A Round up of Recent Activities in Our Sections the Journal January 2018

Section Activities

A round up of recent activities in our Sections

AS PUBLISHED IN The Journal January 2018 Volume 136 Part 1 Sections

BIRMINGHAM

CROYDON & BRIGHTON

DARLINGTON & NORTH EAST

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

IRISH

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

MANCHESTER & LIVERPOOL

MILTON KEYNES

NORTH WALES

NOTTINGHAM & DERBY

SOUTH & WEST WALES

THAMES VALLEY

WESSEX

WEST OF ENGLAND

WEST YORKSHIRE

YORK SECTION ACTIVITIES

Toby discussed the regions key growth stations The current development remit, which added and corridors and the increased evening and to the “Sussex Route Study” conclusions now A round up Sunday leisure market and how the franchises includes: would cope with this demand. • Grade separation of Windmill Bridge, of recent Toby also covered how the franchise would Cottage and Gloucester Road Junctions take over day to day management of key • Provision of new routes and improved stations including Wolverhampton, plans for standage activities in tram extensions and new and re-opened rail • East Croydon increased platform & stations in the region. concourse capacity • A third Up line at Norwood Junction our Sections. Toby concluded by looking at HS2’s effect on and additional turn back capability with the region and the Midlands Growth Engine several options for revised a revised arrangement of platforms Reports may be abbreviated for CROYDON & BRIGHTON publication in the Journal. Full All these elements sit around a possible East versions can be downloaded 10th October 2017 Croydon Station over-site development and the requirement for a construction sequence from our website: Investment Projects Southern (Development) that avoids serious reduction in “day to day” Peter Fagg, Programme Engineering capacity. www.thepwi.org/technical_hub/ Manager, Network Rail Consideration had been given in the feasibility section_activities Peter firstly outlined his role on the project and studies to the use of 15 car trains but the then outlined the subjects to be covered. He conclusion was that the infrastructure was too BIRMINGHAM emphasised that this talk was an update on constrained to make this provision practical, the talk given to the Wessex Section, to whom particularly at Victoria and Clapham Junction. 9th November 2017 we offer thanks for some of these notes. He Future Development of the West Midlands outlined the context and history, problems, The current work has reached NR GRIP Rail Network previous solutions, current proposals, process Stage 2 for Croydon and GRIP 1 to 2 for the Toby Rackliff, Strategic Lead, Rail policy and status. Norwood Junction area. This will involve 16 new intersections with a 17m maximum Introduced by Section Chair David Webb, Toby The current scheme development has been level difference between tracks, based on began his presentation by discussing why the initiated and supported by a number of recent 4.9m minimum headroom. This requires a West Midlands is strategically important to capacity studies including the 2014/2015 steepest gradient of 1:40. In terms of track and the rail network as a whole and improvements Sussex route study and the 2016 London & structures, there will be c.25km new track with that have been made over the previous years. South Coast Rail Corridor study. about100 S&C units, c. 1500m of new viaducts This part of the talk particularly focused on the and bridges, five of which will have a span advantages New Street Gateway has bought to The routes in the Croydon area are used by greater than 50m and c.1500m of retaining the region. five different train operators but expansion wall will also be required. With respect to of capacity is already constrained by trains permanent way specification, the following Toby further set the scene by discussing who at maximum length of 12 cars, and current parameters have been used. Line categories West Midlands Rail are, who they report to in intensity of use. The overall performance of vary from 1A to 4. local government and what the economic value the route has also suffered as a result of life of rail in the West Midlands Conurbation is. expiring signaling and trackwork. CEN 60 on main lines, NR60 Mk2 S&C, Zero Toby discussed the collaborative work cant. The track form to be used has not yet the organisation had undertaken with the Peter went on to describe the history of the decided, but noise and vibration will be key Department for Transport to specify the two railways through the Croydon area and the considerations. new West Midlands rail franchises and how various changes to configuration and layout these were incentivised to provide services over the years. The programme for the ongoing development that the local region required. and construction will be subject to discussion This included the 1980s Brighton Line and agreement with the DfT. The strategic Toby discussed the new EMU and DMU trains resignalling which moved control to two outline business case was approved by the coming to the region from 2018 as well as the large signal boxes at Clapham Junction and DfT in March 2017. An outline case is currently Viva Rail reinvented London Underground Three Bridges. It also provided partial grade being prepared to support option selection, stock planned for the Marston Vale line. This separation at Croydon along with other major from which a full business case will be plan will allow an additional 30% capacity rationalisation. developed. A provisional outline programme in the West Midlands and 25% Euston peak shows completion in 2029. capacity by 2022.

BIRMINGHAM SECTION

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Peter closed the presentation by showing some problem resolution on the East Coast main The MMT was developed to address such “Fly through” animations of one of the options line in County Durham, and the application of issues, rapid mobilisation, on board plant, being considered. special Zinoco rails recently installed for Nexus labour and materials, self-contained facilities as part of the city centre sub surface track and an ability to maximise possession times by Following a question and answer session, Tim rerailing project. focusing all resources together. Kendall thanked Peter for a fascinating insight into the development process for this complex The presentation prompted many questions Lots of activities had been considered for scheme and proposed the vote of thanks. and much discussion, being rounded off with delivery using the MMT; the ensuing discussion thanks from all present. determined a good number of additional DARLINGTON & NORTH EAST ideas too. Andy then went on to describe the 5th September 2017 similar concept vehicles being constructed for 4th April 2017 MMT (Mobile Maintenance Train) Crossrail as part of a Design and Build contract British Steel and current rail product Tim Stafford, Robel Business Manager involving both Plasser and Robel. developments Andy Kearns, Track Consultant, AJK Rail Rob Lambert, Rail Technologies Manager, Ltd. After a fascinating presentation and plenty of British Steel discussion, our speakers were thanked by the Tim Stafford commenced the joint presentation members for their time and effort; especially Acting meeting chairman Phil Kirkland with an overview of both Robel and Plasser, given the distances they had travelled to opened the meeting and welcomed everyone outlining the company structure and activities support our section. to the Rail Academy. Rob had prepared a worldwide. Tim then gave a detailed insight into comprehensive presentation commencing Robel ballast tampers and the theory behind 7th November 2017 with the history and methodology of steel their concept. This was followed by a look at Brazil and its Railways production, principally at the Scunthorpe the comprehensive range of other small plant Jol Bates, Managing Director site. This was for the benefit of the Nexus manufactured by Robel and some of the items Transportation, Mott MacDonald, Past apprentices, Rail Academy students and those now allocated to Nexus in Newcastle. President, PWI new to the rail industry. Part two of the evening was given over to Andy Jol opened his presentation with a look at Company history was covered in detail by Kearns who presented a detailed paper on the history and colonisation of Brazil, and the Rob, the eras of the original British Steel, the concept of the MMT (Mobile Maintenance inception of some very early railways. These Corus, Tata and now the current British Steel Train). included a spectacular rope hauled railway businesses. from Santos and railways with a particularly With a 50% increase in passengers and British style and influence. Stations, signals, The presentation then moved into the rail 225million passenger journeys per year, an signal boxes and bridges all had familiar styles, product manufacturing activities and processes alternative approach to maintenance activities were they Southern, Midland, or Scottish, followed by the technical and development was required. probably a mix of all. areas, covering topics such as rail wear and

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Next were the heavy haul mineral freight lines constant force. The flexibility of the machine show manufacturer, location, grade (shown by with dual gauge tracks and engineered to the means it proves very effective in treating multiple lines), year, section profile and any highest possible standards. Track renewals discrete areas such as S&C, level crossings additional treatments. The rail is then cooled using familiar Geismar Single Line gantries, and wet bed sites where the problem is often on a camber to allow for unequal cooling due to concrete sleepers and CWR. concentrated over a shorter distance. the difference in head to foot section size and then straightened. Moving on we visited Sao Paolo and other As well as traditional track ballast replacement, cities with high population densities and a the Railvac has a number of different uses Finally, all rails are fully inspected for: good number of metro urban rail systems. New including excavating for drainage channels, lines had been constructed and commissioned preparing for new troughing routes and 1. Dimensions: Using cameras and lasers just in time for the Olympic Games. New the removal of materials in the vicinity of after rolling and cooling Metro trains had been supplied from China in buried cables at much reduced risk of cable 2. Surface quality: using a digital imaging exchange for Soya! disruption. A C crossover could typically be re- rail inspection system and Eddy current ballasted in the region of 12 hours with support rotating probes to check surface condition After a good Q&A session, Phil Kirkland teams of about 10 staff. The machine itself can and recognise any defects gave the vote of thanks. Phil requested that operate under live OLE; however, the often 3. Flatness: Again cameras and lasers are managers and supervisors lead by example supporting RRVs have restrictions on their use. used which record any areas that require through PWI attendance, and attending later flatness correction apprentices encourage more of their peers to The machine is booked internally via the NROL 4. Internal quality: 18 Ultrasonic probes are join them at future meetings. system and can be delivered to site by road; used to check for any internal defects however, the common method is to be hauled EDINBURGH in rail mode by a loco and stored in a close by The finished 108m rails are then commonly siding or loop prior to the commencement of flash-butt welded together to form a 216m 7th September 2017 the works. (709’) rail for transportation by the on-track rail Railvac Services delivery train. Steve Mugglestone, UK Project Manage Steve completed the talk by sharing with the audience the latest equipment development Daniel finished the presentation by sharing Steve kindly made the long journey from Derby which includes a new “Ballast Insertor” shortly the next generation products such as “HP335” to Edinburgh to share his experiences with the to be brought into use. This will mechanise the rail which has significantly increased wear and rail mounted Railvac supplied by Rail Care. process and provide much greater accuracy rolling contact fatigue resistance in comparison Steve provided the audience with a quick and controllability over the use of traditional with conventional pearlitic rail steel. This rail background from his railway career, beginning RRVs when providing the new replacement has been tested at seven locations on the NR as a trackman at Burton-on-Trent, to the ballast. A vote of thanks was given by section network over five years in a variety of different present, as a project manager within the UK for chairman Russell Kimber. traffic and loading conditions. Swedish based Rail Care services. 5th October 2017 The outcome has been very positive with Since the early days of the Railvac in 2005, the British Steel significant reductions in wear, surface damage machine has continually evolved into its current Daniel Pyke, Product Marketing Manager and requirement for grinding. One other form. Today’s vehicle is 20.59m long with a product is “Zinoco” corrosion protection for tare of 61 tonnes (RA 4) and 90 tonnes (RA Daniel opened the evening with a background rails, in areas of high corrosion such as level 8) when the 18m3 hoppers are fully loaded. to how British Steel have developed to crossings and tunnels etc. This product has It can travel self-propelled at 10mph or in a where they are today, with some changes to been developed due to the increase in the train consist up to 62mph within a W6A gauge ownership in more recent years from Tata to number of rail breaks due to rail foot defects, envelope. Greybull Capital. With facilities in Scotland, such as loss of section and foot fatigue. England, Northern Ireland, Republic of Ireland, As the vacuum is self-contained, any dust Wales and France they can produce enough As well as providing corrosion protection, the generated for the process is filtered and rails to build a track from New York to San coating has proved through testing to have a captured. The addition of lateral deflector Francisco. high damage tolerance which allows the rail to plates allows excess spoil to be placed 1.5m be handled normally prior to installation, with clear of the rail for future pick up. Alternatively, The evening then moved over to the core reduced risk of damage to the protection. This a further addition being developed is the use topic, starting with the steel making process. rail was recently used very locally, some 12 of a hopper skip spoil removal system, to avoid Even for the members of the audience that miles north of Edinburgh in the Inverkeithing double handling. thought they remembered how it was done, it Tunnel on the Edinburgh to Aberdeen Line. A was a timely refresher of what goes into the vote of thanks was given by section chairman One of the significant benefits of the Railvac blast furnace or indeed as the group of them Russell Kimber. system is that there is no need to cut into the are locally named in the Scunthorpe facility, track which increases the amount of time the “Four Queens”. To service this process an 2nd November 2017 available to carry out ballast replacement extensive rail network carrying an incredible Drainage and often removes the need to stress after 46 tonne axle load “torpedo” articulated tank Mona Sihota, Head of Drainage. Network excavation. wagons run 24 hours per day. The hot metal Rail is taken from the ballast furnace for pre-treat, Although ballast entry and exit ramps are now into the BOS convertor and secondary steel Mona started the evening with a quick history standard practice the compaction challenge making process. lesson about drainage, informing the audience continues. However, the issue has progressed that extensive UK networks were present in significantly since the early days of the process The scales of these operations, as illustrated Roman times and drainage legislation was in and much success has been achieved with in Daniel’s slides are quite incredible. The place, in the UK, well over 500 years ago. the use of new generation rotational hand process then moved on to RH degas (vacuum packing equipment. A key to the success of degasser) which manages unwanted inclusions From a railway industry point of view, one of the re-ballasting process is very much the such as hydrogen, which can lead to classic the more recent impacts has been the loss of amount of preparation completed prior to the Tache Ovale defect risk. Finally, the liquid is drainage gangs and indeed the tacit knowledge re-ballasting. passed through the continuous casting process often held in the minds of these local gangs. and cut into 6.5m long, 6.5 tonne blooms. This will often involve replacing defective One of the key messages of the presentation timbers, pads, ferrules, clips and repairing The next process is the fabrication of the was the requirement for a structured system dipped/crippled joints. The machine itself has rail. The blooms are then passed through a approach and the importance of interfaces and a 20m articulated trunk nozzle which has a seven-stand close-coupled finish rolling train interdependencies. rotating head variant appropriately called a which creates a 108m+ long rail. The rail is “Rozzle” that sucks up the material with a also branded as part of the rolling process to

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A number of drainage related case studies and visible structure. This approach asks to Edinburgh. Whilst the works were being were looked at, many with significant where, what, why, how etc to discover the carried out, Queen Street High level trains consequences, directly or indirectly resulting precise root cause. were diverted to Queen Street Low Level for from drainage management issues. Some a number of weeks. The main element of the of these were even affected by a non-system Advancement in technology has also helped closure was laying slab track in Queen Street approach to other infrastructure works resulting including cutting-edge digital mapping with tunnel and Babcock Rail has previously done in negative effects to drainage. multiple information layers and online records a presentation on these works. Access to both which are continually improving in coverage the tunnel works and the Cowlairs projects was Even issues such as wet beds are often seen and quality. on a timed daily slot, to deliver materials for to be a track issue rather than a drainage both sites and remove spent materials. system issue, with the symptom being repaired Mona concluded the evening with her plea to short term, rather than long term removal of the the audience to always treat drainage as part The Amey Sersa works involved the renewals cause. Indeed, the majority of the NR Routes of a system but also to remember that drainage of 5 points end and 1395 yards of plain line, top 20 wet bed sites have reported poor or itself should not be over complicated, as as well as installing OHL equipment. As is even absent drainage. simplistically water always flows downhill and usual with such large projects at T-2 the plan takes the path of least resistance. A vote of needed to be changed again to accommodate Mona demonstrated that performance thanks was given by section chairman Russell customer changes. However, both sites were with regards to delay and cost has been Kimber. handed over slightly early and on budget. reviewed over the last 11 years which shows a considerable opportunity to improve with the GLASGOW 19th September 2017 correct approach. Some key sites have even UB030/332 Lamington Viaduct – 2016 managed to attract delays into £m’s which are 17th May 2017 Recovery Works now at the top of the intervention hit list. Cowlairs Junction S&C Modernisation Craig Robertson, Project Engineer (Civils), Donnie Morris, Amey Sersa, Motherwell Network Rail, Glasgow The greater challenges are the much larger number of sites with marginal risk, Donnie set the scene of his presentation by To set the scene of his presentation Craig gave performance costs or located on lesser routes. outlining the work carried out as part of Amey the background for the recovery work. On Resulting earthworks failures often triggered Sersa’s 10-year S&C renewals contract at the night of 30th December 2015, whilst most by poor drainage were mapped out on chart Cowlairs. Whilst they have an S&C Contract, people were on their festive break a major for the last 10 years and clearly showed the the works also involved a plain line element. storm hit the UK with high rainfall, resulting in correlation with the rise in failures during rising river flows. Lamington viaduct is on the significant rainfall/storm events. Amey Sersa operates in the UK from 3 main West Coast Main Line, south of Carstairs. depots at Crewe, Doncaster and Motherwell. Train crews had given notice of problems Key to the success of the systematic approach The Cowlairs Project involved staff from whilst running over the viaduct and all trains for Mona is to use an asset management all these depots and formed part of The were stopped and a crew sent to the site to approach to provide a consistent, systematic EGIP Electrification Project from Glasgow investigate.

RAILWAY JUNCTIONS- The electrification challenges PWI TECHNICAL SEMINAR

The geometry of railways is a complex subject. The critical role of the rails in bearing the weight and dynamic 25TH APRIL 2018 forces from the trains leads to much complexity as the absolute values of cant and curve are also factored by the additional considerations of rate of change in the cant and curve. These considerations become more pointed 9.30 - 17.00 and often compromised around switches and crossings. Registration from 8.30 For the Overhead Line Engineer, turnouts and crossovers are source of equal concern. The pantograph must GREAT WESTERN HALL negotiate the diverging or converging wires without becoming entangled with either. The transition between SWINDON STEAM MUSEUM those wires must happen on the carbon strips in a distance dictated by the diverging angle between the lines FIRE FLY AVE of way. Furthermore, on high speed lines where trains move through at speed on the main line the uplift forces SWINDON SN2 2EY which are a function of the speed need to be accommodated by both wires directly over the turnout. Over the connecting rails in a crossover there will normally be a section insulator in the OLE. That electrically separates £70 MEMBER one line from the other, and at higher speeds must be carefully set so as not to damage pantographs by high £120 NON-MEMBER forces. £10 STUDENT The issues around designing, building and wiring turnouts and crossovers will be presented. The fundamental Booking now open principles will be described from the perspective of each phase of electrification. Then through case studies and www.thepwi.org/calendar detailed description of current practice a picture will emerge allowing the engineers from both track and OLE disciplines to develop a better understanding of the issues affecting both.

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87 SECTION ACTIVITIES

They found a 130mm drop in the levels over In addition to this a programme of scour Darren, one of the four Duty Managers of the structures on the Down line and a 90mm protection work in the River Eden and slope the ERU, explained the range of incidents drop in the Up line, as well as major damage to stabilisation work on the embankment would to which the ERU has to respond to when one of the structures supporting piers. be undertaken. called out by the LU Control Centre. This includes: people under trains, objects or dead Plans were made to re-route trains over the Story Contracting was chosen as the main animals on the line, people trapped in lifts, remainder of the festive period and a further contractor for the works, the design of which flooding, derailments, track faults like broken detailed examination took place. This found the was undertaken by AECOM. Scheme design rails or rough rides, bridge strikes and other structure unsafe, even for works to be carried was completed by August and the period environmental issues such as fallen trees. out beneath. of construction ran from September 2016 Each depot has at least two specialist vehicles; to March 2017, although works such as the one equipped for rolling stock type issues The planned works were firstly to stabilise the construction of a site access road and spoil whilst the other is equipped for track issues. structure and carry out temporary works on removal from the trackbed were carried out the damaged pier, so that the structure could beforehand. The ERU also get involved in non-core be leveled. The OHL was removed to allow activities such as training with the other works and plans were put in place to dam up Story engaged Van Elle as sub-contractor Emergency Services, public and community the river below the structure to allow work to to handle the piling works. The Elemex events together with being immediately on progress. 30 CuM of fill were used to stabilise drilling system was used for the work, which hand whenever heritage stock is run. The ERU the damaged pier and the structure was made significantly reduced vibration while drilling and also supports the Docklands Light Railway, safe to carry out work on. allowed very high tolerances to be achieved. London Overground and Croydon Tram. It also 198 piles of 660mm diameter in 16mm thick has contracts with a number of train operators Work was also carried out on the other piers steel were driven into the bedrock in two rows, and provides mutual aid to Network Rail. and scour protection added to avoid any the row of 18m length nearer the brow of the further damage. A flow control measure was slope installed in tension and the row of 20m Sean ran through the extensive number of introduced further upstream with the approval length nearer the river in compression. Two safety critical licences all the members of the of the Scottish Environmental Protection drilling rigs were used, which worked at a rate team require to undertake the many activities Agency. Three beams were also replaced on of three to four piles per day. 226 piles were which they might be called upon to use. This the structure. Works were completed on 25th driven in the project in total (an additional includes the extensive and ongoing training January 2016 and trains ran over the structure 28 temporary piles of 610mm diameter were and mentoring required for this workforce. 14 days earlier than was originally planned. necessary in order to construct a ramp to piling platform level), which was completed in mid- Sean showed a promotional briefing video LANCASTER, BARROW & January. demonstrating some of the developments which the ERU have introduced over the last CARLISLE Story then carried out the casting of the 75m few years. One major item is they are now the long concrete slab (1.5m thick and 12.5m only group outside of the Emergency Services 10th October 2017 wide), which was placed on top of the piles, who have vehicles equipped with blue lights Landslip Reconstruction at Eden Brows and the 95m long and 4m high retaining wall. and sirens. They have also introduced various Will Storey, Story Contracting In total 1200 cubic metres of concrete was items of new specialist and lightweight plant to poured and the process was completed by support their work. Will explained that the project was mid-March, following which drainage was necessitated by the effects of the flooding in installed. Work could then begin on laying One area which has been a focus in recent the aftermath of Storm Desmond in December 6,000 tonnes of aggregate backfill material years is the ability to safety risk assess all 2015, which caused the movement of 500,000 on top of the slab and replacing the track works – remember that most of their work will tonnes of material in an embankment at Eden formation, comprising 3,000 tonnes of ballast be responding to something on site which is by Brows, a location some two miles north of and 490m of track, which was completed on its nature unplanned. Armathwaite on the Settle and Carlisle line. time for the scheduled reopening of the line Here the railway is situated 200m from the to traffic on 31st March. The total cost of the Sean ended by playing a sombre video of River Eden and 60m above it. reconstruction works was £23 million. the Croydon tram derailment from earlier this year. The ERU were one of the principal By 6th January 2016 movement of the up A programme of earthworks was also units involved in the recovery operation which line due to the landslip had been detected by undertaken after the reopening of the line in stretched over several days. He used this to the track maintenance engineer, which had order to stabilise the embankment and prevent highlight their recent work within the ERU increased further by 10th January and was future ground movement. A network of drains dealing with maintaining strong personal affecting the down line by 27th January. By was installed on the embankment slope and mental health. To deal with the sometimes- 9th February a twist fault had been detected in rock armour was placed at the embankment traumatic side of their work the ERU have a the down line, and the railway was closed for foot in order to guard against erosion during strong chain of care of support for the teams. safety reasons. periods of high river flow. These additional works were completed in July at a cost of £5 There is a full debrief after every incident Network Rail reviewed the options available million. and the teams themselves have devised a in order to reopen the line to traffic throughout. number of initiatives to continue to support The requirements were that the line should LONDON each other. This includes posters which have reopen as soon as possible, and that any slogans like ‘take off your hat, sit and chat’ and solution should eliminate future ground 11th September 2017 ‘team sharing is team caring’ to encourage movement on reopening without further people opening up in what otherwise could be intervention. The work of the London Underground Emergency Response Unit quite a ‘macho’ environment. They also have Sean Watters and Darren Sawyer, LUL full access to professional counselling and Nine alternative solutions were examined, occupational health support. which included the complete relocation of the railway alignment, the construction of a bridge Sean, manager of the LU Emergency Response Unit (ERU), started by giving an The presentation ended with a lively question and the excavation of the whole embankment and answer session. There were a range of in order to refill it with solid material. introduction to the work of the ERU. The ERU is a multi-disciplined organisation questions covering things like recruitment, planning, innovations and the most unusual However, the solution chosen comprised which responds to incidents across London Underground and beyond 24 hours a day, 365 incident they have had to deal with - actually the construction of an anchored contiguous someone in Head Office getting stuck in the bored pile wall, in which two rows of steel piles days a year. It has over 120 operatives based in four strategic locations across London; toilet! Peter Riley then proposed the vote of filled with concrete would support a concrete thanks. slab carrying both up and down rail tracks, Acton, Camden, Stratford and Battersea. complemented by a concrete retaining wall on the river side. The role of the ERU is to restore the train service safely and efficiently after any incident.

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PWI Social Evening MILTON KEYNES This report does not replicate the earlier report 11th October 2017 but highlights interesting insights from Dick 5th October 2017 enhanced by local knowledge and the service The London Section Committee hosted Exploiting LiDAR data for Geotechnical history of the line. another very successful social evening in the Analysis informal environment of a private room in the Stephen Brooks, Senior Engineer, Landowner resistance due to the variation in ‘Parcel Yard’ at Kings Cross. The purpose (Buildings & Civils), Network Rail compulsory purchase land values between of the evening was to raise the profile of the refinery at £1000/acre and railway at £300/ PWI to a wider audience and encourage more Stephen’s presentation covered what the acre caused the local church tower to be used participation within the section. LIDAR data collected in 2014 had been used as a setting out point since access to the for and what new uses it will be put too and intervening land was prohibited. A proposed Over the course of the evening an enthusiastic what developments were being worked on. land transfer between adjacent landowners did turnout of both members and guests enjoyed Many the data sets are now available to be not happen resulting in the construction of two catching up with old friends and making new viewed and used within the Network Rail additional accommodation bridges to connect ones. Employers such as Network Rail and application GEO- RIMN which can be seen all the severed lands. London Underground were well represented NR staff. He also talked about the methods for as were many suppliers. There was also a very collecting the data via use of drones and the And finally, the land transfer of the railway to encouraging number of younger engineers issues these raised. A vote of thanks was given BR from Gulf did not happen until 1986 after wishing to find out more about the PWI. by Ian Brookes. the murder of the dissenting landowner during a burglary and the merger of Gulf Oil to form Throughout the evening members of the Chevron. Dick recounted that the murderer London Committee were ever present and was finally convicted following cold case review visible by their committee badges and made SOUTH & WEST WALES in 2011 of other murders and is known as the a point of circulating and talking to as many Bullseye Murders. 11th September 2017 people as possible. Existing members had The Gulf Oil Refinery Branch: been encouraged to come along and bring any BR constructed the branch line and the refinery Building a Railway 50 years ago friends and colleagues who might be interested sidings were constructed by Gulf. A setting Richard (Dick) Watts in joining the PWI so there were lots of new out difference at interface in tracklaying was faces. Conversation topics included; the work caused by Ordnance Grid being used by This presentation and video had previously of the PWI, the benefits of membership and the BR and Admiralty Grid by the refinery. The been delivered to the Thames Valley Section new area of professional qualification through difference of 3º was compromised by a curve in April and that meeting report is recorded in the PWI. Satisfyingly several people decided to and curses. The construction cost of the line at the July 2017 edition of the Journal (Vol 135: join the PWI that evening and everyone present 2017 prices was about £1.5m/mile. Part 3). agreed that it had been a great success, and all were looking forward to the next event.

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At the time of construction all freight trains Video. John is son in law to Eric Richardson A series of Alan’s photographs accompanied included a brake van complete with a solid fuel the Senior Civil Engineer responsible for the his presentation which demonstrated the stove for the guard. Prohibited from entering design of the line. This family connection blurred division between trams and light rail the refinery sidings the stove and brake van and friendships had enabled the original and also trams and heavy rail. Alan first had to be shunted into the branch run round construction cine-film to be digitised and showed his audience the recently opened loop. When brake vans were no longer videos taken in 1995 and 2016 added to make Detroit QLine system from a recent visit to the required the loop became redundant and was an enthralling programme in itself. USA. disused. 9th October 2017 Running on the street, the system is only The rising gradient approaching the main Light Rail Systems in their environments partially wired but makes use of batteries and line junction was operated by ground frame Alan Wilkins from the Light Rail Transit stored energy. A particular need was to be requiring the train to stop. This made it difficult Association able to pass under already low railroad bridges to avoid wheelspin with loaded trains on whilst street running. Discussion of modern restarting. In service the signalling was added Alan gave a brief introduction to the LRTA tramway car design was also mentioned to the local signal box to give a clear road and which was formed 80 years ago as the throughout the talk. The new Detroit system avoid stopping whenever possible. increasing flexibility of the motor bus caused uses 3 car sets with a low floor centre car closure of the first generation of tramway suspended over end cars with raised floors The line has remained dormant since the networks in the UK between 1900 and 1920 over the bogies. refinery closure in 1997 but the main line and their near demise by 1960 except for connection still remains with an LED lit the truncated Blackpool seafront network. Floor height within cars and the relationship signal protecting the junction on the branch. Subsequently the urban scene has become with the boarding height at stations is of Supplementary information was given to the choked by road traffic and the revival of great importance for step free access to less meeting that future traffic potential is not tramways has been implemented and ambulant passengers and wheelchair users. discounted and track recovery of the branch. investigated in many cities in the British Isles. Also in Detroit, Alan showed street views of However the main line connection is unlikely Proposals for Cardiff trams are part of the the elevated people mover operating on a and so the vegetation now covering the track current rail franchise considerations and there clockwise circular loop using unmanned 2car will remain undisturbed. are embryonic ideas for the return of trams trains. to Swansea. The LRTA publishes a monthly Fortunately for historians a cine camera journal on the current tramway scene and a We next visited Phoenix Arizona where the recorded construction of the line and allowed quarterly journal on historic tramways as well Valley Metro light rail system opened in 2008 Dick to round off his presentation with a as topical brochures. Alan represents the LRTA and now totals 26miles with end to end journey 30minute video covering the history of the as Area Officer for South Wales. time of 85minutes with stations approximately line. Dick introduced John Bolton of Aardvark at mile intervals. Five future expansions are

THAMES VALLEY SECTION: Slide 1 THAMES VALLEY SECTION: Slide 2

THAMES VALLEY SECTION: Slide 3 THAMES VALLEY SECTION: Slide 4

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scheduled and more planned financed in part No conclusions could be made about any Using a range of highly informative slides, by sales taxes. Property development along future system in South Wales for Cardiff Barnaby then cited the reasons why slab the route highlights the importance to the city Metro but with questions from the audience track can provide alternative solutions to planning. Services run on own right of way and throughout the presentation the advantages conventional track forms in a number of on street with 3 car units of 2 longer outer cars and disadvantages of all systems could be situations, offering: reduced maintenance, and short centre car. Two units is the current appreciated. A vote of thanks was proposed by with lower life cycle cost and increased train length, but stations and trains are built to Andrew Wilson and seconded by all present. asset reliability and operational availability; accommodate 3 car units. increased safety (lower derailment risk); lower THAMES VALLEY SECTION construction height (increased gauge Alan then reviewed Paris which has clearance); and less weight on structures. 100km (60miles) of a new diverse tramway 7th June 2017 infrastructure operating at the periphery of the Recent developments in standards and In the UK, the challenge to the network is: city’s metro lines which is expanding rapidly. practices for ballastless track increased loadings (tonnages) and speeds, Tram train operates on the street in a fenced Barnaby Temple, Head of Engineering, which accelerate ballast deterioration; thermal area on network T4 as a legacy of a mainline Rhomberg-Sersa UK variations; rising costs in the maintenance electrified system including raised platforms. of track quality, and decrease in duration of This is an abbreviated report. The full report access windows to do so; and electrification of T3 and T3a involve street running in already from the above meeting is available in the routes which create route clearance issues. prime residential areas and is working towards Section Activities area of the Technical Hub on an outer circle of tramway links. the PWI website: www.thepwi.org/technical_ So why not install more slab track in the UK? hub/section_activities Barnaby cited the following risks to more The T6 network uses a rubber-tyred tram with widespread use on existing routes: high overhead current collection a single central The Chairman introduced our Speaker installation cost; lack of standards; product guide and electrical return rail running on a for the evening, Barnaby Temple, Head of driven; historical failures; loading questions; concrete roadway. Line T2 operates on an old Engineering, Rhomberg-Sersa UK, and invited formation quality/control; and most important rail alignment with low floor vehicles. him to present his paper entitled “Recent the relatively lengthy installation period. Developments in Standards and Practices for TI was the first tram system from 1992 and Ballastless Track”. For new build, many of the issues can be its continuing success prompted extensions properly addressed and accomplished and and other schemes. T11 is the newest system Barnaby began by briefly describing his career informed decisions about the merits of different operated by SNCF alongside a freight line. to date, the history of his present employer, the track forms made. Throughout the presentation contrasts were Romberg Sersa Rail Group (RSRG), and made with UK developments. his current position and role within the Moving on to the key issues, Barnaby said that company. He said that he has been involved a new Euronorm on ballastless track is about Tram Train in Sheffield, the developing with the development and installation of slab to be published, drawing on the experience of Birmingham street system with some battery (ballastless) track in its various forms for the many installations throughout the world. operation, as well as Tyne and Wear using light past 17 years. RSRG are specialists and one of rail in a heavy rail environment. the leaders worldwide in this field.

40 Couper Street, Glasgow, G4 0DL T: 0141 552 5591 F: 0141 552 5064 E: [email protected] W: www.maximpower.co.uk

TRACK MAINTENANCE EQUIPMENT

Master 35 ® Impact Wrench Lase Align Stoneblower Rusty Clip Remover & Tool Carrier

Specifically designed for use Switch tip alignment Hand held stoneblowing has Designed for Green Zone been used for over twenty working to remove seized ‘P’ in a railway environment. Track Slewing years. and ‘E’ type Clips from their Will remove/fit Chairscrews Switches housing. It provides a quick and and Fishplate Nuts in under Crossing Nose Alignment efficient way to correct Useful in tunnels, under seven seconds and with our settlement by filling the bridges, level crossings, Safety Quick Release Auger Rail Dip Measurement voids caused by train coastal areas where it is Attachment can be easily movements, track instability, difficult to remove Rusty converted into a Wooden climatic conditions and wet Clips Sleeper Drilling Machine. spots

SECTION ACTIVITIES

However the design and construction to meet each, including that adopted for Crossrail. Finally Barnaby described the IVES system these standards is still being developed, He particularly mentioned in-situ concrete developed by RSRG, which incorporates an particularly for the preparation of the earth work, where experience has led to improved asphalt layer laid on the subgrade, precast works and track formation and the time practices to avoid condensing effects and lateral structural elements, and a track constraints on existing routes. shrinkage cracking around bolts. fastening element of baseplates grouted to precise line and level. There is a trial These are being addressed by moves towards, There are now moves towards a modular installation in Asfordby Tunnel. for example, continuous compaction control, concept to form the top slab. This brings track formation testing and analysis, and rapid quantifiable and proven benefits: quality On completion of Barnaby’s talk, the Chairman installation methods and products. assured slab elements; reduced requirement conducted an extensive and lively Q&A for mass concrete pumping and pouring on session. After bringing the session to a close, Barnaby then described the principal site; no necessity for on-site reinforcement Jeremy proposed the Vote of Thanks. components of ballastless track and their installation; removes the risk of influence of inherent properties required to form a cohesive weather on quality; consistency of installation Jeremy said that Barnaby had provided us with unit: quality; reduction of material requirements on a very detailed and technical review of the site, and thus labour; speed of installation; and current ballastless track options, giving very 1. Formation/Base reduction in overall cost. considered and fair descriptions of all variants, 2. Secondary layer not just those of Rhomberg-Sersa. Jeremy 3. Top layer (slab) with rail support and Barnaby showed a selection of modular forms then asked everyone present to support his fastening systems installed in Europe, and the variety of fitments motion to Barnaby, this was carried with available, such as balises, noise absorbers, resounding acclamation. Following this, Barnaby went on to describe trafficable surfaces, check and guard rails. He current construction methods: also showed examples of special constructions 6th September 2017 to accommodate specific requirements for Stabilising and Re-levelling Track using Bottom up particular locations. Geo-Polymer Injection and PreCast Build slab as accurately as possible, and set Advanced Track components with little or no Following a trial installation in Asfordby Tunnel, Dave Chapman, Infrastructure Manager, adjustment required; there have been a number of UK installations Uretek and John Hammond, Director, PCAT on existing routes - Barnaby showed the sites Top down at Winchburgh Tunnel, Glasgow Queen Street Resumes of Dave and John’s very interesting Construct base, then set and hold rail and Tunnels, and on the Gospel Oak to Barking and thought-provoking presentations will be support components accurately before route. included as an Addendum in the Thames casting in place; and showed examples of Valley October Newslines.

Roaming Eastern European Rails: Slide 1 Roaming Eastern European Rails: Slide 2

Roaming Eastern European Rails: Slide 3 Roaming Eastern European Rails: Slide 4

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On completion of the presentations, the Ray rounded off by complimenting the trial • Innovative company developing solutions Chairman conducted an extensive and lively installation video shown by John, enhanced for track tasks for many clients, including Q&A session. After bringing the session to a by the 3D printed models handed round; he Network Rail and TfL close, Jeremy asked Ray Pocock to propose then asked everyone present to support his the Vote of Thanks to our Speakers. motion to Dave and John, this was carried with Next, Steve and David described the Railvac acclamation. machine in its UK W6A format as depicted in Ray said that Dave had given us a most slide 1. interesting and informative talk showing how 4th October 2017 the application of tried and tested polymer Railvac Machine Operations The current site set-up for its use for ballast injection techniques on commercial buildings, Steve Mugglestone and David Ratledge, excavation with the track in situ on S & C and highways and ports has now been successfully Railcare Sweden Ltd plain line sites is depicted in slide 2. applied to railway infrastructure. The Chairman introduced our Speakers for The methodology has been developed to Dave had clearly demonstrated the capabilities the evening, Steve Mugglestone and David enable: of the system in the railway environment Ratledge, Railcare Sweden Ltd. and invited with his description and images of the work them to present their paper entitled “Railvac • Ramp in and out (smooth stiffness to correct track and walkway settlement at Machine Operations”. transition). Farnham EMU Depot, which had saved time, • Excavation between and under sleepers/ money and disruption. The Speakers began by introducing the timbers/bearers to depths below rail level RailCare Company: exceeding 1000mm if required. Commenting on John’s presentation, Ray • Forming cross-fall at excavation depth said that he had given us a very detailed and • Based in Sweden with a UK office in level to an accuracy of ± 25mm. informative discourse on the concept and Derby. • Installation of geotextiles/grids for design process that has led to the development • Has developed and built Railvac OTMs formation protection. of the innovative high precision concrete since 1992 tray track panels incorporating fibre polymer • 60+ machines currently operating Deployment/stowing away takes 10 minutes for reinforcement. worldwide. each; excavation capability is typically 10 lin.m • 4 machines to W6A gauge available for of track, 3.7m width and 700 mm below rail John had described in detail how the design work on the UK rail network; 2 in use level, in one hour. encompasses installation and maintenance on LNE, 1 on GW and 1 on other areas. activities, the shallow construction depth, 2 further W6A gauge machines are Spoil is drawn into the body of the machine and the ability to correct subsequent ground available if there is demand. (capacity 18-20m³) and can be discharged settlement using geo-polymer injection. via the machine’s side chutes at or near the

Roaming Eastern European Rails: Slide 5 Roaming Eastern European Rails: Slide 6

Roaming Eastern European Rails: Slide 7 Roaming Eastern European Rails: Slide 8

93 SECTION ACTIVITIES

site; the process can then be repeated as • Introduction of Ballast Delivery and Slide 4 depicts an example of suggested required. The unique air pressure system gives Inserter vehicles, enabling one-line optimised planning. extremely powerful material breakup and “lift” operation. with a hose length of up to 20m. • Taking possession around the train. Summing up, our speakers said: • Working under live OLE and with ALO Steve and David then moved on to the use (where site conditions permit). • Railcare will have an integrated re- of the Railvac for other routine track and ballasting system ready for use on the UK associated infrastructure tasks, showing The Ballast Delivery and Inserter vehicle rail network in 2018 examples of each application: replaces the need for ballast (or other material) • The equipment is versatile, providing a wagons and RRMs to handle the material. Its safe, efficient mode of operation to work • Track bed stiffness improvement using conveyor delivery system places the material in short, midweek night possessions on polymer injection accurately over a wide arc, as depicted in slide many routine infrastructure tasks • Cess/cross-track work – trial holes and 3. A vehicle has been built and is currently • Deployment and stowing away are quick excavation for OLE/signal mast locations; going through the acceptance procedure. and simple processes using just one troughing installation; inspection operator chambers; and UTXs. Also, being developed and scheduled for • The system, properly planned, provides • Reballasting at level crssings and in construction in 2018 is a Spoil Removal an opportunity to manage down costs station platforms System; this will obviate the necessity for • Drainage and formation treatment – linear conventional spoil wagons (and locomotive) On completion of the presentations, the and cross drain installation; drain filter on an adjacent line and make operation of the Chairman conducted a lively comments and material replacement; and catch pit and integrated system on one line the usual option. points of discussion session. After bringing open channel drain clearance the session to a close, Jeremy asked Malcolm • Signalling, power supplies and telecoms – Steve and David then looked at ways in which Pearce to propose the vote of thanks to our excavation around cables and troughing, the system could be planned to utilise its speakers. safely and with minimum disturbance; capability to tackle a number of different tasks virtually no risk of damage within the same possession. They cited the Malcolm said that Steve and David had • Continuous or spot re-sleepering need for inter-discipline co-ordination and clearly demonstrated the advantages of using identification of tasks to enable the machine the Railvac system over other methodology The following developments currently taking to work 4 week night shifts on a regular basis for many routine track tasks. The current place were then described by Steve and David; - efficient utilisation at a very economic cost development of a ballast distribution vehicle these are intended to make the reballasting per shift. will increase the flexibility of the system, process more efficient with less reliance on reducing the necessity for some other plant on RRMs for support: the site and thus shift costs.

Roaming Eastern European Rails: Slide 9 Roaming Eastern European Rails: Slide 10

Roaming Eastern European Rails: Slide 11 Roaming Eastern European Rails: Slide 12

94 SECTION ACTIVITIES

He said that there appeared to be a case for a Describing each of the journeys with the Peter showed many examples of strategic programme for the system on a route aid of a multitude of excellent slides, Peter these characteristics, describing each basis; utilising it for 4 or 5 shifts per week on concentrated on particular characteristics comprehensively and interspersing the a variety of tasks would be both efficient and of these eastern European railways, which descriptions with views of and from trains at economic. although having different traffic patterns and many locations. The following images are Mentioning that he and David have had a mixes are very similar in many respects. Peter a selection of those shown by Peter, with a continuous railway association for over 53 quoted the following characteristics: résumé of his descriptions. years, Malcolm said he was sure that, as with other innovative developments with which 1. Stations: Slides 1 and 2 David had been involved, this one will be the • At the larger ones, substantial buildings, Budapest Nyugati (Hungary) and Bucharest success it deserves, particularly given Steve’s all-over roofs and/or platform canopies. (Romania) Stations. Large stations with obvious drive and enthusiasm to offer the Many very traditional in style and imposing buildings and facilities. Modernised client a proven, reliable and efficient system. modernised retaining the attractive in recent years but maintaining their original Malcolm then asked everyone present to features; some ugly and brutalist. style. support his motion to Steve and David, this • At the small and medium size ones, was carried with acclamation. there is a large variation in style but Slide 3 commonality in that generally the platform Istanbul Haydarpasa. Large station serving 1st November 2017 side has just the minimum necessary Asian Turkey linked to ferry services across Roaming Eastern European Rails facilities with the station building the Bosporus. Much more imposing than the Peter Simmonds, Fellow, Thames Valley containing the requisite functional European Turkey station of Istanbul Sirkeci Section offices. Many of the buildings have been which although functionally adequate is rather refurbished retaining their local identity. stark and unappealing. Peter began by briefly describing his career as • Low platforms are the norm. a Civil Engineer, which has seen him work on • Access to platforms varies from Slides 4 and 5 railways, roads, bridges and airport projects in conventional concourses, subways and Thessaloniki Station in Greece. Medium sized many countries including the UK, the African footbridges to simply. station, somewhat spartan platform areas but Continent, Bulgaria and the Far East. pleasant buildings. 2. Infrastructure: He said that his interest in rail travel both at • OHLE is commonplace; generally 25 Slides 6 and 7 home and abroad began in the early 1960’s, kV, 50 Hz. Many different support and Sibiu Station in Romania, B ov station in taking advantage of the travel facilities offered catenary systems. Bulgaria. Typical medium-sized provincial by BR for whom he worked at that time. • Signalling is mostly single-aspect stations with functional buildings blending well colour light, locally controlled with no with their surroundings. In 1964, with the UK network in the throes of intermediate signalling on single lines. wholesale closures, he undertook a journey On double or multi-track lines, at through Slides 8 and 9 by rail and sea from London to Istanbul, via lines at stations and loops/passing places Kalambaka and Volos stations in Greece. the former Republic of Yugoslavia, nurturing the signalling generally allows reversible Typical small-town stations but both with a desire to make further journeys on Eastern running. buildings which retain attractive facades very European networks. Understandably his life • Track on main running lines is mostly much in keeping with their surroundings. journey prevented such desires becoming heavy rail (UIC 54 or 60) on concrete reality until some 12 years ago, when he was sleepers with Vossloh or similar Slides 10 and 11 able to embark on a series of journeys to fastenings. On less important routes, Brasov station in Romania, Levski station in Hungary, Bulgaria, Turkey, Greece, Romania branch lines, loops etc, materials Bulgaria. Typical station track layouts on main and Montenegro, in the following order: and maintenance standards are less lines, all lines bi-directional. consistent. S & C work is generally to • 2005 Budapest to Istanbul a relatively small range of standard Slide 12 • 2010 Bulgaria (mostly behind ex-BR designs. Volos in Greece. Track layout including Class 87 electrics) • Train speeds are still relatively modest but Workshops with maintenance facilities for • 2014 Sofia via northern Greece to are being improved gradually over long locos and rolling stock of various gauges. Kapikule in Turkey sections of route. • 2015 Sofia via central and southern • Much redundant infrastructure remains Slides 13 and 14 Greece to Athens in place: a water tower, cranes, goods Podgorica in Montenegro. Station buildings • 2016 Bulgaria (mostly steam-hauled) sheds. and imposing, signalling control tower. View • 2017 Podgorica to Bar, Bijelo Polje and • Lighting at stations and in yards is of station and extensive yard area from control Niksic in Montenegro generally by high level floodlights and of tower balcony. good standard.

Roaming Eastern European Rails: Slide 13 Roaming Eastern European Rails: Slide 14

95 SECTION ACTIVITIES

On conclusion of Peter’s talk, the Chairman that was expected - equating to 2 crush-loaded elsewhere in the world, and indeed was being conducted a comment and question session; tube trains of people every week. He painted built into Crossrail 1. This therefore developed following which he asked Rodney Pinchen to a picture of the pinch-points within the TfL area into finding the best way to achieve this on the propose the Vote of Thanks to Peter. Rodney that were expected to have emerged by 2031. new axis. Chris gave quite a lot of detail which first of all reminisced that he had also made Modelling predicted that as many as 17 Central can only be described here in an abbreviated the similar journey to Peter in 1964, and that London stations would have closures in the way. From SW London a new underground he had found it most interesting to see the peak hours for safety reasons, and the majority station at Wimbledon would feed trains from present day conditions described by Peter. of these stations lay on a SW to NE axis. enhanced service levels on the Shepperton via He also made reference to some of the most Kingston, Hampton Court, Chessington and impressive station architecture we had been Not that this was a surprise, because Epsom lines into a pair of 37km long tunnels shown, and to the form of outside slip (Barry proposals had been made as far back as with the route dividing near Dalston to then Slip) Peter had found in Bulgaria. Rodney 1974 to build what was then described as the emerge at New Southgate in north London, said that Peter’s commentary and his variety Chelsea - Hackney tube line. This broad route and separately to connect into the Lea Valley of images had made for a most interesting was safeguarded from deep foundations, etc. line at Tottenham Hale to serve a range of evening, and he asked everyone to support in 1981 and some more detailed options were stations as far as Broxbourne, Hertfordshire. his motion to Peter; this was carried with explored in 2009-2014 before the current An additional pair of tracks would be provided acclamation. Project team was created to take a scheme from New Malden to Wimbledon with full forward towards submitting a Bill to Parliament. grade separation. The line through the Lea WESSEX Most of the predicted 17 overloaded stations Valley would be quadrupled. Various turn-back suffered from being focal points of interchange facilities would be provided on both surface 3rd October 2017 between the existing tube, sub-surface, and sections. Up to 200,000 new houses could Crossrail 2 - Its history and current state of national rail lines. Other issues, such as be constructed across the region as a direct development the repressed demand into Waterloo (even result of Crossrail 2; there would also be a Chris Curtis, Head of Crossrail 2, Network after the present works to boost capacity by significant improvement in journey times and Rail 30%) and the need to connect new housing accessibility to employment. About 7 new in the suburbs and beyond with the work outer-suburban and longer distance peak-hour Colum Cavanagh, Route Asset Manager opportunities in the Capital also drove the paths would become available into Waterloo as (Track) for Wessex Route, the Sect gave a quest to find the most cost-effective way a consequence of reduced local trains inside of brief summary of how he was hoping to create to “open-up” significantly improved travel Wimbledon. constructive bridges between his young capacity. engineers and the depth of experience of older Chris gave brief details of proposed stations in members of the PWI. Chris started by setting The capacity and reduced interchange loads the tunnel section including options yet to be out the amazing growth of travel demand in that would accrue from running 30 “main line decided, such as going via Balham or Tooting, the London Area in the last couple of decades, gauge” trains per hour through a central core of and the debate on provision of a station he reinforced this with the population growth the line, originating from existing inner/middle under Chelsea. Locations of rolling stock and suburban tracks, was known from experience infrastructure maintenance depots, provision

96 SECTION ACTIVITIES

Manufacture of Insulated Rail Joints in Hardomid for Railways and of special hollow sleepers

TENCONI plastic division is the only manufacturer of the high quality insulated rail joints also called ‘BENKLER’ joints. The pieces are produced also in small batches, according to customers’ specifications and needs. TENCONI steel construction department has a reputation of excellence also for the manufacture of special hollow sleepers, low friction slide chairs, insulated base plates and many other railway products.

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of financing, and parliamentary timescales Scheme will increase capacity by 30%. With were also outlined. The meeting closed after six years in the planning and giving the public a a comprehensive series of questions from the year’s notice and constant reminders, including floor and an enthusiastic vote of thanks. pop ups on Twitter & Facebook, there was a 91% awareness just before the August closure 7th November 2017 (5th to 28th) and 48% of passengers had A round up of Waterloo and South West Upgrade planned to change their travel plans. delivered by the Wessex Capacity Alliance recent (an Alliance between AECOM, Colas Rail, Work undertaken before the August closure Section activities Mott MacDonald, Network Rail & Skanska) included reconfiguring the tracks and Micaela Benson (AECOM) & Victoria associated infrastructure at the redundant and full reports can Sutherland (Mott MacDonald) - Wessex International terminal leading into the five Capacity Alliance Team Members west side platforms, last used ten years ago, be found on our to make the platforms suitable for 12 car Micaela Benson spoke first giving the overview trains. All but the outer platform (No 24) were of the Waterloo and South West Upgrade shortened by 50m at the buffer stop end, website: project and details about the advance notice to allow for construction of a larger station techniques used to inform the public of the concourse more suitable for a metro style planned service disruptions at Waterloo railway, and all were shortened at the country www.thepwi.org/technical_ Station and impacting the South West route end. Voids left in the reinforced concrete hub/section_activities during the recent 23 day August closure of viaduct deck beneath the platforms at the ten platforms (No’s 1 to 10) and mitigating country end were in-filled to take new S & C temporary reopening of the five former and judicious positioning avoided the need for international terminal platforms (No’s 20 to 24). new piled foundations. This was completed The disruptions were required for the capacity in time for use of Windsor line trains during enhancing works which Victoria Sutherland the August closure. Other essential advance went on to describe. track works took place on the Suburban lines (eastern side of the station) including the Since 1998 there has been a 70% increase in installation of a crossover on Westminster ‘domestic’ passengers using Waterloo & an Bridge Road Bridge, within the station throat, additional 40% are predicted by 2043. The to be used by the engineering trains during the Wessex Capacity Alliance, which comprises August closure. AECOM, Colas Rail, Mott MacDonald, Network Rail & Skanska have a £450 million programme During the August closure platforms 1 to 4 of works mainly at Waterloo & Vauxhall Station. were extended to 10 car capability, platforms By December 2018 the Wessex Capacity 5 & 6 were remodelled to allow room for

97 TECHNICAL

reconfigured track in the Waterloo approaches, A 45% response revealed a 70% use of This began with details of the ‘drivers’ for HS2, two tandem turnouts and a new siding layout bullhead rail, compared to 30% flat bottomed. and detailed some of the development: on the same (eastern) side were installed. The Heavy locomotives and weekly inspection new rails were 56kg with mixed timber and walks are common with very little rail flaw • A description of the existing network and concrete bearer layouts and the new platform detection equipment. (This led to a question what it could/could not be capable of walls were formed of pre-cast concrete ‘c-units’ as to whether the Heritage Railways could • A perception of why some locations on with an in-situ reinforced slab spanning the collectively purchase and share such the existing network should not be part of c-units in between the copers. equipment, prompting a response ‘from the a modern ‘high speed’ railway floor’ in respect of the practicalities of this.) • A proposed parkway station to ‘serve’ an Work to be undertaken after the August closure extensive area east of Leeds includes enhancing the former international Rail wear is obviously lower than on main lines, • The suggestion that a Trans Pennine platform and concourse areas by December with rail breaks occurring in the north during railway should follow the line of the M62 2018 for reopening permanently for the the winter. The causes of 147 such breaks motorway Windsor line trains with capacity for 20tph. throughout Britain since 1900 were analysed and, in general terms, were shown to be: 23: Teeside is regarded as being poorly WEST YORKSHIRE S&C, 25: Gauge widening, 15: Curve cant, 12: connected, York is seen as a challenge, Mid-section rail, 11: Bolt Hole, 2: Welded joints. Newcastle a nightmare, Durham is to be 17th October 2017 disregarded, and Selby missed. Permanent Rail Engineering – Looking to The significant incidents since World War II the past, thinking of the future: Heritage included: An East of Leeds parkway station located and high-speed rail research somewhere around Colton Junction would Gareth Dennis • Hither Green – this led to cold bolt provide a service for a large area. expansion to stop star cracking at the Full details of the other research into types of Bolt Hole London to Birmingham is expected by 2026 failure, and the work of the Heritage Railways • Ballast shoulders were increased/ and will use slab track, being built to carry 60 management and volunteers are available on improved after (to be advised) million tonnes per year. request from the West Yorkshire Secretary. • Knowledge of Rolling Contact Fatigue has increased post Hatfield Birmingham to Crewe to be completed by 2027. Gareth provided details of a study into the • A faulty weld was regarded as the cause Phase 2B, the Manchester and Leeds legs, the maintenance of the permanent way on heritage of the incident at Ulleskelf latter being ballasted track, due by 2034. railways. Prompted by the Office of Rail Regulation (ORR), the study began with a The second part of Gareth’s presentation Trans Pennine to include Liverpool and questionnaire sent to the numerous heritage referred to the controversial development of Newcastle/Hull, roughly following the line of the railways in Britain. The first problem was High Speed 2 (HS2). M62 motorway. contacting the infrastructure managers, many of whom are volunteers. Dronfield is not a good location for a station to serve Sheffield, and the re-development of the Woodhead route is currently unlikely.

YOUNG ACHIEVER 1st Prize - £650 AWARD 2018 2nd Prize - £400 3rd Prize - £250

Submission deadline January 31st 2018

CALL FOR PAPERS

THIS AWARD IS OPEN TO ALL INVOLVED IN RAIL INFRASTRUCTURE PAPERS WILL BE JUDGED AGAINST THE ENGINEERING PROJECTS; FOLLOWING CRITERIA: Relevance to railway infrastructure ENGINEERS, PROJECT & MAINTENANCE STAFF, GRADUATES, APPRENTICES ETC. Difficulties overcome Quality of paper The winners will be announced at the PWI Northwest Technical Seminar 1st March 2018 at Manchester Conference Centre. Amount of innovation Ongoing benefit to theRail Industry Please submit an original paper between 2000 and 2500 words on a railway infrastructure project completed between 2011 and 2018 Technical excellence