Staging Diagrams V1.2 Highlands Enhancement Programme Aberdeen to Inverurie Redoubling – Don Viaduct Robert McCafferty (Technical Head of Track BAM Nuttall) and David Herron (Associate Director AECOM) Background – Aberdeen to Inverness Line prior to HEP Inverness Nairn Keith Kennethmont Aberdeen Forres Elgin Huntly Insch Inverurie Dyce • Aberdeen to Inverness = 107 miles, mostly single line • 5 ½ miles of double track – Insch to Kennethmont • Passing Loops at stations at Dyce, Inverurie, Huntly Keith, Elgin, Forres and Nairn • 2hrs 18mins average journey time - 10 trains in either direction per day • Additional Aberdeen to Inverurie and Inverness to Elgin services at peak times Strategic Transport Projects Review (STPR) – 2008 Transport Scotland Output Requirements Keith Inverness Nairn Aberdeen Forres Elgin Huntly Insch Inverurie Dyce Dalcross Kintore • Hourly service between Aberdeen and Inverness • Half hourly service between Inverness and Elgin including a new station at Dalcross • Half hourly service between Aberdeen and Inverurie including a new station at Kintore • A circa 2 hour end to end journey time • Maintain, as a minimum, the ability to deliver existing freight access rights on the route • Requiring Interventions throughout the route Forres Station & Loop - 2017 Before • Single Platform Station • 266m radius curve • 20mph PSR • Token Exchange signalling After • 1880m passing Loop • NR60 F21.5 turnouts at either end • 75mph main line, 50mph on Loop • Simultaneous arrival in to station • Twin Platform Station with footbridge & Lifts • 2 LX’s closed • New overbridge and works on A96 Elgin Station & Loop - 2017 Before • 630m passing loop • GF operated turnout from main line in to yard • Token Exchange signalling • Manually controlled level crossing After • 1330m passing loop • NR60 F21.5 turnouts at either end • 75mph main line, 50mph on Loop • Simultaneous arrival in to station • MCB CCTV level crossing Aberdeen to Inverurie Redoubling 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 Inverurie Dyce Aberdeen • Aberdeen to Inverurie = 17 miles. 17 miles of redoubling sounds easy…….right? • Racing Line • Existing components – F7 sleepers with mills clips (1958) – Bullhead CWR (1989) – Timber sleepers with elastic spikes and 98lb rail (1958) • In total 40,000m of new track to be laid Aberdeen to Inverurie – Summary of proposed works • 40,000m of new track including 15 new point ends • 85000m3 of earthworks • 4300m of retaining walls • 30 Structures altered (extensions, infill, removal, strengthening) • 3 Level Crossing removals, 3 upgrades. • New station at Kintore • Plus re-signalling and new telecoms throughout along with associated ancillary civils, resulting in the closure of 2 signal boxes Don Viaduct – Existing Structure Superstructure Substructure • A single track supported on rail bearers spanning between • Superstructure is supported by 8 No. 2.1m diameter cross girders that are in turn supported from the two main granite masonry piers and 2 No. granite masonry outer girders. abutments. • No existing decking, other than an open mesh access walkway. Don Viaduct – Outline Design Proposed Superstructure Solution Impact on Substructure Replace Cross Girders Substructure Strengthening required. 85 new cross girders / trimmers 164 new stiffeners Strengthening of Main Girders New cantilever walkway Don Viaduct – Outline Design and impact of additional GI Substructure Solution Results of additional GI Don Viaduct – Outline Design and impact of additional GI Resultant Solution Don Viaduct – Focus Group Focus Group established May 2018 Meeting held every week to Open collaborative forum that completion of design. achieved integrated design / construction / fabrication with Network Aim of focus group was to – Rail engineers kept fully appraised • Resolve design issues during design process. • Incorporate construction preferences • Incorporate fabrication preferences • Consider safety during construction Don Viaduct – Focus Group Outcome Outcome of Focus Group Don Viaduct – Focus Group Outcome Outcome of Focus Group Shock Transmission Units Waybeam Geometry Don Viaduct – Safety in Design AIP Proposed Detail GRIP 5 Detail following Focus Group Installed Detail Don Viaduct – Track Installation • Longitudinal timbers • Schwihag BCR7 Baseplates with 33C1 Guard Rails • Gathering panels on approach • Transition at south end requires tapered shim under baseplate to achieve correct inclination and crossfall • Reduced installation tolerances Don Viaduct – Track Installation – Setting Out - Vertical Normal renewal = low rail level, ballast depth, sleeper and rail type – all known to within the mm Not Don Viaduct! Don Viaduct – Track Installation – Setting Out - Horizontal Setting out horizontal easier – co-ordinate for each bolt hole = 2112 setting out points Don Viaduct – Track Installation – Setting Out – Other things to consider • Baseplate centres (max 650mm) • Centre of baseplate fixing hole hole to edge of waybeam (min 75mm) • Centre of baseplate fixing hole to end of waybeam (min 150mm) • Max shim depth (30mm) • Baseplate rotation (+/-2mm) • Baseplate pair squareness (+/-5mm) • Agreed during design phase we would achieve reduced installation tolerances for horizontal and vertical Don Viaduct – Track Installation Problems……. Don Viaduct – Track Installation – Post Blockade Monitoring Don Viaduct • Before • During • After A2I Phase 2 – Completed Works • 45,000m of new track including 20 new point ends • 90,000m3 of earthworks • 4,300m of retaining walls • 33 Structures altered (extensions, infill, removal, strengthening) • 4 Level Crossing removals, 6 upgrades. • New station at Forres and Kintore • Closure of 4 signal boxes • Plus re-signalling and new telecoms throughout with associated ancillary civils. Aberdeen to Inverurie Redoubling – Don Viaduct Thank you .