MANCHESTER UK - PWI TECHNICAL SEMINAR Utilising new technology on railways

This seminar was held in the Manchester Gareth discussed how Network Rail maps AUTHOR Conference Centre on the 4 March 2020. PWI out their ‘Line of sight from risks to solutions’ CEO, Stephen Barber, welcomed the delegates in bow-tie shaped road maps to improve risk Alison Waterworth and introduced them to the format of the day, management and inform their funding. CEng MICE before welcoming the first speaker to take the Gareth talked about the 2020 vision having three stage. main challenges: Alison is a Chartered Civil Engineer and KEYNOTE Challenge 1 - Safety challenge: Train accident Project Manager. With GARETH EVANS, NETWORK RAIL risk reduction. a career spanning over 10 years, Alison has Gareth talked about getting the “Best bang for Challenge 2 - Performance challenge: Trend worked in many sectors every pound” when explaining that the UK was is that performance is generally falling against of the transport industry including structures, pledging £550M, and the EU another £820M to increasing traffic. highways, airports and railways. She has research and innovation over the next four years. extensive experience leading largescale He touched upon how the full asset lifecycle of Challenge 3 - Innovation challenge. Gareth broke multidisciplinary engineering teams through the railway would be considered when deciding this down further into three key points: all phases of design and construction; from where to spend the budget. Network Rail will be early strategic business case to handover for targeting five key objectives during CP6 which Point 1 - There is a challenge to retain and operational use. Her most notable projects include: transfer knowledge which can be achieved include the M10 Moscow to St Petersburg through academia-industry collaboration. Motorway Construction, the Forth Road Safety: Bridge Cable Band Bolt Replacement project, • Making improvements in train accident risk Point 2 - There is a need to replace inspections HS2 Phase 2B ACI JV, and is currently the by 10% on with desk-study data collection work as Project Manager for Northern Powerhouse • Improvements in risk by 13% much as possible. This data needs to be open Rail Manchester to Sheffield corridor. • Improving lost time injury frequency rates and transparent. To avoid the potential negative by 54% industry backlash, unions and people who work Alison is an avid promoter of equality and Reliability: on site will need to be brought along with them diversity in the industry; speaking at many • Improvements in delayed trains in 2019/2020 and engaged in discussions. The workforce can high-profile events including the Women in by 12% use this to gain new skills. The use of drones Construction Summit and UK Construction • Improvements in delayed trains by the end of should be adopted where possible to avoid Week. She is also the Mott MacDonald CP6 by 28% hazards. Advancing Gender Champion. Efficiency: • Incremental efficiency savings between Point 3 - The use of automation for monitoring 2019-2024 of £3.5bn assets; one version of an asset register is needed. Putting people first: With one version of the truth, knowledge can be • Improvements to the numbers of women transferred more easily and using a BIM set up for employed by 50% this will allow for data alignment and wisdom can • Improvements in occupation related mental be gained. Gareth talked about the use of Digital health absence by 25% Twins for training and inspection purposes. Environmental impacts: • Improvements in carbon emissions by 25% Point 4 - Climate challenge; Gareth mentioned • Improvements in energy consumption by possible issues with climate change including 18% track buckles, snow, gales, flooding, leaves and electrical component failures. He mentioned that Network Rail are drafting their CP7 track asset policy and this features heavily.

60 Point 5 - Vehicle related challenge – SET Ltd logistics” and suggested the greatest challenge cloud viewers). Time can be minimised on ActiWheel steered bogies can reduce the they face is around access and space site for inspections as these viewers enable weight of a bogie by 2 tonnes and allows for the limitations. There are eight main technologies measurements to be taken on screen, rather individual wheels to be steered independently. that assist in driving logistics used on TfL than on site. assets. These are: Point 6 - Weather resilience: 7. MANAGEMENT OF PLATFORM TRAIN • Drainage – Test facility can be used for 1. TRACK ADHESION MANAGEMENT (TAM) INTERFACE - Platform 2 at Baker Street, the training and system modelling. The TAM project is a three-year funded “Mind the Gap” platform, is approximately 150 • Embankment monitoring; Using track project aimed at predicting the likelihood of years old. Half the platform is straight, the quality data to understand the vertical low track adhesion using Predictive Adhesion other half is curved, leaving quite a challenge and lateral movement and to assess the Management Software (PAMS). This is an with the changing gap. Over the years, TfL number of false positive readings. in-house software which incorporates live have introduced bright blue light strips at the Met Office weather and leaf fall forecast edge of the platform, but people on phones Point 7 - Tools and technology: data, as well as internal line-side vegetation, don’t seem to notice these, so other fail-safe • Track decision support tool; Builds a topography and rolling stock characteristics. ideas are needed. Active and passive gap holistic review of track data and plots The benefits of this software include the fillers are being trialled in the next year which traces from track recording vehicles. prevention of excessive occurrence of signals will stroke the edge of the platform and allow Track maintenance engineers can use passed at danger (SPADS), station overruns the train through. Watch this space… this data to predict cycles on the track and rolling stock wheel flats. by wavelength and can make decisions 8. CONCRETE STRENGTH MONITORING on where to carry out inspections and 2. SURELOCK POINT MACHINE Real time monitoring has been trialled as maintenance. PERFORMANCE MONITORING - Another part of the renewal of the crossovers at • ESR/TSR design visualisation tool; real-time monitoring system developed in- Paddington on the Bakerloo Line. Nodes were Boards can be placed in the software house which provides text alerts to specific installed through the layout and the concrete which runs cab driver video footage and maintenance staff and Technical Officers when temperature and strength was transmitted conflicts can be highlighted before people the system is operating outside the thresholds to the monitoring system as soon as the go onto site. The software produces of calibration data. Each site is independent concrete contacted the nodes. The use of this images for where markerboards need to and processes its own data, avoiding single- technology will enable works to commence be placed. point failures in the system and removing the quicker within the limited timescales available. • Improved rail management technology: reliance upon people to view and analyse data. CATER ultrasonics / Sperry E-Scan / Rail Future developments to this software include Andrew closed with a hint that TfL are also milling / Induction Welding / FELIX switch adding improved filters to detect more failure looking into composite materials for their asset profile measurement system / Robel modes, predicting failures more accurately and renewals. modular grinder. avoiding false alerts. • Composite materials: The use of composite materials in track can 3. LIGHTWEIGHT MODULAR TROLLEYS USING TECHNOLOGY TO REDUCE eliminate decay, reduce inspection and Due to the limited space inside the Tube, RISK NICK MILLINGTON, NETWORK RAIL maintenance requirements, increase modular trolleys can be broken into parts asset and whole lifecycle costs, have and are lightweight for easy handling. These Nick explained that in the last 13 periods, non-flammable properties and have the trolleys also use lithium battery technology Network Rail reported 58 near misses involving workability and durability of concrete. All which are much lighter and provide a longer 158 track workers and 146 operational close beneficial factors. life. calls involving 584 track workers. The riskiest • Cast crossing additive manufacturing; times are between midnight and 11am, with Benefits include tighter tolerances, 4. Q-RAIL TUNE MASS RAIL DAMPERS Sundays and Wednesdays seeing higher eliminates tri-metallic welds, has better TfL are currently trialling Q-Rail tuned numbers of near misses. Nick stated that it is performance under degraded track and mass rail dampers between Kentish Town better to work with facts rather than anecdotes. has increased fracture toughness. and Camden Town, which are designed to He said we should “Delete anecdotes; remove • Discrete defect repair: The use of suppress rolling contact noise and corrugation risk.” Referring to the Margam incident, automatic defect milling and automated growth by reducing vibration from the rails. Network Rail has responded by setting the weld repairs enables an increase in These dampers utilise 14 oscillating masses following three key goals: efficiency, quality and repeatability of of different sizes which are free to oscillate repairs. This also means an increase in in both vertical and lateral directions. This 1. ELIMINATE UNASSISTED LOOKOUT productivity and removes staff from the technology is already in use in Hong Kong. WORKING - There has been a 30% reduction track, therefore increasing safety as well. in unassisted lookout working since July 2019. 5. DRONES/UAV SURVEYS - Data collection Various technologies are being used to replace In summary, Gareth welcomed any help in is quicker with the use of drones. They are track visits including the Eddy Current Tool, meeting these challenges and welcomed any particularly useful where only short access Plain Line Pattern Recognition and Remote ideas which support the ability to manage times are available. There are secondary Condition Monitoring. The aim is to reduce the assets in the future. Let’s be progressive! (He benefits to engineers with these, as imagery is maintenance standard task reviews to zero by suggested). good, and Ortho photos can be overlaid with July 2022. CAD. This can remove the need for boots on site. 2. 100% ADDITIONAL PROTECTION FOR THE USE OF TECHNOLOGY ON TRACK WORKS - Additional protection TRANSPORT FOR LONDON (TfL) 6. IMU (INERTIAL MEASUREMENT UNIT) measures are being introduced in line ANDREW BRICE, TFL DATA COLLECTION - Data such as track blockages. Nick is a firm believer in “What curvature, and gauging can be collected gets measured, gets managed”, so he is keen Andrew opened his talk by announcing that through using IMUs. An accurate picture to ensure statistics are accurate and they are working on TfL is all about “Logistics, logistics, of what is in the ground can be built using building a largescale data set. Up to 25,000 software such as Truview and Jetstream (point line blockages are taken per period on average

61 and at Period 11, 17% of these have additional Provided with enough data, a computer can ITC BL4 ROAD RAIL EXCAVATOR - Used to protection. Period 12 had 23%. These learn how to link data points together and by rapidly excavate bottom ballast on S&C and protection measures include focussing on the creating patterns, it can begin to predict what plain line renewal projects. The inline conveyor use of TOWS (train operating warning systems) will happen next. This can be done at a much system allows material to be fed through the and SATWaS (satellite-based warning system), quicker rate than a human using P to F curves. main body onto the rear conveyor system. This as well as LEWIS, RDD (reference document At present, this technology isn’t fully developed rear conveyor can feed the spent ballast into database), ZKL TCOD ( operating but David suggested that soon machines will wagons on an adjacent line or into an MFS+ device undergoing an accelerated roll out) and be able to predict multiple metrics data such as directly behind. The machine features a W6A EPR (engineering possession reminder). dip angles and side wear. This technology will Gauge, dust suppression system, delivered allow for proactive planning, as opposed to the by road transport, excavation rate 100 to 3. ALIGNING WORK TASKS INTO SAFER current reactive planning situation we have in 130m(^3)p/h. ACCESS - Each year there are approximately the industry. 28 million maintenance tasks carried out UMH (UNIVERSAL MATERIALS HANDLING) by Network Rail, approximately 15,000 per The UMH are materials handling wagons that week. Nick says there simply aren’t enough NEW SURVEY TECHNOLOGY FOR can receive materials from either MFS+ or line blockages being used and welcomes SKELMERSDALE STEVE COOPER, MFS and distribute the material via a series ideas from the audience and the industry to NETWORK RAIL & ROLLO RIGBY, SEVERN of conveyors. The UMH can also distribute put forward any ideas to improve on this. Nick PARTNERSHIP materials to other machines, open wagons or doesn’t pretend to understand the theory directly onto the . The machine behind the algorithms he says can map align To start the presentation, Steve reminded the features a maximum distribution rate of tasks to safe work access, but it is something audience that there is a Network Rail surveying 400m^3/hr, a maximum skew of 90 degrees Network Rail are looking into for cyclical standard (NR/L2/TRK/3100) and a project left or right, and a distribution of 7 m. With maintenance tasks and possession planning. survey strategy should be created by the the lower conveyor in the central position, project manager prior to the commencement ballast can be directed to the ballast boxes Nick suggested Network Rail are looking to of work. which distribute ballast either side of each rail refresh their safety standards as the feedback simultaneously. from the front line is that the standards are A brief history of Skelmersdale tells us that the no longer fit for purpose. In the spirit of old Skelmersdale station was axed in 1956 MFS+ MATERIAL REMOVAL - MFS+ are welcoming everyone’s ideas they are making when the local populace was less than 7000. tracked MFS capable of travelling by rail but it easy to do this online or in paper form and Today current population is more than 40,000 able to move into crawler mode to access the this challenge runs to the end of April 2020. people and the public transport available takes dig area. When in the materials removal mode, Participants will be recognised with personal two hours to get to Liverpool and Manchester two MFS+ work behind the ITC. The first acting notes and certificates for those whose ideas and one hour to Wigan. Skelmersdale is the as a silo while the second acts as a materials are implemented. All ideas welcome… largest urban conurbation in the UK not served transporter, taking the excavated material back by a direct rail connection. to the MFS rail mounted wagons at the start of the excavation. By reversing the working ASSET MANAGEMENT FOR Using Snake Grid and LIDAR, 15 km of pway direction, the MFS+ can receive materials CONTINUOUS ASSETS DAVID CHUBB, survey and 14 km of highway survey was able from the rail mounted MFS wagons. As in the NETWORK RAIL to be captured. Following the motto: “Survey removal process, one MFS+ acts as a transfer once, use many times”, the survey data is wagon from the rail mounted MFS, while the David opened his presentation by defining linked back to the Permanent Survey Control other MFS+ acts as a silo and a materials asset management as working out what asset Network, ensuring the data can be used in distribution machine. is needed to allow the organisation to fulfil the future for other schemes. Using these its role, then working out the most efficient technologies to survey, Severn Partnership With these machines, the whole system way to keep that asset working and when were able to reduce boots on the ground by provides excellent versatility likened to a Swiss that asset can be disposed of. This is a very 70-90%, their workforce has diversified, quality army knife. Carl says operators are matched complex prioritisation exercise when you have of data has increased, and the skill sets of staff to each individual machine and as part of their many assets. A continuous asset is an asset members have been retained. service, dedicated planning engineers are that can be drawn as a line over a geospatial integrated with the client to ensure the long- area. Examples include track, Steve closed by saying that “The power of term planning and optimisation of the logistics. equipment and cable troughing. survey data is getting it into everyone’s hands” as he hopes this technology will become the TRACE allows us to illustrate the current norm for surveying. MANCHESTER METROLINK track performance by splitting the continuous TRAFFORD PARK LINE TOM LIGHTFOOT, asset (track) into many discrete assets. MOTT MACDONALD Subsequent traces can be added to monitor INLINE EXCAVATION & MATERIALS the performance over a longer period. Turning HANDLING SYSTEM – WHO NEEDS RAILS? Tom opened his talk with an explanation of the trace graph onto its side creates a P to F CARL GARRUD, RHOMBERG SERSA the Trafford Park Line; a 5.5 km new light rail curve which indicates the performance of the scheme within Trafford Park, extending from asset over time. If the curve is known, a risk Carl described the unique inline excavation Pomona to the Trafford Centre. Tom appetite can be applied; this appetite depends and materials handling system which consists provided the key details for the following four on the level of risk willing to be accepted. With of three types of machine and is made up of stops: this knowledge, maintenance activities can six machines in total. Together the machines be planned over long/short/medium terms of form a group capable of single line excavation POMONA STOP - Part of the phase 3 works time. The problem faced is that each discrete but are also capable of delivering several other was to extend the existing viaduct by 200 m to asset would need to be analysed individually solutions either singularly or in combination bring the track alignment down to Wharfside. to create this maintenance schedule, but with other machines. The three machine types The works also involved replacing the existing luckily the Euler-Bernoulli model can help! This are: 40 m plain line curves out to Eccles with a is where machine learning comes into play. bespoke .

62 WHARFSIDE STOP - This section runs • Accelerations measured in three axes measurements and assessment of switch adjacent to the Manchester Ship Canal. There • Measured at table seats (on table) at the rail wheel contact angles. Felix provides is a total of 15 structures required to get the positions described above consistently accurate and repeatable alignment from Pomona to Imperial War • GPS receiver equipment fitted but no measurements; removing the human factor Museum. signal within carriages! issues present in manual gauging and • Locations (stations, junctions) marked produces these measurements at a much PARKWAY STOP - The original plan was using event marker button higher rate than a person can and at intervals to remove the roundabout and replace • Perceived ride quality recorded using of 2 mm. This means better and more accurate with a series of junctions, however a value event market button data. engineering opportunity allowed for retaining • Rising severity Index of 1, 1.5 and 2 as much of the highways as possible. adopted Trials have been carried out on the machine in order to confirm compliance with RIS 1350PLT TRAFFORD CENTRE STOP - The alignment Measurements taken were: for product acceptance. The machine also had finishes with a terminus , with to be programmed for S&C designs on Network two crossovers to allow access and egress to • Mean ride comfort over a 5-minute Rail infrastructure as it was made for the Italian either platform. The alignment has been future window infrastructure originally. 35 different switch proofed for potential future extensions towards • Continuous comfort over a 5-second types have been programmed for identification Port Salford. window and recording, covering approximately 80% of • Discrete events (both standing and S&C installed on the network. The purpose of the project was to stimulate seated passengers), over a 2-second regeneration and economic growth in the window To confirm the accuracy of the readings, the area, linking people to jobs and providing • Jerk – lateral jerk between 0.5 to 2 m/s^3 Felix results for P8 profile measurements were viable alternatives to car travel. The business • Test engineer – perceived ride index – the compared with Mini Prof readings and the case required a journey time of 15 minutes “Allen” Index. results showed the results were very similar, and through various alignment tweaks in the but Felix’s results were more accurate – to concept design stages, this was able to be met VAMPIRE vehicle dynamics simulations, more decimal places. This comparison was and improved upon; providing a journey time of combined with several ride assessment necessary in order to obtain the necessary just under 14 minutes. methods (EN 12299 and others), were used to Engineering Certificate of Conformity to enable predict the likely ride comfort on the proposed it to be used on Network Rail’s infrastructure. BIM Level 2 requirements meant the use of alignment design (focused on lateral ride There are still further steps to take for full a common data environment (ProjectWise) comfort). The results were: acceptance of the equipment, including an and a federated model (Navisworks). For BIM ergonomic assessment and calibration testing, Level 2 compliance, asset tags were needed • Increased design cant gradients resulted as well as carrying out a common safety to be assigned and matched to the work in slightly higher peak Jerk rates in method – risk assessment for introducing the breakdown structure. Clashes were detected transitions, but this did not significantly system. Watch this space… within Navisworks. Looking to the future, Tom degrade passenger comfort suggested further development of asset tags • Increased steady-state lateral could be used for construction and operation. accelerations () were OBJECT DETECTION AT LEVEL Working towards BIM Level 3 would require not predicted to significantly degrade CROSSINGS USING DEEP LEARNING all disciplines to work in the same live model; passenger comfort MUHAMMAD A B FAYYAZ, MANCHESTER something that might bring one out in cold • Due to increased speeds in curves, the METROPOLITAN UNIVERSITY sweats for now. proposed Exceptional values negatively impacted ride comfort where lateral track Muhammad introduced his topic by suggesting alignment (irregularities) were poor that the safest type of level crossing is to not IMPACT OF THE APPLICATION OF • Increases in track shifting and peak rail have a level crossing. In the year 2018/2019 EXCEPTIONAL TRACK DESIGN RULES ON forces were predicted as a result of the there were 73 near misses with vehicles and RIDE COMFORT AND TRACK FORCES Exceptional values 308 near misses with non-vehicle users at PAUL ALLEN, UNIVERSITY OF • Derailment indices were not significantly level crossings in the UK. Statistics show that HUDDERSFIELD affected there is an average of 6.4 fatalities each year • Lateral jerk values greater than 0.8 – in the UK at level crossings. Even the RSSB Paul opened with an explanation that the 0.9 m/s3 are likely to reduce perceived states: “Level crossings provide communities findings from a literature review of the comfort passenger ride comfort with a convenient way to cross the railway threshold for passengers showed that the but do represent a risk to the people and values varied quite widely and were very Paul’s recommendations for better passenger vehicle occupants that use them, and to subjective. He concluded from this research comfort levels included constructing trackbed the railway itself”. CCTV and radar are in that he would approach his work using the formation to a high standard when applying operation at most level crossings, suggesting existing railway as a benchmark for comfort exceptional cant, a lateral track alignment that large scale data collection could provide levels relative to a Class 185 ride trial. maintenance limit value of 16 mm and reducing the necessary information for ‘deep learning’. the effects of track shifting and peak rail forces. Deep learning takes artificial intelligence and Paul carried out ride trials between Manchester All help to maintain acceptable ride quality. machine learning one step further; it is the Victoria (MCV) and York (YRK) (return) on 29th automatic learning and categorising of objects. July 2019. The vehicles and configuration were Using CCTV and radar from level crossings, Class 185 3 cars sets (185142 and 185122) on S&C LASER PROFILE MEASURING an analysis of which category of level crossing the Down Line (MCV-YRK) over lead bogie, SYSTEM PHIL WINSHIP, NETWORK RAIL user is most at threat can be identified, and centre unit of 3-car set, and on the Up Line how the level crossing could be redesigned to (YRK-MCV) between bogies, centre unit of Phil introduced the seminar delegates to address this. The software could also provide 3-car set. The instrumentation used were: the Loccioni Felix; a laser profile measuring details on how efficiently the barriers are machine that carries out S&C gauge working depending on how long they take to and geometry measurements, open/close.

63 Muhammad summarised with further The measurements were conducted on a ‘HALL’ BUSHES - These have hydraulic applications for deep learning software, section of the high-speed tracks between cavities which ease low frequency movements including platform risk analysis (crosslines near Erfurt-Leipzig in 2014 by FCP in the context of and stiffen in response to high frequencies. trains’ doors), categorising users (passengers the project entitled ‘VDE 8.2, New Line Erfurt- These are becoming regularly specified for with bags or bicycles), and even the potential Leipzig / Halle’ (a part of the new German new assets, as well as being retrofitted on for analysing suspicious behaviour. high-speed track network). mid-life fleets.

The results produced a good match with CEN/ MATERIALS - Composites are being WHICH LOAD MODEL DO WE USE TR17320: “Railway applications - infrastructure explored for primary structures as they are FOR RAIL TRACK DESIGN? - determination of laboratory test parameters lightweight and good on mass and have better DR ELISABETTA PISTONE, VIENNA for assessing the mechanical durability of rail maintainability (in theory). The costs of these CONSULTING fastening systems - complementary element” are still high today. and with prEN/13230-6: “Railway applications Elisabetta opened her presentation with three - track - concrete sleepers and bearers - part MECHATRONICS - There are variable primary possible analysis options for track designers. 6: design” springs, variable rate dampers and actuators in These are: place of dampers available. Elisabetta proposed a novel procedure for 1. MULTI-BODY DYNAMIC SIMULATION designing rail tracks on earthworks using the STEERING, WHEEL DE-COUPLING - Passive Currently the most accurate method which following: steering mechanisms are in use, active allows designers an element of reliability. The steering ones may be introduced which would disadvantage to this analysis method are that 1. Classification of train (new/old HS train, allow for independent power and rotation stiffness, damping and mass information is commuter train, freight train) of the wheels. These are likely to become not always available and creates challenging 2. Classify soil using EV2 mainstream in the next 10 years. dynamics. This relies heavily on the experience 3. Get expected top speed of engineers to produce a solution. 4. Estimate velocity dependent dynamic Other things Giles suggested will be looked amplification factor from diagram at for future rolling stock will include the way 2. DYNAMIC MOVING LOAD ANALYSIS 5. Assign modified LM71 to your model trains will be powered; electrified infrastructure, Simple and accurate with a relatively short 6. Perform static analysis battery hybrids and fuel-cell hybrids. As computation with no vehicle-track interaction part of the de-carbonisation implications, and no irregularities. The disadvantage is that Her future research activities will investigate full electrification might stretch beyond 2050 the software requires a dynamic moving load topics such as the quantification of vehicle which means the UK fleets may need to utilise module and a simplified reliability-analysis. irregularities on track response, sophisticated a mix of power. Batteries are good for short multi-body-dynamic simulation to simulate off-wire journeys, fuel-cells are good for longer 3. STATIC MOVING LOAD ANALYSIS - rolling contact, application to lateral/ off-wire journeys but don’t cater for speed or Relatively simple and accurate, this analysis longitudinal direction and curved sections, mass. Mass increases are inevitable with the uses a spectrum of static to dynamic stochastic simulation and sensitivity non-electrified options due to the continued conversion factors, requires a short analysis using extended Winkler model, and increase in demand. computation and no vehicle-track interaction harmonisation with en1990. and no irregularities. Elisabetta questioned Giles closed the end of the presentation with whether reliability-analysis makes sense with the following statement by Mark Kermode: “It static analysis. NEW AND FUTURE ROLLING STOCK will be alright in the end, and if it’s not alright, GILES PETTIT, ARUP it’s not the end!” Other considerations in track design are: Giles opened with descriptions of various THE INFLUENCE OF TRACK damages to wheels/rail interfaces including SUMMARY IRREGULARITIES - The variations in track rolling contact fatigue due to primary yaw quality and statics and variation in velocity and stiffness, vertical fractures due to speed and The coming years will bring a big challenge irregularity. unsprung mass, gauge side wear due to long for the railway. With increasing demand and or stiff wheelbases, top wear due to poor future growth in travel on the network, the DYNAMIC AMPLIFICATION FACTOR AND curving ability and general wear and tear due question will be “How can we fit it all in?”. INFLUENCE OF SOIL MODELS - Weighted to gross tonnage. Giles suggested Network Backward compatibility will be key to meeting and normal dynamic amplification factors to be Rail are looking into ways to improve rolling capacity needs; retrofitting new technology considered. Elisabetta asked “Is the Winkler stock performance by producing the train to an old network and utilising new materials model an accurate representation of the semi- infrastructure interface specification (TIIS). and technologies to capitalise on space infinite elastic half space?”. Before discussing These requirements have been incorporated whilst minimising maintenance activities. As the Fourier Transformation, taking account of into the train technical specification for HS2. the modal shift moves towards railway, and the approximation of the frequency dependent with HS2 and Northern Powerhouse projects soil properties, the Rayleigh wave propagation Giles suggested the specifications are a bringing economic growth to the North, there and the degrees-of-freedom for dynamic means to charge train companies for damaging are exciting times ahead. One key message analysis. the infrastructure network. Technologies from the presentations was that safety is responding to the track-damage incentives paramount, and we should not be complacent Elisabetta provided a comparison to the include the following: – if we can do something better, we absolutely “Extended-Winkler” model with recorded data should! for ICE2 at v = 160 km/h in similar situations INSIDE-FRAME BOGIES - These can reduce such as weight and geometry. the overall and unsprung mass.

64 TECHNICAL ARTICLE

AS PUBLISHED IN The PWI Journal April 2020

VOLUME 138 PART 2

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