilities for logistics that continued during the 24 hour, not to say that an adaption of some of these the trains. The track will be LVT slab track and three-week construction period in what was ideas such as the extension of the Glasgow the depot is accessed from the main Blackburn a very congested site but was assisted by underground could not happen in the future. to Manchester lines by a 125M radius curve, clear site layout drawings and strong site fitted with modern track lubricators. management. The core track renewals works A vote of thanks was given by section were successfully completed and handed back chairman Russell Kimber to Bob & Duncan There will be staff accommodation on the site early to allow the next stages of the long term for an absolutely fascinating and entertaining as well as light maintenance facilities. Each programme to be delivered. A vote of thanks presentation, which could have enjoyably of the sidings will be fitted with friction buffer was given by section vice chairman Russell continued well into the night and was warmly stops. During the design of the depot, Northern Kimber to Adam & Tony for an excellent seconded by all of those present. Rail have placed an order for new Class 195 presentation, which was warmly seconded by diesel trains. These will have 24m coaches, so all of those present. some redesign was necessary for the longer GLASGOW SECTION trains. Building of the depot is well advanced 4th May 2017 and it is due to open on 9th July 2017. Tom Glasgow Central Railway – a secret 18th January 2017 Wilson gave the Vote of Tanks to Greig and the masterpiece of engineering Optimising Maintenance and Renewals meeting closed with 22 members present Robert Gardiner Retired NR Engineer and Planning through Better Use of Track Data Duncan Sooman, Consulting Engineer Simon Middleton, AECOM 15th March 2017 The Edinburgh section was privileged to upgrade host two extremely well respected railway John Oates opened the meeting and welcomed Tracey Barnett, SPT Glasgow Subway engineers, Robert “Bob” Gardiner and members. We were delighted to welcome Duncan Sooman. Bob opened the evening Simon Middleton from AECOM in Nottingham, Tom Wilson welcomed members and by providing an extensive background of who gave his presentation. introduced our speaker for the evening Tracey the early railways of Glasgow which during Barnett. To set the scene of her presentation its peak the mid-late 1800s was seen as Simon set the scene of his presentation by Tracey advised that the Glasgow Subway was the second city of the empire. Originally outlining where AECOM fits in the current one of the first subway systems in the world. In terminating on the south bank of the river UK Railway scene. Originally being part of the early days it was a cable worked system, Clyde, the railways from the south eventually BR, then Scott Wilson Railways and URS, moving over to a side contact electric system made it over to the north side of the Clyde, AECOM employs around 100,000 staff based in the early 1900s. There have been upgrades to city itself. On construction of the Argyle around the world. In the UK the Rail Division over the years, the last in 1978. Vehicles were lines, the engineering press commented is mostly carrying out work for Network Rail or hoisted through a tunnel gap to their depot till on the achievements as remarkable and a other contractors within the UK carrying out 1970, when a number of sets of switches were masterpiece, which considering the Forth Network Rail schemes. They have also done introduced to the system to allow vehicles to Bridge completion was also during this period, work recently for London Underground and the drive to and from the Govan depot. is quite an accolade. Due to the poor drainage Railway Safety and Standards Board. There is The current upgrades to the system are around the Glasgow Central area, the original a wealth of information now produced mostly probably the most adventurous, covering caissons from the Forth Bridge were used, for Network Rail. If a contractor is involved in tunnel linings, track, signalling and introduction along with the installations of permanent one of their contracts they have access to the of new rolling stock. The rolling stock is pumps. The early use of steam locomotives on information. The data must however be viewed currently in build in Switzerland and will then what was very much a low level covered route with an experienced eye to make best use of it. be introduced. This will make the system into meant extensive smoke release and extraction an automatic metro system. To allow the new facilities had to be provided throughout the Using the data a vast amount of planning vehicles to operate the system has been re- route. The suffered a period of can be produced, for planning interventions mastered in a km system and a new location closure from 1964 until is reopening in 1979 to track and OHL. Various scenarios can be system has been devised to identify exactly when it reopened under the Clyde Rail banner, created and a great deal of time saved for the where a train is. Tracey showed a number of with new Class 314 trains which are still in contractor. Jim Watson VP for gave a the new works being carried out. The station use nearly 40 years later. Bob concluded this Vote of Thanks to Simon. renewals are currently in progress to make the section with several photos showing the many system DDA compliant and also to introduce hidden railway elements within Glasgow city 15th February 2017. new ticket entrance gates. Part of the current that could easily be walked past, without even Blackburn Depot – The Journey works has also seen the replacement of the being aware of them. Greig MacMillan, Associate Technical switches from the system to the depot, which Director, Arcadis, Glasgow is now 47 years old and in need of updating. Duncan then informed the audience how There are 77 sites on the system where rails Scottish railways led the way with paved slab Tom Wilson welcomed members and have been replaced from the original to a track development in partnership with Derby introduced our speaker for the evening Greig new 35Kg/m rail. Drainage has also been research during the 1970s. Slab tracking MacMillan. This was our first meeting at the substantially upgraded. Tom Wilson from WSP had to be carried out respectfully due to the new Arcadis Offices in Glasgow and Greig gave a Vote of Thanks to Tracey. complexity of the operation and the audience welcomed us to the new venue. To set the were reminded of the experiences at West scene of his presentation Greig gave us a Street tunnel and tragically at Penmanshiel quick preview of Arcadis and where they fit into tunnel in 1979. Duncan was very keen to point the railways scene. Arcadis are a worldwide out that although slab track positively provided company, based in 70 countries. In the UK they high track fixity, enabled electrification have 4000 employees, with 180 based in the clearances, provided an invert support to new offices in Glasgow. The Railway Division structures and often enabled line speed in Glasgow has 40 people.

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LANCASTER, BARROW & On the a 1 in 7 turnout by Story Rail, and its design was undertaken angle has been adopted as standard in switch by SNC-Lavalin. Story’s delivery strategy CARLISLE SECTION and crossing layouts. Six point ends have involved several key principles, including the been renewed and eight renovated at Laxey, integration of management and site teams 14th February 2017 inserting hardwood spacers to preserve gauge and the solution of problems through weekly Recent Developments on the where necessary. A Jackson 2400 tamping construction meetings, fortnightly project Railway Network machine was used in the relaying work. On the reviews and monthly safety meetings. Jeremy Reece, Chief Engineer, Isle of Man Snaefell Mountain Railway a 1 in 5.5 turnout Transport and angle has been adopted as standard in switch The re-laid siding joins the Down main line

and crossing layouts. Five sets of points through a new trailing connection installed Jeremy Reece began his presentation by have been redesigned; using timber sleepers over a five day period in October 2015, which giving an outline of the Isle of Man itself. supplied by the Newcastle depot of trackwork, is located some 400 metres north of the Its dimensions are 33 by 13 miles and it and the points set at Summit station contains previous private siding (closed in 1969) and on contains one mountain; Snaefell (2,036 a unique pivot. No standardisation of turnout a different alignment. The main works involved feet). Administratively, the island is a Crown angle has yet been adopted on the Steam the construction of a 300 metre length of Dependency and is not part of the UK or Railway. permanent way, which enters the quarry on a Europe, an interesting consequence of which right hand 158 metre radius curve and divides is that UK bodies such as the Rail Accident A key project in the improvement programme within the site into three sidings of length 140 Investigation Branch (RAIB) have only an has been the reconstruction of Ballure Viaduct metres, each of which is capable of holding advisory (rather than statutory) role in their near Ramsey, which was undertaken between eight hopper wagons (minimum capacity of dealings with Isle of Man Transport. Autumn 2014 and Spring 2015. As part of this siding sixteen wagons). One of the sidings is project, recycled plastic longitudinal bearers served by a loading ramp. The three feet gauge Isle of Man Steam with a 300 year design life have been installed, Railway operates over a length of 15.5 miles the strength of which is greater than hardwood A twenty metre high screening bund, which between Douglas and Port Erin, using token after a one year period. The replacement of had been constructed some years previously working with five passing loops. The Manx 700 rivets was also undertaken as part of the in order to satisfy National Park planning Electric Railway (MER), which is also of three job and the viaduct repainted. The tie bars conditions, had to be excavated in order to feet gauge, operates over a length of 17.75 also hold other items in addition to carrying out allow the construction of an embankment miles between Douglas and Ramsey using 550 their primary function in holding the structure for the siding, which generated 90,000 tons volt dc overhead electrification, and includes together. The rebuilt viaduct has won awards of spoil. The embankment itself was 640 one overbridge and two major underbridges from both the Light Railway Association and metres in length and the ground over which it (the original tramcar rolling stock is still in the Institution of Civil Engineers. The level was constructed was soft. The technique of use, the oldest of which, Tram 1, dates from crossing at the Ramsey end of the structure adding material to the embankment in stages 1893). The gauge of the Snaefell Mountain was rebuilt at the same time, employing was employed, allowing settlement to take Railway is three feet six inches and it runs direct fastening of permanent way to the new place at each stage while monitoring ground from a junction with the Manx Electric Railway concrete slab. stability with piezometers; this process avoided at Laxey to Summit station over a length of 4 the occurrence of slippage and rotation of miles with a maximum gradient of 1 in 12. The The relaying works on the Snaefell Mountain the embankment toe. The starting layer for final transport undertaking is the Douglas Bay Railway were severely affected by flooding the embankment, which reaches a maximum Horse Tramway, which has 13 trams and 22 on 3rd December 2015 (storm ‘Desmond’), height of 3.5 metres, consisted of 14,000 horses and whose operation was transferred through which the lower length of 0.75 miles tons of material and the core embankment from Douglas Council to Isle of Man Transport was washed away. Repeated damage consisted of 32,000 tons. The 135 metre long in 2015. occurred within a very short period (storm loading ramp was constructed from 135 pre- ‘Frank’) on the line, including a bank slip at cast concrete units, which were backfilled with In the early 2000s a permanent way condition Bungalow. In order to recover from these on-site surface excavations. This provided a survey of the Steam Railway, Manx Electric serious setbacks a three stage strategy was loading height of 1.75 metres above rail level. Railway and Snaefell Mountain Railways adopted, as a result of which five large open- A right of way across the site was maintained was undertaken. This involved an initial topped culverts have been built: this had to by the installation of a former footbridge from assessment in the form of a physical inspection be achieved using only a tram plus four ton the London suburb of Camden by CDG, which of the existing permanent way and an wagon due to the physical constraints of the had conveniently become available. assessment against established criteria for the site. The cess drain was in-filled with six inch total length of 60 track miles. The permanent stone. The railway was reopened on time on Due to the trailing connection all trains way consisted of twenty to forty foot lengths 24th March 2016 before the TT, but at the time heading south initially travel northbound to spiked into the sleepers; on the Manx Electric of the meeting the in-situ concrete drain was Blea Moor in order to run round in the loop, and Snaefell Mountain Railways it consisted of still being replaced. and Babcock Rail undertook the modification lengths of S30 rail section and on the Steam of signalling equipment as part of the works in Railway of lengths of BS80 rail section. The 14th March 2017 order to allow the locomotive to run round there findings of the condition survey were such Reconstruction and reconnection of Horton (it is now possible for trains on the Down main that the Manx Electric Railway was shut down (Arcow) quarry sidings line to access the Up goods loop directly). The for a period, during which a relaying plan was Jamie Walker, Story Rail destinations of loaded trains are in the Leeds developed in the form of the determination and Manchester areas. It is envisaged that the of work required, prioritisation of sites and Jamie began by giving an overview of the quarry will be in operation until 2025. assessment of unit rates in order to derive a project, which involved the reinstallation of cost per mile for the relaying work itself. a private siding facility at the Tarmac Arcow 11th April 2017

quarry at Horton-in-Ribblesdale on the Settle Sea Defences: Friend or Foe? The fifth year of the implementation of this and Carlisle line in order to allow the transport John Parker – Railway Civil Engineer relaying programme has now been completed, of stone from both Arcow and nearby Dry as part of which further members of staff Rigg quarries by rail (stone from Dry Rigg to John’s Parker’s career as a railway civil have been engaged and different features of be transported to the siding by road). This engineer was undertaken with , permanent way engineering adopted. The will increase the rail connectivity between the Railtrack and Network Rail, during which railway has limited plant (for example no road quarries and their customers, while reducing he was responsible for the inspection and rail vehicles), but has teamed up with a local the carbon footprint of the quarrying operation. maintenance of structures including sea contractor to implement the relaying work. The defences in North Wales and Cumbria. S30 rail section has been adopted as standard, The project was overseen by Network Rail laid on three feet gauge pre-stressed concrete with Story Rail carrying out the construction The presentation began with a discussion of sleepers from a German supplier. Nineteen management function with an overall cost of £6 the types of sea defences which exist to protect 150 metre lengths of continuous welded rail million and a construction period of six months, permanent way formations. Sea walls are have now been installed on the MER and starting on site in July 2015. The construction built to form a bench for the railway between Steam Railway combined (seven and twelve of the permanent way layout was undertaken the sea and adjacent cliffs either vertically, respectively).

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at an inclined angle or of concave profile erosion protection. The sea wall at Parton • Telecoms keep in contact regarding and are constructed of masonry or concrete. (milepost 1) had suffered failures since its routes priorities and piling Revetments are embankments which are construction through overtopping which formed • OLE – knitting their way through the usually constructed alongside estuaries and sink holes in the cess and erosion of the rock modernised route are protected from erosion by waves through foundation, allowing sea water to wash out • Electrification is the end bit stone pitching applied onto the sea-facing fill material from behind the wall; through the side. Whether or not to mortar the surface same Railtrack initiative the ad hoc repairs Tracks bit in all of this? Where is it? Assisting joints of the pitching is a moot point, as suction (filling sink holes and pouring concrete to seal with OLE design driven by +/- 25mm tolerance on the face of the revetment may arguably the wall base) were replaced by the placing to track position, cant critical also, route be increased, and in Crewe Division it was of Terram material to prevent the washing out surveys were required and compiled using usual for larrying of the revetment surfaces of fines and the provision of a rock armour LIDAR, local topographical surveys, alignment to be carried out, whereby a concrete mixture toe to stabilise the wall and reduce wave models, structural and passing clearances was plastered onto them to form a continuous energy. A long-standing embankment slip assessments and complex areas of S& C surface. Groynes consist of post and plank at Micklam (hitherto solved by weighting the requiring renewal to upgrade condition, provide walls perpendicular to the coast to prevent the toe with scrap sleepers and concrete) was improved clearances and improved journey loss of material by longshore drift, but today treated by constructing a rock bund along the time capability. have fallen out of favour due to the need to sea wall frontage (subsequently rebuilt and maintain the railway’s asset on land owned strengthened), while at Siddick the exposure Where is it going to be? OLE design is driven by a third party. Shingle banks form one of of the otherwise unprotected coastal strip by track position therefore track project the best forms of dissipating wave energy and through discontinuation of the positioning maintenance and renewals needed to act track reducing wave height on upper beach areas, of industrial waste caused rapid erosion in lowering in some instances to enable gauge but do require significant maintenance. Finally 1977 [detailed in The Great Washout by RM works and in the longer term asset strategy salt marshes form over time as estuaries alter Chorley, PWI 1983], which was countered by managed track position is key. course, as opposed to being constructed, and provision of rock gabions. Other examples in form ideal defences as the water depth in them the UK are at Shakespeare Cliff on the former Efficiency of scale was required to manage is shallow and the wave height consequently South Eastern Railway between Folkestone costs and enable longer term strategy also and low. However they are prone to oscillation over and Dover, where wave damage caused sink considered in this were TOC/FOC impacts, time as the course of the river changes. holes to appear in the trackbed in December restricted access for the works and challenging 2015, resulting in fill settling and leaching existing physical constraints at locations such It is instructive to look at the approach of from the structure (adopted solution a piled as Box Tunnel where diversionary routes engineers to sea defences on various lines concrete slab protected by sheet piles and rock also needed to be enhanced. The challenges where maintenance is a significant issue today. armour, costing approximately £40 million), of delivery of changes at Box Tunnel were On the Whitehaven Junction Railway (1847) and at Dawlish, where the combination of a described in detail; 217 engineering trains between Whitehaven and Maryport George sea wall prone to wave overtopping and the required over 6 weeks to facilitate works. A Stephenson (acting as consulting engineer preclusion of standard sea defence solutions number of challenges emerged in construction for construction of the line) used sea walls by the presence of a holiday beach means that regarding uncharted assets, consideration of extensively and constructed a timber trestle £0.6 million per annum needs to be spent on aerodynamic effects and also OLE integration. viaduct at Harrington, which survived in this continual maintenance, including underpinning. form (reconstructed 1888) until renewal in The recent breach of the sea wall in 2015 has At Bathampton Junction the existing switch 2004. On the Chester and Holyhead Railway meant that a study is currently underway to tips had to be moved to improve clearances (1846) Robert Stephenson replaced 200 assess future resilience. as they were too close to existing structures. yards of failed sea wall at Llanfairfechan with An absence of satisfactory drainage required a viaduct of cast iron beams shortly after On the Chester to Holyhead main line at Bagillt some renewal and enhancement of drainage construction (subsequently replaced by brick there was a threat to the integrity of Lord in the area and the opportunity was taken to arches) and timber piles had to be driven Vivian’s Embankment (revetment built before deliver a twin split layout using the modular fifteen feet from sea walls throughout in order the railway to defend third party property) in tilting wagons. to prevent scour. In hindsight he maintained November 1998 from the rapidly eroding salt that would have avoided the coast altogether, marsh in the Dee Estuary. On investigation citing a saving of £25,000 to £35,000 at the it was found that the embankment toe was A number of ongoing challenges remain for the then contemporary prices from tunneling below a level where collapse would occur, but project including Keynesham Station, Oldfield through the rock as an alternative. On the the case demonstrates the fragility of the salt Park and Bath Spa. Significant lesson learnt is South Eastern Railway (1843) William Cubitt marsh environment when estuary oscillation get information early; the following order could constructed two miles of sea walls between occurs. be considered: Folkestone and Dover and chose to cross the beach at Dover by means of a 257 yard timber LONDON SECTION 1. Survey access, topographical surveys, trestle viaduct, which lasted until 1927 until structural investigations, ground strengthened by the addition of a sea wall and 13th February 2017 investigations, drainage, surveying infilling with chalk spoil. On the South Electrification of Great Western Railway techniques, shelf life of the information Railway (1846) Isambard Brunel constructed Martin Veale, Network Rail 2. Confirm the specification early including a wall along the sea front at Dawlish to protect OLE parameter changes, moving targets the line, which has experienced damage The presentation started with a brief in a program depending on time/people, regularly since the time when it opened. description of the challenges faced by the 3. Work with installation team as lines Project. The technical challenge brief is to on paper become trains & machines Wave damage to walls or revetments occurs install and bring into use a new system, making and also longer term planning requires either through overtopping or impact and it work in the timescale, to a budget, over the constructability (staging, stability of rebound, the latter also causing a scouring distances without hitting anything. structures/track...) action on the beach in front of the structure (Robert Stephenson estimated that a wave The electrification project is multidisciplinary 15th March 2017 pressure as great as 1.5 to 2 tons per square involving: Sustainability in Railway Construction foot could occur). On the Cumbrian Coast Molly Dalton, Balfour Beatty Rail line at St. Bees the sea defences experienced • Civils (over 14,300 piles required); recurring failure in the late 20th century some bridges needing demolishing, Molly’s paper was based on some academic due to voiding beneath the stone pitching, reconditioning or in some instances work she did for her Master’s Degree creating and successive repairs were carried out by required new parapets to ensure sufficient a carbon calculator whilst working on the filling the voids by various means, including separation from OHLE equipment and Thameslink Project. The calculations applied redundant luggage trolleys filled with bridge users specifically to the re-use of signal structures concrete to form gabions. In the Railtrack • Signals providing immunisation on the project but Molly showed the principles era Christiani and Nielsen was awarded a £4 • E & P transforming the existing line established are applicable to the elements of million contract to reconstruct it with a low infrastructure any railway project. level rock armour defence and upper slope

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Sustainable development is development for the Central Line on London Underground. (Cutting falls, build‐up of ice on OHL in that meets the needs of the present without He went through the intricacies of doing tunnels, ice in general in tunnels). Because compromising the ability of future generations the detailed design and the logistics to be of these types of failures LNW has in recent to meet their own needs. Molly explained the considered. He then ended with the successful years invested money in preventative works, pros and cons of re-use vs new build in the site installation itself. modelling applications to help decision support railway environment. Her work considered as well as recovery and reactive works. In this the whole life phases i.e. cradle to grave Gielie DuPlessis. ‘Deep tube renewal area, he talked about the development of a including; design, manufacture, construction innovation’. Gielie described an initiative he new route plan to deal with and manage known to decommissioning. The unit of measure had led which designed and manufactured areas of exposure and showed examples of the was carbon and is associated with materials, a reusable temporary shuttering formwork investment which was happening, ranging from machinery, manpower, transportation, for concreting tunnel track slab. The existing increasing drainage capacity in some areas, and waste. In new structures the carbons way was using fireproof plywood which had a the effect of increased groundwater levels associated with materials dominate so the usable life of just a few shifts. Gielie designed in areas of mining, embankment monitoring emphasis should be on lean design. In re- an alternative which utilised aluminium and various other items. He then closed by used structures transportation dominates (to sections which engaged with the running taking the recent incident at Watford of an and from site) so the emphasis should be on rails providing the necessary shutter. His embankment slip and subsequent derailment. minimising the number of trips to site. presentation included a scale model which He showed the relationship between the was demonstrated with the help of two random immediate cause and what had changed in Molly introduced the work of Meadows et al, members of the audience. the area within the last 10 – 15 years which ‘Limits to Growth’ 1972 publication updated contributed to the failure. In this case, a in 2010. This clearly indicates that the key Savanna-Rei Rennalls. ‘Improving rail grinding month’s worth of rain for the area falling within to sustainable development is extending safe systems of work’. Savanna described her two hours and a gradual change of usage the planning horizon and using resources involvement in the delivery of rail grinding on of the land next to the railway which due to efficiently. She then posed the question – can London Underground which very often included an increase in building reduced the ability of Control Periods ever facilitate sustainable the difficult grinding environment within the the land to absorb sudden increases in rain. railway construction? Why does all this matter? tube tunnels. Recent introductions included a This posed questions over our knowledge Firstly, there is the question of ethics. Secondly switch from general to personal gas exposure of the effect of change of usage on adjacent legislation is coming more to the fore; April monitoring, improving underground machine property and do we know when it happens? 2008 - Site Waste Management programmes, ventilation and improved fire suppression. After a number of questions which raised some Energy Performance Certificates and CRC interesting items of discussion, David Godley Energy Efficiency Scheme which has led to Harry Morgan. ‘Is LU track over-canted?’ Harry proposed the vote of thanks. (38 V & M) some industries introducing carbon trading. described a piece of work where he undertook an investigation into rail damage at Farringdon 4th May 2017 This was a relatively new subject area for on London Underground. From a site visit he The Making of Rails most the audience and was received with identified the rail damage was predominantly Daniel Pyke, Product Marketing Manager much interest. Molly’s paper resulted in an on the low rail of a curve where trains were Rail, British Steel extended and lively question and answer predominantly running significantly slower session including much philosophical debate. than design speed. He undertook various Daniel’s presentation covered the background This ranged from; the actual costs of new calculations to propose a reduction/elimination of the new British Steel, the production of vs reused ballast, the working of the ‘world of cant at the site proving that the geometry steel, making of rails, inspection and testing, economy’ including the role of the Far East, was adequate to cope with the increased cant and two recently introduced products. In the societal impacts of possessions and the public deficiency. This will improve low rail condition first section Daniel gave a brief account of the requirement for more access and freedom of and reduce defects like rolling contact fatigue various changes which had happened in the movement through innovations like London forming. industry in the last twenty or so years. The Underground’s Night Tube. Jonathan Wright new British Steel is owned by Greybull Capital then proposed the well-deserved vote of The overall standard was especially high and was formed to purchase Tata Steels thanks. including good use of visuals in all the former Long Products European business. At presentations. There can be only one winner the moment it produces 3M tonnes per year 10th April 2017 though and that achievement went to Gielie of which 136K tonnes is rail. He then went Techs Factor Competition DuPlessis. The judges were very impressed by through the current method of producing steel the innovation itself and the fact that the many and the changes which have taken place to Jonathan Bray, Chair of the London Section business benefits were very clearly defined. improve the quality and challenges in doing welcomed members and visitors alike to the The Peter Coyston Trophy was then awarded this. This included a description of continuous annual Techs Factor Competition. This year to Gielie by Heather Coyston and Jeremy casting and the reduction in latent defects five young engineers presented papers on Coyston gave a brief speech of commendation this has achieved over previous methods of engineering projects they had been involved in to the winner and all the participants which was production. This then lead on to talking about to the audience and a selected panel of judges. heartily endorsed by all present. the rolling processes, which was illustrated with The judges were Stephen Barber (London videos, branding of rails for the various types, Underground), Sharon Odetunde (RSSB) MILTON KEYNES SECTION cooling and straightening. Next he talked and Peter Lugg (London committee). Factors about the various non-destructive inspection considered by the judges included; technical 2nd March 2017 techniques which included dimensions, surface content, clarity of communication, resources Climate Change and the Effect on quality, flatness and internal quality. These used and presentation style. The winner would Infrastructure included eddy current and ultrasonic testing. be presented with the Peter Coyston Trophy. James Dean, Director, Route Asset He concluded by talking about the HP 335 rail The presenters were: Management, LNW, Network Rail and Zinoco which is a corrosion protection for rails. Raffaella Urbani. ‘BScan Ultrasonic Rail James opened by putting some of the current Testing’. Raffaella described how she had thoughts on global warming into context and NORTH WALES SECTION been involved in a project which reviewed the looked at the type of impact weather caused application of BScan ultrasonic rail testing on incidents had on the infrastructure on LNW 9th March 2017 London Underground. She had undertaken Route. He went on to illustrate the magnitude detailed analysis of historic rail defect Crossrail Track Challenges and safety problems these general types Mike Allen, Track Asset Engineer, Crossrail information to propose and then implement caused the national system. These included new rail testing cycles on London Underground the direct and indirect impact of rain and to further improve safety. Mike began by describing the infrastructure at water; Flooding, (contributing to the failure Crossrail and the challenges it poses for the of embankments and scour of structures Clarke Arthur. ‘Liverpool Street S&C Design’. maintainer. These were wide and varied and in rivers); high winds (OHL and containers included: Clarke described how he had been involved in being flown off trains!!) and prolonged cold the design of a replacement scissors crossover conditions or sudden sub‐zero temperatures.

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• Four maintenance boundaries SOUTH & WEST WALES involved, working with train operators in • A network with conventional timetabled particular Arriva Trains Wales, in improving signalling system at its extents and an SECTION the rail arrangements for the large numbers of automatic headway system in the centre spectators using Cardiff Central station. 13th March 2017 • Expected traffic of 106MGTPA and a Andy Thomas, Route Managing Director performance target of ≥95PPM on a Train Operator relationships with Arriva (Network Rail Wales Route) moving annual average. This will require Trains Wales and collaboration on this and The Route Managing Director Reflects recovery of closed sections within 30 other matters were critical and contrasted the minutes, whilst maintenance is restricted different business motivations between profit Andy Thomas, Route Managing Director to 4 hours/night and 2x 56 hours seeking franchises and a publicly accountable (Network Rail Wales Route) possessions/annum infrastructure provider. Relationships with The Route Managing Director Reflects • All platforms have edge door/screens the Welsh Government could be strained and and some are as deep as 5 levels below despite completion of schemes any over- Andy introduced his talk as observations on ground meaning maintenance access at runs and other failures on projects could lead his first 7 months in the role since 1st August stations will be very difficult to adverse comment. The North and South 2016 and offered the members present a • Strict noise and vibration targets at key Wales Journey time improvement scheme presentation of his review to staff due in April locations such as the Barbican and Grand was delivered days before the PWI meeting as a ‘dry run’. Central Studios, floating slab track has but was unfortunately two years late and over been selected to meet these 25% above budget to original targets. This Andy described his previous positions before experience mirrored the findings of the Hendy returning to his home country. Most recently in Mike continued by explaining that the central review where issues with the development of Hyderabad, India but previously in Australia in section will open in October 2018 whilst full schemes had driven significant cost increases. a range of roles within the private and public service will commence December 2019. He Lessons needed to be learnt to prevent sector on both the client and contractor sides showed a video of the construction, for which recurrence. of the railway business. the trackform is 2/3 installed. Regarding weather disruptions the speaker A changing landscape involved assessing the He concluded by describing the maintenance reflected on the importance of honesty and different aspirations of stakeholders and an technology available which includes: not overpromising reopening dates following increasing need to integrate track and train to unmanned TGMs with track geometry, major disruption. Safety trends were down satisfy passenger and freight expectations. panchecks and forward facing cameras; but potential and severe close calls were The refranchising of Wales and Borders maintenance vehicles made of flatbeds and overshadowed by the incident reported by and Cardiff Metro offered opportunities for a container; train borne eddy current and RAIB involving track workers at Pontyclun Network Rail as the asset management service ultrasonics; a rail miller with eddy current which was a near miss. organisation to strive to give above and beyond technology; remote operated inspections; immediate expectations. Striving to be world modular engineering trains; a flash butt Benchmarking Wales track assets and age class or best in class is one thing – maintaining welder which will be used in all cases with the against other NR routes highlights that whilst that status is even more challenging. exceptions of thermit welds dropped within the route has the lowest equated track miles S&C; battery or diesel powered hand tools. it also has the highest ETM per post and this Devolution of more transport responsibilities All trains and engineering vehicles will be may require management attention. Other to Welsh Government allowed a single point controllable from both ends to save time. benchmarks using the Composite Reliability of contact between the asset steward and Index were giving disproportionate attention public representatives. Andy was pleased that to a cyclic top TRS at Severn Tunnel that had NOTTINGHAM & DERBY he had established frequent contact with the little effect on the overall train running. Its Welsh Cabinet Secretary for Economy and SECTION eventual removal saw Wales route go to the Infrastructure and this had now broadened to top of the tables and during the post meeting include the TOC MD. This reflected previous 26th April 2017 Q&A session it was expressed that the route Australian practice in having regular weekly 110 years on the Railway was now benefitting from decisions taken in the meetings with government. Andy Clayton, Colin Cotter, Andy Packham speaker’s time as RMD. Focus areas were therefore led by customer This joint presentation was given by three In summary the speaker highlighted that requirements as the basis of the CP6 budget speakers who had each embarked on a career planning was key and the forward plans for and work streams. Making the most of in Civil Engineering with British Rail on the CP6 had been part of this. However planning benefits from governmental devolution and same day in 1980. Andy Clayton, Colin Cotter without adequate resources to deliver the plan from the people in the route workforce was a and Andy Packham outlined how their careers is a clear error. Maintaining the team effort with key requirement. Oversight of infrastructure had developed since 1980. All three had a honesty, communications and engagement projects with more local control of delivery to different ‘theme’ for their contribution. had enabled delivery against the plan and ensure competitive credibility was seen as made for a thoroughly enjoyable period as beneficial to internal works delivery Colin Cotter started by outlining his career Route Director Wales with regret that he had For success to be demonstrated measurement against the backdrop of social and economic not been able to visit locations and staff on is required and review of scorecards is an changes and the shifts of global politics. Andy more occasions. Clayton concentrated on the rail industry and established practice. Andy looked forwards to an integrated approach with the future TOC how its structure, organisations and cultures 8th May 2017 where common scorecards would harmonise had evolved. Andy Packham developed the The thermit weld process the benefits from provider to customer which theme of technology changes in relation to Mick Wainwright (Training Manager), Neil was not applicable today. track, structures, trains and train control. All Harvey (Technical Sales) and Kevin Foster three speakers included their own thoughts (Quality Assurance), Thermit about what the future might hold for the rail 10th April 2017 The ex-Route Managing Director reflects industry. Mick’s presentation described the history of Paul McMahon the alumino-thermic process from the 1896 Lessons learned from recent decades, patent by Hans Goldschmidt using a starter The speaker talked about Wales’s route during anecdotes and thought-provoking observations reaction without external heating. When the period September 2015 to August 2016. As were present in abundance. Paul Richards using iron oxides and aluminium powder the interim RMD Paul felt that a key function was gave a vote of thanks for the three highly exothermic reaction produces molten iron as to maintain the successful team and act as a engaging presentations. the weld material and aluminium oxide as slag. conduit to NR HQ on reporting and governance The process was much used initially to give a and this was evident in a welcoming and continuous running surface in roadway buried continuing pleasant office atmosphere. In his tramway rails. Moulds to encase the molten previous role he acted as national coordinator metal developed along with heating methods for NR for the Rugby World Cup in 2015. to ensure fusion of the weld iron with the rail Now as RMD Wales he was more closely steel.

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More widespread application came with the to improve performance and reliability of S&C when the foot is cast with the scallop profile. need to join long welded rails into continuous it is necessary to identify root causes of failure Sin Sin said that continuous foot flanges are welded rails on main lines from the 1960s. modes and propose robust solutions by: used for all CCB crossings with angles flatter Preheating times were reduced to 5-8 minutes than 1 in 15, and for part-welded crossings – with the SMW weld and to 1.5minutes with • Technical evaluation and site so why not specify continuous foot flanges for the SKV weld from 1975. Later developments measurements all cast crossings to reduce the risk of stress simplified and shortened the pre fusion times • Working with local Engineers to solve site concentration regions in the foot from which using single use crucibles whilst improving specific issues cracks can emanate? A simple structural weld integrity and reducing failure rates. • Working with manufacturers to optimise analysis shows that adopting this reduces After a safety briefing and donning PPE production based on engineering the height of the neutral axis, resulting in the members viewed the process in a yard requirements reduction of overall foot stress of up to 40%. environment. Future developments to reduce Closing up open sections in the castings also the post fusion working times were discussed. Modelling and Data Analysis tools such as results in reductions of up to 20%. Adopting The historic collection of moulds for most UK VAMPIRE and Track-Ex are being used for both changes will produce a potential reduction rail sections including those with worn heads vehicle dynamics simulations, together with in foot stress of up to 55%. Turning to obtuse was also of interest to members. wheel/rail interface issues and structural crossings, Sin Sin said that studies had shown gauging; CAD and finite element modelling that current design does not provide sufficient Questions were answered throughout the for system component stress analysis, and support and resistance to bending in the presentation and demonstration to give assembly motion analysis; instrumentation knuckle area. Designs have been developed members a full appreciation of the process. and data analysis for data collection of, e.g. to reduce bearer spacing and provide support acceleration and displacement, and processing at the knuckle (still allowing for repairs by THAMES VALLEY SECTION of large volumes of measured data. packing) which will reduce the bending moment under load and therefore the foot stress by March 1st 2017 Sin Sin then presented a series of case 40%. The new designs have been incorporated Safe by Design – S&C Track Design Good studies, all of which looked at critical design in layouts at Great West Junction and at North Practice Guide features at specific sites and the application Junction. Dr Sin Sin Hsu, Programme Engineering of alternative design to mitigate the inherent Manager, Network Rail problems. In summary, Sin Sin stated the following requirements to achieve the objectives: Sin Sin began by explaining that the overall Case 1; a similar flexure turnout off a sharp performance and reliability of S&C on the radius curve on the Ordsall curve, with the • The most effective way of reducing WLC UK network needs to be improved - delay nominal main line carrying less traffic than is at the earliest stage of the design minutes in 2014/15 for S&C failures (track the turnout. Solution: transpose main and process components and switch activation equipment) turnout routes, redesign alignment, switches • Modelling can be a powerful tool for causing disruption to traffic and customers cost become RHTO. Lay turnout level, maximise improving system and component Network Rail over £60m. cant deficiency. It is predicted that this will performance increase rail life by some 5 times. The main • Site validation is vital for confirming the Sin Sin then described the measures being recommendations are to increase curve radius modelling outputs – this gives confidence implemented by Network Rail, supported by and cant deficiency where possible, zero cant. to make the supply chain, to address the causes and Examples of new layouts laid with zero cant are • changes to standards, processes and inherent problems behind the failures and at Pitsea, Selhurst and Dartford. Results are drawings leading to better design progressively mitigate these by design based showing improved reliability of switch activation • Outputs have been incorporated into an on detailed modelling of performance data. systems (reduction of forces), and reduced rail S&C DESIGN GOOD PRACTICE GUIDE Analysis of defects in switches reveals that by wear particularly in the switch planning area for far the most prevalent (over 3000) is switch where potential enhanced derailment risks • disseminating learning to the wider blade damage, with an escalating trend for the can occur. Where the design principles cannot industry past 4 years. Sin Sin discussed switches that be fully applied due to site or operational are at high risk for service failure or derailment, restraints, then appropriate maintenance Finally, the R - A - G CHECKLIST: due to their location and design geometry. regimes, effective lubrication and provision of She cited layouts at Edinburgh, Glasgow, strategic spares need to be in place. Good (Green) Shrewsbury, London Victoria, and London Neutral(Amber) Waterloo as being typical of many on the Case 2; curves, and derailment risk. The Bad (Red) network and discussed the specific problems derailment quotient Y/Q (lateral force/wheel in each case. loading) value can be pushed higher due High Risk Switches Remove Track to other factors such as track twist, cant management plan Increase in number In addition to switches, problems are also variations, alignment faults and vehicle Crossing angles for speeds >1 in 8 1 in 6.5 to 1 occurring at common and obtuse crossings. characteristics. Cant excess and low cant in 7 <1 in 6.5 Shalford Junction has been a typical site deficiency increases Y/Q values. Sin Sin cited >60mph displaying problems following relatively a derailment at Bordesley Junction to illustrate 2-levelling None 1-20mm 21-40mm recent complete renewal (2011, virtually like how a combination of these factors increased Applied cant at 0mm 1-40mm >40mm for like geometric design) with progressive the theoretical Y/Q value of 0.38 in optimal Switch toe deterioration at a crossing nose, resulting in conditions to beyond the threshold safety bearer damage, and complete failure of an limit of 1.0. Again, reasons to limit actual cant During the course of her presentation, Sin obtuse crossing within 5 years. Similar failures through S&C at the design stage. Sin encouraged discussion and comment; in the layout at Hitchin were also cited. Both at its conclusion the Chairman conducted a sites exhibited a growing trend of foot cracking Case 3; switch topping design. There are at lively questions session which provoked much in cast crossings over the past 4 years. least 6 designs in use. Grinding repair work further comment and debate. After bringing These trends need to be arrested, so Sin Sin increases the topping depth. The flange climb the session to a close, Jeremy asked Philip posed the question “What do we do for S&C derailment risk has been defined and new Holbourn to propose the Vote of Thanks to renewals?” - 90% of which are like for like. grinding limits imposed. Sin Sin. Philip thanked Sin Sin for a most Similarly, it has been established that interesting, informative, and enlightening Changes in traffic patterns, rolling stock optimising the topping profile at common presentation, referring particularly to the case and associated materials, historic practices crossings can reduce the dynamic forces histories and the work that is being carried and safety initiatives mean that like for like, imposed to at least a third, extending service out to closely match design principles with the even if upgraded to modern equivalent, may life and maintenance interventions. specific conditions at individual sites, providing not meet Network Rail objectives for safety designers with evidence-based data from and reliability. Potentially this can lead to Sin Sin then discussed in detail failures that which to work. He also referred to his own excessive maintenance intervention, premature occur in the foot of cast crossings. Many of experiences at Acton where very heavy traffic renewals, and higher costs. Sin Sin said that these occur at changes of profile, particularly loading is creating problems at certain switch

13 SECTION ACTIVITIES

locations and which could possibly have been Peter firstly outlined his role on the project 4th April 2017 mitigated by using the principles described by and then outlined the subjects to be covered. Copyright BR – A career in Railway Sin Sin. He then asked everyone present to Context and history, Problems, Previous Photography support his motion to Sin Sin, this was carried solutions, Current proposals, Process & John Goss with resounding acclamation. Status. The current scheme development has been initiated and supported by several recent John said the bulk of his images were April 5th 2017 capacity studies including the 2014/2015 photographed on film and the negatives have The Gulf Oil Refinery Branch – Building a Sussex route study and the 2016 London & all gone to archive in York – Copyright BR, the Railway 50 Years Ago South Coast Rail Corridor study. The routes pictures he would show have been scanned Richard (Dick) Watts, PWI Fellow, Thames in the Croydon area are used by five different from rescued prints. Many of them were of Valley Section train operators but expansion of capacity is railway jobs and projects in progress as these already constrained by trains at maximum proved useful in any subsequent legal disputes. The junction to the Gulf Oil Refinery Branch length and current intensity of use. The overall He started his career in photography at the (LOR GW970, ELR GOB) is at the 282mp on performance of the route has also suffered as Photographic unit at Paddington based in the the South Wales Main Line between Johnston a result of life expiring signaling and trackwork. old GWR mint stables not many years earlier and Milford Haven (LOR GW960, ELR MIL). vacated by the horses. The building later The branch is 2m.35c in length from the Peter went on to describe the history of the became part of St Mary’s hospital and in the junction to the boundary gate at the entrance railways through the Croydon area and the transfer most of the glass negative collection to the Refinery and Maritime Terminal sidings. various changes to configuration and layout disappeared, but some well-known photos The Gulf Oil Company promoted the Bill and over the years. This included the 1980s were saved including the famous one of Brunel obtained Parliamentary Powers for its terminal Brighton Line resignalling which moved control in stovepipe hat and cigar. at Waterston and the branch line to serve it. to two large signal boxes and swapped fast The company let contracts for the construction and slow lines from Croydon to Balcombe He next joined the BR Photographic of the terminal, and British Rail Western Tunnel Junction. It also provided partial grade department at Marylebone and travelled Region Civil Engineer constructed the branch. separation at Croydon along with other major widely around the entire railway taking a large Powers were obtained in August 1965; design, rationalisation. The current development remit, variety of photos many for publicity use. This planning and procurement went ahead and which added to the “Sussex Route Study” often required a series of quickly taken shots construction of the branch commenced in July conclusions now includes: and frequently necessitated a motorised 1967. Work was completed and the branch Hasselblad in addition to his trusty initial opened to traffic on 1 July 1968. The contract • Grade separation of Windmill Bridge, Hasselblad camera. The main objective for the was fixed price at a tender sum of £220,000 Cottage, and Gloucester Road Junctions department was to show the railway in the best (1967 prices), and for a duration of 9 months. • Provision of new routes and improved light as a modern and developing undertaking; standage. photos of steam locos and items from a Extensive earthworks were required, together • East Croydon platform & concourse previous era were therefore discouraged. with the construction of 3 road bridges, several capacity John continued by showing a large number of occupation bridges, and many culverts. Some • A third up line at Norwood Junction and the photographs taken during this period, many 2500y of drainage was installed. Diversion of additional turn back capability for publicity and advertising, others showing services, including a high voltage power line, railway events often of staff meeting royalty or was also required. All these elements sit around a possible East celebrities. Croydon Station over-site development and Track installed was 98lb FB jointed rail on the requirement for a construction sequence At the time the railway incorporated ’s concrete sleepers with Kenitra fastenings that avoids serious reduction in “day to day” passenger ferries and Pickford’s road transport recovered from the former Somerset & Dorset capacity. The current work has reached NR and these operations were also photographed. Railway. In later years, to cater for increased GRIP Stage 2 for Croydon and GRIP 1 to 2 for John explained both how they were taken axle loadings the branch was relayed with the Norwood Junction area. This will involve (often involving perilous climbs up various 110A/113Alb FB CWR on concrete sleepers 16 new intersections with a 17m maximum structures to get to good vantage points) with Pandrol fastenings. The winter of 1967/8 level difference between tracks, based on and amusing anecdotes connected with the was extremely wet, hampering the earthworks 4.9m minimum headroom. This requires a pictures. A comprehensive collection of photos and causing the reforming of some cutting steepest gradient of 1:40. In terms of track and showed the development of new trains from slopes to flatter angle. However, a delay in structures, there will be c.25km new track with inception to introduction to service, including commissioning a cooling tower at the terminal about100 S&C units, c. 1500m of new viaducts the HST, APT and . extended the opening date by 1 month, and bridges, five of which will have a span allowing all work to be completed concurrently. greater than 50m and c.1500m of retaining For the final period of his career he transferred wall will also be required. With respect to to the Chief Civil Engineer’s department The branch carried regular heavy traffic for permanent way specification, the following of Southern Region and then into Network Gulf Oil for nearly 30 years, until in 1997 the parameters have been used. Line categories SouthEast. His photos from this time showed refinery ceased operations. The terminal is vary from 1A to 4. many mainly engineering works but also now a Natural Gas facility, the product being CEN 60 on main lines, NR60 Mk2 S&C, Zero included a number of trains running in and after distributed throughout the UK by pipeline. The cant. The trackform to be used has not yet heavy snow. It was always a requirement to branch, and its main line connection, remain decided, but noise and vibration will be key get out and photograph trains in these adverse in situ. considerations conditions quickly to publicise widely that trains The programme for the ongoing development were still running, even more important in the In conclusion Dick showed a quite superb and construction will be subject to discussion era of “wrong type of snow”. His many photos 30-minute video, produced by his friend John and agreement with the DfT. The Strategic of engineering work and projects were of great Bolton depicting the work being carried out, the Outline business was approved by the DfT in interest to the audience in particular to those problems encountered and solutions adopted, March 2017. An Outline case is currently being who had worked on them. Amongst these were and compiled from film footage taken at the prepared to support Option selection, from many spectacular photos of work in progress time. Comparative images of the operational which a Full business case will be developed. including Ouse Valley viaduct, Cannon Street branch and its current condition completed Peter closed the presentation by showing some towers and a Dutch floating crane lifting 260 the video. Ray Pocock proposed the vote of “Fly through” animations of one of the options ton loads from the dismantling of Blackfriars thanks to Dick. being considered. River Bridge No 409 onto barges on the river.

WESSEX SECTION Following a question and answer session, Jim 2nd May 2017 Wheeler thanked Peter for a fascinating insight Rose Tinted Spectacles and Track 7th March 2017 into the development process for this complex Maintenance Standards - BR Handbook 5 or Over, Under, Around and Through: scheme and proposed the vote of thanks. NR/L2/TRK/001? Untangling Croydon Andy Jones, Senior Programme Manager, Peter Fagg, Investment Projects Southern Wessex Route, Network Rail (Development), Network Rail

14 SECTION ACTIVITIES

Introducing this topic in his usual gently self- for some pragmatic assessments of risk. consolidation is enabling staff to confirm the deprecating style Andy first compared the Empowerment was what was needed! results of their work, increasing reliability and 46 pages of Handbook 5 with the 343 pages With many questions thrown at the audience, confidence. in 19 sections of NR/L2/TRK/001 and asked and constructive interventions in the other Most of the money allocated for CP6 has whether one was better than the other and direction it is hardly surprising that Andy already been spent. Steve is encouraging the whether the bigger document had helped slightly over-ran his possession – but no-one industry to prepare for two lean years between improve the safety of the railway. was complaining. now and 2019. In contrast to this are proposals for a ‘Digital railway’ with variable speed limits A characteristic of HB5 was that it stated WEST YORKSHIRE SECTION and other signalling innovations. the responsibilities of various members of track facing staff but generally refrained from 21st March 2017 - Track Delivery Update New technology is speeding up the process saying how those responsibilities should be Steve Featherstone (Network Rail and of taking possession of the line, and the discharged. It was founded upon the fact that President of PWI) movement of trains from protection to site. in BR days almost all track staff and engineers Signals can be placed to red by remote control, had learned their skills from the bottom up Steve began by outlining aspirations in his Tampers are now classed as trains and work and so fully understood how everything in role at Network Rail. Predictably, the first of to fixed signals, and earthing the pantographs the railway linked together. Breaking the these was ‘Preparing for Safety.’ Traditionally, enables faster isolations. organisation into many separate companies the Engineering Department ‘tidies up’ at the naturally demanded more prescriptive end of a job. This has now been changed to Installing track, notably big switches, which has guidance as an increasing number of staff were the beginning and keeping the site tidy. After increased by 40%, is becoming more complex. coming into the business without the benefit of research showed that staff were dying on In addition, access patterns are changing. so many years of experience. their way home, efforts are now being made 50% of work is now done in less than 8 hours, Things that had been learned from colleagues to reduce fatigue. In addition, the introduction indeed 7% more work is now done in seven now had to have formal training and of special gloves, which prevent accidental hours than previously in eight! Only 5% of certification. The S&T had learned this from cuts, safety glasses which incorporate mesh to work takes place in blockades, which last the Clapham junction disaster but the CE prevent ‘steaming up’ and air fed face masks to for more than 72 hours. This is partly due to department took a little longer – for example in guard against inhalation of dust, are all making changing traffic patterns. Last trains now carry learning how to get hold of the soaring number the workplace safer. higher numbers of passengers than previously, of broken rails – at least in part by significantly and Sunday afternoons are now very busy, increasing the training and certification of Steve’s next initiative was the reliability of particularly on Cross Country routes. welders. plant, and equipment. In his previous role, he had supported the use of cheaper plant. This Lines are being returned to traffic at higher Personal anecdotes from Andy, and the had proved to be unreliable, so now better speeds. In 2013, switch and crossing work audience, sprinkled the next stage of quality plant is used and proving more cost was handed back at 80mph. In 2017, this has his presentation as he listed 14 years of effective. increased to 125mph. Similarly, in 2014, plain derailments, from Hatfield to Porthkerry. This line work was handed back at 80mph. In 2017, listing, with references back to the HB5 and The use of better plans, which are correctly work at Langley was returned to traffic at NR/L2/TRK/001, formed the basis for much of followed has reduced the number of overruns 125mph. Lessons learned following 26 failures, the rest of the evening as he identified, within by 52%, something welcomed by Train once per fortnight! post hand back of S&C at the list, events which had common themes – Operating Companies (TOCs) and the Taunton, means that this facet is continuing to stretcher-bars, worn switches, twist in S&C, travelling public! improve. Chairman Morris thanked Steve for etc. and asked if the more complex later his Visit and led our communal thanks. handbook had actually improved the situation. Appreciation that new equipment or techniques can take two years to develop has prompted YORK SECTION In some cases, e.g. broken rails, good the introduction of ten year contracts. Enabling progress has been made. In others, like facing the Supply Chain to make a better return on its 18th April 2017 switch inspections, the regime has perhaps investment is increasing investment. The Art and Science of Railway Strategy got too complex and entered a “wood for the Improved staff training, and equipment that and Planning trees” situation and Standards needed space provides 3D data quoting coordinates and Dr David Worsley.

My thanks to David Colenutt who produced some comprehensive notes and led out thanks for a paper, which promoted considerable amicable debate!

After an introduction outlining his involvement with the Railway Industry and some noteworthy projects, David explained the various planning strategies. He began with ‘Making a Business Case’, which has five parts: Strategic Case for Change/Value for money/Commercial Viability/ financially affordable/Achievable. David explained the differences in these five parts and summarised them as; ‘a mixture of number crunching and persuasion.’

David has access to figures, which show that the financial problems of 2008 had little impact on passenger numbers, and discussed the various measurements for load factors, and ‘overcrowding’, which contributed to the case for HS2. When compared to road transport, rail’s market share is highest on the East and West Coast Main Lines, and least on Trans Pennine. This prompts the question as to WEST YORKSHIRE SECTION: Some of the members of the West Yorkshire whether the industry should concentrate on its Section, with President, Steve Featherstone, at Leeds on 21st March 2017. strengths or on ‘low load share routes.’ L-R: Mike Mason, Morris Smith, Brian Ablett, Dr David Worsley (York), Steve Featherstone, John Burdon (York), David Colenutt, John Hoyle.

15 SECTION ACTIVITIES

European rankings of passenger experiences He explained interchange penalties to The liquid steel is transferred to a continuous are also studied in terms of service frequency passengers who had to wait for their next train, casting machine and cast into blooms, each of and speed between main centres, with Britain an area still being developed for journey start which contains sufficient steel to roll one 120 being compared to Holland and Germany. to journey end times. The Moira computer metre long rail. The bloom is moved to the rail Under the heading of ‘Projects, programmes programme has been developed for train and mill where it is reheated and rolled through a and portfolios’ projects are eventually split investment scheming. 7-stand finishing train to produce a rail of the into smaller units with a cost/benefit ratio of 2 specified profile. The rail is pre-cambered and being the benchmark for projects to succeed. His recent work for Network Rail included left to cool; during which it shrinks in length This section of David’s presentation prompted developing investment proposals for East by 1 metre and, because of the pre-camber, much discussion on the whether certain Coast Main Line upgrades, including the GN- becomes fully straight at ambient temperature. ongoing major projects met this target. One GE freight upgrade scheme. This freed up train explanation is the concept that: “Doing the paths on the ECML. He was also involved in During rolling the rail is uniquely marked to right project badly may still be better value than recent years developing the HS2 Birmingham give full traceability during the subsequent doing the wrong project well.” to Leeds route proposals. His main area of inspection process, and afterwards when railway work has been defining the financial installed in track. Cost-time-quality triangles are another means justification for Network Rail infrastructure of analysing projects. The three points of these improvements for passenger train routes, with Daniel explained that the internal quality of triangles are: Function/Time/Cost. little involvement in freight schemes. He said a rail is determined by the steel making and he is currently working on a strategy to improve rolling process, therefore all rails are tested The ‘Study of Social Benefit’ began with the a proposed road upgrade in Newcastle. before finishing and dispatch: building of the Victoria Line in the 1960’s, as it was realised that by shortening journeys fares David stated there has always been an • Laser profiling at 200mm intervals - paid by commuters would reduce. The concept underestimation of what new works will cost tolerance +/- 0.5mm on cross section of: ‘Generalised Journey Time’ includes in total, largely due to not being able to define dimensions ‘Waiting Time’ as well as time spent moving. early the true scheme specification, the • Digital imaging detects defects > 0.35mm. effects that a particular scheme may have on • Flatness - tolerance 0.3mm over 3 metre Reducing non-travelling time encourages the existing system infrastructure: and other length people to travel by train. The ‘Value of Time.’ unknown non-railway costs especially at the • Eddy current testing for internal defects The value of a passenger’s time is calculated early development stage. He said current • Ultrasonic testing using 18 probes by using ‘MOIRA.’ This is used to determine railway strategy schemes being developed whether trains should stop at stations, for by others included the possible Oxford Once inspected and passed the rail is cut example should services to to Cambridge orbital railway, a previous to length (in the range 18 - 108 metres) Sheffield stop at Derby? Will a faster service railway axed in the Beeching Cuts. He stated and dispatched to the customer. From its attract more passengers for Sheffield than some past strategies have been completely Scunthorpe mill British Steel supplies 96% of those ‘lost’ by omitting the stop at Derby? wrong. He used examples of over-estimation Network Rail’s requirements. in Channel Tunnel usage; and the under The system showed that causing delay to estimation in passenger usage on the Borders Daniel described two products developed by passengers for Derby resulted in a net loss. Railway. He stated no pre-planning could British Steel: ‘Operational Modelling’ attaches monetary have foreseen train numbers following the values to such items as station lighting, CCTV, cancellation of all air travel after the ash cloud HP335 has increased wear and rolling contact Security, and even human life! The value of incident on the 23rd May 2011. As a general fatigue (RCF) resistance, it is the hardest saving a human life is apparently £1.8M! rule he stated for journeys under 3 hours, rail rail currently available on the market. On a If the net cost to society divided by the net cost is preferred and journeys over 4 hours air is HP335 trial site at Hett Mill rail life has been to the government is less than two the project preferred. Hence journey increased by a factor of six. On a light rail site has benefit so should proceed. However, future times are currently marketed at 3hrs 59min; at Meadowhall wear resistance has increased benefits are discounted by factors like Inflation and planned HS2 to Manchester and Leeds are by a factor of 3, and corrugations reduced by and Technical change. under 3 hours. 66%. Across all trial sites rail life has been extended and grinding reduced; over 1,000 Km Another technique is known as: ‘The Doncaster During the question session, David stated of HP335 has been installed. Daniel noted that Syndrome:’ The town has an excellent railway he was unaware of any plans to develop whilst industry practice is to install harder rails services, so why hasn’t it prospered? engineering possession planning, a route or to reduce RCF, France is adopting softer rails area risk, computer model for when projects for new high speed lines. 2nd March 2017 go wrong, or the knock on effects due to The Art and Science of Railway Strategy engineering over-run or breakdown. PWI Zinoco rail is coated with a molten sprayed and Planning Fellow Neil Raw stated that this is an area still zinc rich alloy to improve corrosion resistance. Dr David Worsley undefined, especially the potential exceptional It has excellent damage resistance when adds on costs to other schemes. David had compared with other coated rails. Zinoco rail David gave an interesting presentation entitled reservations on the true final construction in 108 metre lengths has been installed at ‘The Art and Science of Railway Strategy costs for HS2 works. A very interesting Patchway Tunnel and installation of 216 metre and Planning’. David introduced himself and presentation about railway infrastructure lengths is planned at Inverkeithing. Zinoco outlined his railway career in York with both planning. A Vote of Thanks was given by is in use by, or under test with, a number of Railtrack (2002-2004) and Network Rail deputising Chairman Ken Aiston infrastructure owners. (2007-2012), prior to his current position as a Consultant (from 2016) and part time Lecturer 6th April, 2017 Daniel answered questions including: at Newcastle University. He gave a brief Making Tracks with British Steel. explanation of the mathematical and statistical Daniel Pyke, Product Marketing Manager, • Bainitic rail - not used in UK but mandated masters from the past that developed the Rail, British Steel for LGV switch rails current statistical theory. He said the facts • Milling v Grinding - each has its place, were always a balance between Art v Science; The manufacturing of rail starts with the case specific and Story v History. He also said when factual smelting of iron ore, coke and fluxes in a • HS2 - rail specification not yet established data is not available in scheme development, blast furnace to produce molten iron. The sometimes a ‘guess’ based on previous similar molten iron is transferred to the Basic Oxygen schemes has to be used. He gave a brief Steelmaking (BOS) plant, oxygen is blown outline of the Cost – Time – Quality (CTQ) through the steel to remove carbon; and scrap triangle used in evaluations. He said much steel and various metallic elements are added work has been done on generalised journey to produce the require chemical composition. time on longer routes involving passengers The liquid steel is then processed through a changing trains using different train operators. vacuum degasser to remove gases that might cause internal cracks and rail defects such as tache ovales.

16 SECTION ACTIVITIES High Speed Rail Lines: Technical Challenges PWI TECHNICAL SEMINAR

THE SEMINAR WILL COVER:

TH The challenges of maintaining high speed infrastructure, S&C design 19 OCTOBER 2017 and manufacture, rail/wheel interface at high speeds and other topics relevant to high speed rail in the UK and internationally.

09.00 - 16.30 PAPERS FOR THE SEMINAR WILL INCLUDE: Registration from 08.30 • Keynote address To be confirmed THE GREAT HALL • The challenges of maintaining high speed infrastructure UNIVERSITY OF BIRMINGHAM Mark Morris - HS2 Ltd. EDGBASTON BIRMINGHAM • Aerodynamic effects on railway infrastructure B15 2TT Professor Chris Baker - University of Birmingham

• Geotechnical engineering for high speed rail Dr. Gurmel Ghataora - University of Birmingham £60 PWI MEMBER £100 NON MEMBER • Signalling and OLE requirements for HS £30 STUDENT Iain Anderson - Colas Rail

• Considerations in high-speed track geometry design Booking now open Tony Jory and Mark Campodonic - WSP www.thepwi.org/calendar • Rail/wheel interface at high speeds Paul Allen and Adam Bevan - University of

• Connecting HS2 to existing infrastructure Dave White - Network Rail and Matt Hunt - HS2 Ltd.

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