Rail Engineer - Issue 125 - March 2015

Engineerby rail engineers for rail engineers

BATTERIES INCLUDEDThe EMU with added IP: IPEMU, the Independently Powered EMU

SIGNALLING FOCUSOur latest in-depth review of the railway signalling sector

MIDDLE EAST RENAISSANCEA look at the remarkable run of railway construction

MARCH 2015 - ISSUE 125

CONTINUES TO BE COMPLEX AND CHALLENGINGTHAMESLINK

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Resignalling London Bridge 18A look at 16 days of work over Christmas

Batteries Included 24Greater Anglia is running an EMU with the pantograph down.

Flash of Inspiration 34Mobile flash butt welders deliver high-quality welds more quickly

West Midlands SSI Data-Link Conundrum 40What was causing intermittent signalling faults on the Snow Hill lines?

ERTMS: A New Player Emerges 44Hitachis latest signalling system assessed

Supplying the Next Generation of Signal Engineers 46Linbrooke and ntrs open a new National Training Academy

A System of Systems for Operation and Control 48Siemens is making multiple systems work together

RETB: A Future in Scotland 52The latest reworking of Scotlands RETB radio system

Small is Beautiful? 56TICS answer to Signalling Supply in 2015

Lineside Phones: Remarkable Survivors 60How GAI-Tronics is developing phones for the modern age

Four Lane Ends Crossing 64From manually-pumped gates to full obstacle detection

The Challenges of ERTMS on the ECML 68Plans to bring two popular acronyms together

RINM Asset Viewer 72Geo-RINM, ORBIS and aerial surveys

Middle East Renaissance 76The pace of rail development is increasing in the Middle East

A Fairytale Ending 82Safe Start 2015 was the recent supplier event for the Midland main line

Harbury Hazard 84An initial report on the landslip that has closed the Chiltern line

Contents

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ThameslinkInfrastructure works continues at London Bridge and elsewhere.

Forensic EngineeringThe Technical Information Centre is called in when things go wrong.

Finland opts for TETRA

And then there were 4

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Its time for our Signalling and Telecommunications feature this month and all three of our experts have risen to the challenge.

In his trilogy in six parts, Clive Kessell looks at a new entrant into the ERTMS arena, communications in Finland, ERTMS on the ECML, an ever-expanding company, RETB and the ultimate survivor the lineside telephone.

Known by some for its trains, by others for its excavators and by yet others for its vacuum cleaners, it nevertheless comes as a bit of a surprise that Hitachi is venturing into ERTMS. After all theres no ERTMS in Japan. But it has its reasons.

In the UK and Europe, TETRA has been eclipsed by GSM-R and thats largely to do with European interoperability requirements. Finland is in Europe, but its hardly a candidate for through-running to and from the rest of the EU. Their gauge aint right. They have more in common with Russias track. GSM-R is expensive. Finnish TETRA isnt finished.

Clive teases out some of the likely issues or snags with introducing ERTMS on a main line. The ECML should benefit from lessons learnt in the introduction of the technology on the Great Western main line, but there is still the racing pace of radio development to cope with.

On his visit to a company that is now a major player in the signalling and telecoms design and maintenance business, Clive meets the founding fathers who had the foresight to see what the industry needed.

RETB is a wonderfully pragmatic solution to the problem of long remote branch lines. Born in the 1980s, and despite the headlong rush to new technologies, RETB is still in Scotland. Radio frequencies may have changed, and much of the kit has been renewed, but the underlying architecture is still there.

With all this radio comms around you might be tempted to dismiss the humble telephone thats the one with wires coming out of it as a curiosity, a thing of the past. But they survive. After all, when radios go down the telephone is the comms link of last, but reliable, resort. Clive looks at whats still available and why they will survive for a few more years yet.

David Bickell notches up three articles. Perhaps youve noticed a certain amount of activity in the skies above the railways recently. Thats because you were being recorded as part of a five-month long national aerial survey of the network. Its of some comfort that you will land up in the 60TBs worth of data. With a resolution of 4cm theres not much that will go unnoticed.

Its not often that Rail Engineer carries a who-dun-it. Strictly, Davids tale is more of a what-dun-it, but nevertheless he keeps us in suspense right up to the end. The scene of the crime was between Tyseley and Bearley Junction and the race was on to halt the 11,421

minutes of train delays that had already notched up. Gripping stuff!

For sheer detail, have a read of Davids account of the new London Bridge resignalling scheme. The changes in traffic patterns facing the designers were considerable. After all, when the last scheme was designed in the early 70s there were no Thameslink services.

Collin Carr looks at the implications for structures and track and the extraordinary alterations to London Bridge station itself. Theres probably been more demolition in the current project than during the whole of the last war!

Ah, the perils of mixing a cup of coffee with a computer keyboard! Certainly, an unfortunate spillage would divert your attention, especially if you had to remember to lower some unprotected level crossing barriers. You can see where this is all leading Such an incident put the tin lid on Four Lane Ends crossing in the wild west of Lancashire. Paul Darlington explains how obstacle detection has saved the day.

Hes also been to Crewe to meet the folks who investigate all manner of railway mysteries. Atkins Technical Investigation Centre in Crewe gets involved handling the technically mundane right through to the most sensitive of issues. Its not termed forensic engineering for nothing.

Every so often, the railways are abruptly reminded about their historic context. Bell pit mining is something we have read about perhaps. To the early railway builders, bell pits still existed. Chris Parker has been finding out about one that happened to sit smack in the middle of a dual carriageway - just where the Midland Metro runs.

Stuart Marsh looks at yet another example of raw engineering writ large. Grab hold of two rail ends. Bash them together, hook up a massive generator and short circuit the lot. The result? Sparks, heat and a weld if its done carefully.

Two thirds of our diesel multiple units are more than 20 years old. What to do? Build more? Or perhaps embrace the emerging battery technology and incorporate it in existing builds of electric units. The wider implications for the network are fascinating.

Just as we go to press Nigel Wordsworth has been investigating something slippery thats on the move. No trains through Harbury for a while. Well see how theyre getting on over the next month or so.

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The focus of this issue of Rail Engineer is rail signalling and telecommunications. Being able to control train movements effectively and reliably has been the objective ever since railways were invented. Signalling as we know it has progressed from mechanical boxes and semaphore arms, through relay interlockings and colour light displays, to computerised control and the issue of movement authorities direct to the driver. On Metros, automatic operation is taken for granted with train frequencies upwards of 30 per hour.

Hardly a week goes by without some announcement of a new signalling system being authorised that will vastly improve the running of train services. Greater centralisation of control, locations and the automation of route setting is leading to a near hands off system of train control, with signallers only being required for out-of-course running or when things go wrong. The advent of ERTMS and its component parts of ETCS and GSM-R make this a worldwide initiative where international suppliers will sell to the global market.

This is the Eldorado vision, and both technical and public press are happy to predict this rosy future. Maybe even the name Signalling needs to change, the logical successor being Train Control and Communication but this is a bit of a mouthful and something more succinct is needed. The chief executive of the IRSE (Institution of Railway Signal Engineers) was recently overheard to admit a name change is overdue, so perhaps even the diehards are wavering.

But is this Utopia based upon sound foundations? I travel many miles each year by train and am troubled by the all-too-frequent announcements that trains are being delayed by signalling problems in the xxxxx area. Every morning,

on the breakfast TV travel updates, there is some report of train service delay because of signalling difficulties. So is all this clever technology becoming a hostage to fortune that will in the end cause its own downfall?

ComplicatedSignalling systems are ever-more

complicated. Long gone are the days when the signalman would go and hit a pair of points with his coal hammer to get the detection. Even with 1960s technology of relays and track circuits, the maintenance staff knew the systems inside out and could quickly rectify failures you could visually see most of what was happening. The advent of computers changed all that and, increasingly, fault finding staff are dependent on ancillary equipment to achieve even a diagnosis of the problem with the hopeful change of an electronic card to put things right.

The dependence on high capacity transmission links to get the instruction out from the signallers console through the interlocking to the signal head or point end will, in theory, improve resilience, but the vast distances of these links can create its own set of problems.

The advent of signalling in the cab, with radio to link from lineside to the train, not only splits responsibility between infrastructure owner

and train company but introduces the risk of interference corrupting the radio messages. The use of IP (Internet Protocol) for distribution of non-vital (maybe in time even vital) instructions brings its own threat of malicious cyber security interference.

Public criticismThere is little doubt that signalling

is at the core of train service operation and the impressive initiatives being introduced to improve performance have to be applauded. It is also certain that failures will occur from time to time, no matter what measures are put in place to improve reliability. These failures, when they occur, more than likely have a draconian effect on train running over an extended geographical area. The consequences for train delay are far reaching and result in much public criticism. Being a signal engineer is not an enviable hat to wear.

The success or otherwise of these new systems will depend on the ability of those responsible for the integrity of the operation having the knowledge, expertise and equipment to put things right quickly when it all goes wrong. This will mean having available, on a 24-hour basis, well-trained staff, both at first and second line support levels, who understand the architecture of the

system and have the wherewithal to get things corrected in double-quick time.

Cause for concernIn a perverse way, the improved

reliability that modern signalling is capable of achieving can be a problem since failures are much rarer and, when they do occur, staff have little experience of the usual fault analysis and rectification procedures. An obvious action is to build lookalike simulators in the main staff locations such that practice on offline systems can be achieved including the artificial generation of faults to teach technicians the kind of problems that will be encountered.

Regrettably, the current evidence is that signalling performance is getting worse rather than better with delay attribution because of signal failures an increasing cause for concern. It is up to the engineering chiefs from within the rail industry and supplier base to understand the problem and get things moving in the other direction. Come on Signal Engineers, you can do it.

The comments expressed are the writers own and do not necessarily reflect the opinions of the editor, management and staff of Rail Engineer.

Signalling is A'Changing CLIVE KESSELL


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of Alstom UK, said: This new workshop has been specially developed as a result of Alstoms experience and learning from the overhauls the company has carried out over 20 years and it is designed

to optimise mileage between overhauls and to increase fleet availability.

Managers from several train operators were at the launch, so the new facility could well be receiving an influx of work in the near future.

NEWS

Nominations for the Wing Award for Safety are now open. Any employee of a railway business or railway supplier is eligible for consideration for the award.

Nominations close on 20 March 2015. The award includes a certificate and 500 to be devoted to personal development. The winner will be an individual who has made an outstanding personal contribution to railway line-side track safety.

Judges are looking for individuals who have developed a novel idea for improving safety at the lineside or are long-term champions of improving track safety standards. Those who have made a significant contribution to the awareness of track safety in their business are equally eligible.

The Institution of Railway Signal Engineers administers the award, which will be made to the successful nominee at the Rail Safety Summit on 30 April and 1 May 2015 - organised by Rail Media. Nominations should be sent to Colin Porter at the IRSE and

should not exceed 250 words. The Wing Award for Safety

was introduced in 1994 to commemorate the life and work of the late Peter Wing, a Fellow of the IRSE and an employee of British Rail (BR). During his career he made a major contribution to the cause of lineside safety. Peter Wing, whose career in BR spanned 31 years, spent much of his working life dedicated to the safety of his colleagues. It was his care and concern that became the driving force behind the national campaign Dead Serious About Safety in 1992/3 . This had a major impact in reducing the numbers of lineside fatalities in subsequent years.

Know someone who deserves to win? Send your nomination to: [email protected] or write to: Colin at the the IRSE, 4th Floor, 1 Birdcage Walk, London, SW1H 9JJ.

Nominations for Wing Award

Alstom has inaugurated a new bogie overhaul facility in Manchester which is capable of overhauling up to 26 bogie sets every week.

Based within Alstoms traincare centre in Longsight, the 3,600 m facility started the overhaul of the Virgins Pendolino high-speed train fleet at the beginning of January of this year. A total of 1,148 bogies will be overhauled by March 2016.

The workshop is capable of overhauling bogies for other Alstom trains as well as those

manufactured by other companies. 63 new employees have been taken on to handle the workload.

During the overhaul, bogies are washed and stripped and the bare frames are checked and repainted. Wheelsets, gearboxes, drop links, yaw dampers and other associated components are overhauled or exchanged. The bogies are then reassembled and tested before

Rail Engineer March 20158

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NEWS

Transport returned to the political arena recently as both Prime Minister David Cameron and Chancellor of the Exchequer George Osborne visited Bombardiers factory in Derby.

As well as looking around the plant, David Cameron tried his hand at driving an S-Stock train destined for London Underground. The Chancellor joined him in the cab.

Later, the two visitors presented their long-term economic plan for the Midlands to invited guests.

What the Prime Minister and I want to secure is a great future for the Midlands a future as an engine for growth for the whole of the UK, the Chancellor announced.

We want to make the Midlands

an engine for growth by backing the core strengths of the local economy like engineering and manufacturing. That is what the long term economic plan we have set out for the Midlands today is all about. Bombardiers expansion is great news for the people of Derby and confirms their track record in growing and creating high skilled jobs in Britain.

It amounts to the biggest investment in transport infrastructure here in the Midlands

in modern history. This isnt a vague commitment. We are allocating specific sums to road and rail projects here in the Midlands.

One of the first decisions I took as Chancellor five years ago was to give the go-ahead to a 650 million re-development of Birmingham New Street station. It will be completed in September this year. The 570 million extension of Nottinghams tram network will also be completed this year, with 17.5km of new track and 28 new tram stops.

Now were electrifying the Midland main line from St Pancras to Sheffield, via Luton, Bedford, Kettering, Corby, Leicester, Derby,

Nottingham and Chesterfield. And thats all on top of the massive investment in HS2, bringing huge benefits to the Midlands by way of enhanced connectivity, capacity, regeneration and more jobs.

Im also committed to improving rail connections across the Midlands today I am asking Network Rail to look at the case for electrifying the main line between Bristol and Birmingham and Derby and Birmingham. So investment in major transport infrastructure is key to our plan for the Midlands.

Government plans for the Midlands

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so, the company selected 17 axle lines of conventional trailers, two prime movers and two bolsters each with 200 tonne capacity. The use of two bolsters reduces the turning circle so the beams can be transported through city streets.

One of the obvious challenges is working around the daily traffic and keeping the crew members and public safe, commented Van

Duc Trung, ALEs local operations manager. For the operation, we have to work at night when the traffic is not so heavy. There is also a traffic escort team for additional safety.

So far, around 40% of the beams have been delivered to site. The monorail project is forecasted to last 20 months, with expected completion by the end of 2015.

Bridge beams through HanoiMoving large beams for new and refurbished bridges around the country is nothing new, and Rail Engineer has reported on this a few times in the past.

However, an overhead monorail system is almost completely a bridge structure, and a new one is being built in Vietnams capital, Hanoi.

A total of 254 bridge girders, each weighing 230 tonnes and 32 metres long, are being

manufactured for the project at a special casting yard. The snag is, the plant is 13km from where the new Cat Linh - Ha Dong line is being built.

The company having to move these giant beams overland is heavy-lift specialist ALE. To do

NEWS Rail Engineer March 2015 11

the two state-owned companies was announced at the end of last year, a move that will create the worlds largest train builder.

Free entry to Railtex via online pre-registration also gives access to the busy programme of events taking place during the show. These include keynote speeches by leading figures helping to shape the industry, project updates, discussion forums and industry seminars hosted by Rail Engineer throughout the

exhibition. These events will be open to all visitors, free of charge.

And Railtex provides a great opportunity for meeting colleagues and renewing acquaintances, including the opening days Networking Reception and the second Railtex Awards dinner.

More details on everything taking place during this years show is available at www.railtex.co.uk, together with the latest list of exhibitors.

Bay Area Rapid Transit (BART) has received a US federal grant to develop a new lineside safety system which will be able to automatically stop trains from entering worksites.

The Global Rail News website (www.globalrailnews.com) reported that the Federal Transit Administration (FTA) has provided a $5 million to fund a two-year programme which will culminate with a demonstration of the new system.

Track workers will be equipped with a device which communicates with oncoming trains and the BART Operations Control Centre. If a worker doesnt respond to a warning from the device, any approaching trains will be automatically stopped from entering the site.

BART board president Tom Blalock said: We have high hopes for this project. Not only could it save lives here at BART, but we believe it can also protect track workers at any rail system nationwide once we have successfully demonstrated this technology.

Registration to visit Railtex now open

Advance registration to visit Railtex 2015 free of charge is now open via the show website www.railtex.co.uk. Pre-registering for this event, which takes place at the National Exhibition Centre in Birmingham from 12 to 14 May, avoids payment of a 20 entry fee on the door and gives much quicker access to the exhibition.

There will be plenty to interest visitors this year. Well over 300 firms will be ready to explain their latest developments and successes, with participants ranging from the industrys best-known names to more than 80 exhibitors taking part

in the event for the first time.Among the latest companies to

confirm a significant stand presence is China CNR Corporation, with its counterpart China CSR Corporation poised to join it for a combined presence. The planned merger of

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Golden Pandrol clip completes BordersContractor BAM Nuttall has completed track-laying on the Borders Railway project.

At 30 miles, the line is the longest new railway to be built in Britain for over 100 years.

Keith Brown, Scotlands cabinet secretary for infrastructure, and Hugh Wark, Network Rails project director, fixed the final 'golden' Pandrol fastclip into place recently at Tweedbank station.

Brown said: It is a huge honour to put the final piece of track in place and travel on the first train to run into the Borders in almost half a century. The reopening of this line offers a once-in-a-generation opportunity to deliver a major economic and social boost for the communities it will serve.

He added: This is the longest domestic railway to be built in Britain in over 100 years and is a fantastic engineering achievement for Scotland and for the rail industry.

The Borders Railway is set to open in September 2015.

With the track now installed, attention turns to ballast spreading, tamping, welding and the installation of signalling equipment.

Work will also continue at the seven new stations being constructed at Shawfair, Eskbank, Newtongrange, Gorebridge, Stow, Galashiels and Tweedbank.


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Capabilities include Design and construction of new earth embankments and cuttings. Installation of soil nails,

rock bolting, netting and dentition, anchored walls, gravity walls, piled walls, reinforced concrete walls, gabion installation, ready rock and many other specialist retaining wall systems.

Stabilisation and re-grading works to embankments and cuttings which may have been identi ed as at risk of failure, including rope access works. Installation of crest drains, cut-o drains and slope drainage to provide a controlled discharge of water, preventing the cause of many failures.

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Kevin has more than 20 years experience in the construction industry. His career, to date, has predominantly been in the building sector where he has held roles as site engineer, site manager, construction manager and, most recently, senior construction manager. He has worked on some complex, challenging projects such as Manchester town hall transformation project, Chester zoo Islands extension and MUFC quadrants extension.

Kevin has joined Stobart Rail as a project manager and will be overseeing the Widnes Combined Heat and Power plant biomass project and the Wood Drying Facility.

Kevin adds: I am really excited to be working for such a diverse business as Stobart Rail. I feel it will provide me with opportunities across a broad spectrum of disciplines, with energy, air, rail and property portfolios; the possibilities are great.

Ive settled in really quickly. The sta here have made the transition for me seamless and I already feel part of the team.

However, there is one project that, although it never seems to end or to merge into our psyche, still continues to amaze by nature of its complexity. It is, of course, Thameslink which started way back before privatisation.

This 6.5 billion project continues to challenge the skills and resilience of the most able railway engineers. Rail Engineer has followed this project for some time, the last article appearing last summer. A recent meeting with Chris Binns, Network Rails head of engineering for the project, revealed some fascinating developments since that last report.

The eyes of the worldChris started by outlining a recent conversation

with his team. In the past, the Thameslink scheme has been likened to open heart surgery, but the team didnt agree with this analogy because the patient is asleep when such surgery takes place. The consensus was that the work is more akin to rebuilding Wembley Stadium whilst there is a football match underway, watched by a capacity crowd. Given events over Christmas and the subsequent media reaction, it is an understandable comparison.

London Bridge station, used by more than one million passengers per week, is one of a number of key focal points of the project. Many of the passengers are able to benefit from the use of the newly constructed terminating platforms, Numbers 10 to 15, as the project moves to the next stage of one of the biggest station redevelopments that the capital has ever seen.

The space below the platforms will eventually provide the station with an expansive new concourse area that will extend across the width of the station with lifts and escalators serving all 15 platforms. Costain is the principal contractor for this work, and Chris explained that the completion of all six terminating platforms allows the development of the new concourse to start with the construction of the new ticket office on the south side of the station at street level.

Thameslink

COLLIN CARR

continuing to be complex and challenging!

To succeed, major railway projects must be thoroughly and painstakingly planned. Following a protracted bidding process, contracts are let which usually prompts an intense period of activity, often involving significant change to the infrastructure. When finished, the scheme usually tends to merge into our everyday railway psyche to become the norm, complying with our everyday expectations and standards.


Concourse demolition progressingThe newly-constructed terminal platforms also give the travelling public a

first glimpse of what the station will look like when finished. The concourse, however, will have to remain behind hoardings for some time before it can be appreciated by the travelling public. Demolition contractor Keltbray is now removing Platforms 9 and 8 and their supporting archways. A haulage road has to be maintained under the completed platforms until all the demolition is completed, limiting the amount of finishing work that can be carried out on the concourse area.

On the same path as Platforms 9 and 8, situated at the west end of the station, is the newly constructed Station Approach Viaduct, cast in-situ with precast beam decking. This structure, plus the additional 40-metre-long steel-decked West End Viaduct structure built by Costain, is designed to link the existing network with the new and unused 350 metre pathway which includes Borough Market viaduct. This pathway is designed to eventually carry an additional two dedicated Charing Cross tracks in 2018.

Thinking aheadThe West End Viaduct structure is supported on concrete piers founded

on piled foundations that were constructed underneath the Jubilee Line ticket hall when the line was extended in the 1990s. Chris explained that all they had to do was to drill through the existing piled columns and reinforce them to comply with current standards. No additional piling was necessary or disruption to the ticket office. It just emphasises the importance of forward planning and how necessary it is to ensure that the project succeeds.

Skanska has also carried out strengthening work on three bridges between Waterloo East and London Bridge during 2014, which involved closing Charing Cross station. The work included the removal of a bridge girder to accommodate new S&C and realigned track. On an adjacent bridge, longitudinal timber beams were removed and the deck reconstructed and waterproofed. This essential work was required to help comply with Route

Availability level 8 standards and to create a proposed track alignment required by the service requirement of 24 trains per hour between Blackfriars and St Pancras stations.

An even more intense period of work started on 20 December and continued for 16 days without a break, finishing on 5 January 2015. This was made possible by the suspension of the Southern and Thameslink services calling at the station. More than 1,000 engineers worked over 11,500 shifts, renewing track, signalling and power supplies. Chris was pleased to point out that no significant accidents were reported during this intense period of work. Details about the signalling installations and power supply are covered in a separate article in this edition of Rail Engineer.

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Not only was a high level of safety maintained throughout this Christmas period, but the project delivery team was also busy monitoring over 320 milestones, ensuring that all the key activities were completed within the time allocated. So, although there was serious disruption to trains when the station reopened, along with much adverse publicity, this was primarily due to operational problems - getting trains through the modified and very constrained stage layout. The engineering work carried out was, in fact, completed on time and in accordance with the project plan.

New track layoutBalfour Beatty Rail carried out the S&C and

plain line track renewal work. It installed 20 S&C units during the 16-day blockade and completed around 400 track welds. In addition, 45 new S&C units for the low level works units had previously been installed along with the renewal of more than 7,200 metres of plain line. The track design was standardised and installed using Kirow cranes and the tilting wagon system. The project had invested in an additional eight tilting wagons, boosting the national fleet by 33% in order to secure resources for this work and future key weekends.

From London Bridge station eastwards to Bricklayers Arms, close to Millwall football ground, the railway formation is supported on masonry arches, metallic and brick arch structures. In order to keep loadings within acceptable limits, rather than use the large Kirow 1200 (125 tonne capacity) rail cranes, Balfour Beatty Rail used much lighter Kirow 250 (25 tonne capacity) cranes working in tandem. To further reduce the loading, a new lightweight lifting beam was developed so that Kirow 250 cranes, lifting in tandem, now have the capacity to lift a concrete bearer FVS switch panel without using props, thus speeding up installation.

Creating space for the dive-underThe significance of much of this track

reconfiguration work is that it has cleared the way for the construction of the Bermondsey dive-under. Bricklayers Arms junction, near New Cross Gate, has been remodelled, severing the Up and Down Sussex Fast lines and the Down Sussex Slow, which means that Southerns trains to the London Bridge terminating platforms are temporarily constrained to use the three-track Bermondsey Spurs.

Also, de-construction work on Platforms 5 and 6 means that Southeasterns Charing Cross trains will no longer stop at London Bridge station.

This arrangement is planned to last for 20 months and will be followed by similar non-stopping arrangements for the Cannon Street services when Platforms 1 to 4 at London Bridge are demolished. The reward will be a four-track dive-under for Charing Cross trains that will be able to stop at London Bridge stations new platforms 6 to 9, and then travel over the Borough Market viaduct and on to Charing Cross.

Thameslink trains will enjoy two dedicated tracks that will go over the dive-under in the same direction toward London Bridge station and the new Platforms 4 and 5, but thats a while off yet.

Skanska is the principal contractor for the dive-under construction, which is a significant undertaking in itself. Already in 2014, using 500 and 250 tonne cranes, Skanska has lifted in tandem three large steel span sections onto four previously-constructed reinforced-concrete

piers. Then, 28 precast concrete L-shaped units were fixed onto the steel structures secured by 1000 shear studs that were welded on site.

This work took place alongside the brick arched viaducts carrying six main lines. It forms the start of a transitional structure that will eventually span from the existing brick viaduct to the Bermondsey dive-under. There are around 35 arches on each of the dive-under lines that must be demolished and track slewed before the dive-under can be constructed. The plan requires Skanska to commence demolition of the arches carrying the newly-severed Up and Down Sussex Fast Lines in June, with the dive-under box to be completed in 2017.

Further afield, fitting out work in the Canal Tunnels situated between Kings Cross and St Pancras has now been completed along with the necessary track connections into the respective main line routes. Final testing will take place in 2015 but the tunnels will not go live until 2018.

Siding work and gauge clearance work to Bridge 184 at Peterborough is complete to ensure that all will be ready to receive the new Class 700 Siemens trains that are currently travelling at 100 mph on test tracks in Germany.

Retaining expertiseThe longevity and complexity of this

Thameslink project demands a very high level of commitment and ability from all its engineers involved. There could be a concern that this highly-skilled and very-experienced engineering team may start to get restless and look for new challenges as those associated with the Thameslink project start to ease off. Chris Binns response was immediate he doesnt want to lose that talent and experience so work is already underway to look at where the Network Rail Thameslink team can best be re-deployed afterwards.

Meanwhile there is still plenty to keep them all occupied until 2018.


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0077 Edrich Rail Sector Ad.indd 1 17/02/2015 09:21

Resignalling London Bridge The sixteen-day blockade of the London Bridge south central lines and terminal platforms came to an end at 03:40 on Monday 5 January 2015 when the Three Bridges Rail Operating Centre (ROC) began signalling trains for the first time. Two new Siemens Westcad workstations were commissioned, taking over control of the whole of this route from London Bridge Area Signalling Centre (ASC).

The works were part of the ongoing Thameslink programme, due to be completed in 2018. This package of work included the commissioning of a Westlock signal interlocking, all new signalling as far as the country side of New Cross Gate station, and re-control of existing relay interlockings thence to Peckham Rye. In total there are 68 new point ends, 70 new signals and 192 new track circuits.

Civils and track work involved connecting up the new Platforms 10 and 11, closure of the old Platforms 8 and 9, installation of new scissors crossovers in the inner and outer throat, the complete relaying of Bricklayers Arms Junction, installation of four new gantries, three cantilever structures and refurbishment and alteration to nine gantries and four cantilevers. Electrification work included provision of point heating, conductor rails and alterations to power supplies and substations.

The main contractors for the scheme are Siemens Rail Automation for the new signalling, and Balfour Beatty Rail for track, electrification and civil engineering. Signalling fringe works and stagework alterations to the existing systems are being undertaken by Network Rails in-house design capability, Signalling Design Group at Croydon.

The 1970s resignallingA short history lesson will explain why such

drastic surgery is in progress at the Bridge. The layout for the 1970s resignalling was designed to segregate the flow of traffic into three distinct corridors.

Traffic serving Cannon Street was granted exclusive use of Platforms 1, 2 and 3, trains being sorted by destination/origin via crossovers at the country end between Spa Road and New Cross.

Coming from Charing Cross, the four lines converge into two at Metropolitan Junction before entering London Bridge station. In the Down direction, Platforms 4 and 5 are available whereas Up trains stopping at London Bridge are generally limited to using Platform 6. The reversible Platform 5 could be used for Up trains but, in so doing, they would block the path of Down trains.

There is a second line for Up trains but it has no platform. This Up passenger loop is something of an anomaly, created during the 1970s station rebuild. The space where Platform 7 should be is, by necessity, otherwise occupied by a retaining wall structure separating the through lines and low-level terminal platforms.

Charing Cross trains can be sorted using the crossovers on the eastern approaches but many trains take the main line towards Tonbridge.

Also connecting to the Charing Cross 2/4 line split at Metropolitan Junction is the single line reversible spur to Blackfriars. In the 1970/80s, this was not used for regular passenger traffic and thus of little concern from a traffic regulation point of view.

Lastly, the terminal platforms generally provide for stopping services heading to/from the Brighton main line, South London line and branches.

Opened in 1975, the state of the art London Bridge Area Signalling Centre (ASC) was a product from Westinghouse (now Siemens Rail Automation) that included innovative Train Operated Route Release (TORR), and closing-up signals to improve headway. Facing each other across the operating floor were the separate signaller control consoles, close to the vertical indication panels for the south eastern and south central routes constructed from Westinghouse M3 mosaic 80mm x 40mm tiles.

The south central panel controlled the routes from the terminal platforms to North Dulwich, on the Sutton and whole valley lines, and Anerley on the Brighton main line and has now been

DAVID BICKELL

Three Bridges ROC - London Bridge south central TRE signaller training work station.


switched off and superseded by the new Westcad workstations. The remaining and larger south eastern panel controls the routes from Charing Cross and Cannon Street out to the Kent suburbs as far as Woolwich Arsenal, Eltham, Mottingham on the routes to Dartford, fringing with the North Kent workstations at Ashford, then to Elmstead Woods on the main line interfacing with Ashford IECC, plus branch lines to Bromley North and Hayes.

The technology included Westpac MkIV geographical relay interlockings, time division multiplex TDM69 and frequency division multiplex for remote control. The Cannon Street and Hither Green interlockings have since been converted to Solid State Interlocking.

Much of the original South Eastern lines signalling infrastructure continues in service today and remains a showpiece. However this will be entirely resignalled or re-controlled by 2018.

Panel boxes were generally considered to have a life expectancy of 25 years but London Bridge has exceeded this by a large margin, providing exceptional value in relation to the original investment. Nevertheless, replacement is about due and this has conveniently coincided with the significant layout re-configuration necessary to accommodate the planned Thameslink throughput of 18 trains per hour through the station from 2018.

1980s - Thameslink arrivesThe 1970s signalling predated the

creation of Network South East (NSE) and the re-opening of the Snow Hill line for Thameslink services in 1988, running through the core from Kentish Town to Blackfriars and thence through London Bridge to gain the Brighton main line.

The concept of segregated routes was spoilt by virtue of this new regular flow of trains to and from Blackfriars having to proceed through the two-track bottleneck at Metropolitan Junction and share Platforms 4, 5 and 6 with Charing Cross trains.

Up Thameslink trains proceeding towards Blackfriars block all four Charing Cross lines. At the country end, Thameslink trains foul up other

services in the process of using crossovers to/from the Brighton main line. Since the inception of Thameslink, the capacity limitations through London Bridge have prevented these trains passing through at peak periods, necessitating diversion of Brighton services via Elephant & Castle, a slower alternative route.

Incidentally, further down the Brighton main line at Windmill Bridge Junction, north of East Croydon, Thameslink trains conflict on the flat with those serving Victoria. Options are currently under consideration by Network Rail as part of the Sussex Route Study. Thatll form a story for another time!

NSE recognised these shortcomings and planned the Thameslink 2000 project which would sort the problem.

London Bridge ASC showing platforms 5+6 (centre) and lines 3+4 (to right) greyed out in readiness for rebuilding the high level station.

London Bridge in-bearer clamp locks.


Alas rail privatisation, planning and funding issues have seriously delayed the scheme. The solution is a simple one - provide a segregated two-track route throughout between Blackfriars and Bermondsey for exclusive use of Thameslink trains, thereby removing the various conflicts. Implementation of this segment of the overall Thameslink programme has, however, involved significant multi-function, highly complex and costly engineering works consisting principally of a new two-track viaduct at Borough Market, a dive-under at Bermondsey, extensive track remodelling, total resignalling, and rebuilding the station to create three additional through platforms.

Enabling worksThe footbridge linking the high and low level

platforms carried signalling cables linking the ASC to track functions on the Down side of the line and to Cannon Street and Charing Cross. As this bridge was to be demolished as part of the rebuilding, a new cable route was created by drilling down underneath the ASC and utilising the space within the arches that support the railway track above, thereby regaining the existing cable routes on the down side. This also required the provision of a new 11kV substation within the arch to re-feed ASC.

The work of rebuilding the terminal (low level) platforms, which was concluded during the recent blockade, has been progressing since 2013. Initially, the three highest-numbered platforms were taken out of service for rebuilding, followed in turn by the other platforms, leaving six in service at any one time. This work has necessitated some alterations to the track layout in the throat.

The signal interlocking alterations were accomplished by modifying the existing geographical relay interlockings and also building a temporary rack consisting of a dozen or so

refurbished Westpac units, some of which were displaced from the initial platform closure works. The final configuration is of six terminal platforms (10-15), instead of the original nine, thereby creating space for additional through platforms.

The indication panels of the ASC are original, apart from complete replacement of the troublesome filament bulbs with maintenance-free LEDs, done about a decade ago, and replacement of the cathode ray tube train describer (TD) displays with LED equivalents. The original GEC-GS TD was replaced many years ago with a Vaughan system. As the latter is now also obsolete, and train descriptions are a vital information system for signallers and railway operations in general, the project team decided to de-risk this functionality by installing a new Siemens TD system at the outset of the current project.

Unlike the indication panels, signalling thousands of train movements over the years has taken its toll on the separate signallers consoles. Accordingly, a maintenance project to replace the faceplates, buttons and switches was undertaken by control panel specialist TEW Engineering Ltd of Nottingham over the last

few years. As TEW has been on site during the resignalling work, it made sense to incorporate the alterations to both indication panels and control desks as the stagework layout changes progressed.

A week after the big blockade shut Platforms 8 and 9, Platforms 5 and 6 were also taken out of use as the work of rebuilding the through platforms got under way, facilitating an increase from six to nine (1-9).

National Operating Strategy (NOS)As described in issue 120 (October 2014),

Network Rails NOS envisages that all signalling control will be achieved through twelve Rail Operating Centres. Control of the whole of the London Bridge ASC area will migrate to the Thameslink POD (a rectangular enclosure of ten desks) at Three Bridges ROC. The former south central ASC area transferred there on 5 January and consists of two identical workstations with two signallers working to an agreed protocol, replicating the entrance-exit route setting and point movement functionality of the ASC, albeit with keyboard and mouse replacing buttons and switches.

London Bridge nal layout (2018) showing segregated trac ow

Southeastern

BoroughViaduct

London BridgeStation reconstructed

To East Croydon/ Brighton

South central resignalled 05/01/15

Thameslink

BermonseyDive-under

London Bridge final layout (2018) showing segregated traffic flow.

Westcad workstation cubicle with ETCS.


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Automatic Route Setting (ARS) was removed from the scope to avoid rework when the full Traffic Management (TM) requirements become available. TM introduces the train graph interface and it is likely that drop-down menus will be the norm for route and point setting. Within TM, automatic route setting is performed by Immediate Route Setting (IRS) rather than ARS.

It may seem strange that what is ostensibly part of the Kent route should be installed in the Sussex ROC. However, the strategic importance of the Thameslink spine, including the Brighton main line, favours control from a single ROC.

Although the newly segregated routes through London Bridge are reflected in the configuration of signallers workstations, there are several crossovers that will allow trains to cross from one domain to the other in the event of engineering works or disruption. Setting routes between, say, the Charing Cross and Thameslink corridors will require an initiation and acceptance process by the respective signallers who, sitting within the same POD, will be able to swing around in their chairs and discuss issues face-to-face.

The Thameslink core workstations within Victoria and West Hampstead signal boxes are scheduled to migrate into the POD this month. Similarly, the London Bridge ASC south-eastern area is due to be resignalled or recontrolled and handed over to the POD by 2018. In due course Three Bridges ROC will also take over control of the routes currently signalled by the existing Three Bridges and Victoria ASCs.

A training suite is provided at Three Bridges for signallers using the TREsim control and operations simulation software for Westcad supplied by TRE of Wiltshire, a Hitachi Group Company. TREsim was also used earlier in the project by Network Rail to demonstrate the 2018 segregated traffic flows to key stakeholders.

New signalling kitThe workstations are of the Siemens

Controlguide Westcad PC-based control and display system. Totally-independent and diversely-routed duplicated fibre optic Data Comms Networks, DCN(A) and DCN(B), utilise the Fixed Telecom Network (FTN) and, using Cadlock protocol, link the Westcad at the ROC with the Westlock interlockings located at the London Bridge equipment room built within the arches.

DCN is the forerunner for IP-based systems. The flexibility of the data communications facilitates re-scaling or relocation of workstations in the event of a major issue. Of course, the level of security provision of ROCs and the new equipment rooms is commensurate with the business criticality.

The first of five Siemens Trackguard Westlock interlockings was commissioned on 5 January, covering the south central area. The principle

of segregated routes also applies to the signal interlockings. Still to be commissioned are Cannon Street, Thameslink, Charing Cross and Hither Green. Westlock has a much greater capacity than SSI, hence only one Westlock is required to replace the four SSIs at Hither Green. This also obviates the tricky design issues associated with SSI boundaries.

The new south-central Westlock communicates with Track Function Modules (TFMs) conventionally using two base-band data links and three with Long Distance Terminals (LDTs). The five data links are separately interfaced with Westlock via a Trackside Interface (TIF) which acts as a protocol converter between the Westlock network communications and SSI data links. However, it is envisaged that a Siemens object controller system will deploy zone controllers instead of TFMs, with IP addressing used for communication rather than SSI data link protocol.

Existing remote relay interlockings at Forest Hill, Old Kent Road and Peckham Rye have been re-controlled to the ROC using Siemens Westronic 1024 via a Westcad Signalling Interface (SIF). The existing FDM system in the recontrolled areas was also replaced by new Westplex systems.

Bombardier EBITrack 400 track circuits are used for train detection with Cembre rail terminations. EBITrack 400 is the next generation digital version of the TI21 family for use in DC or AC electrified areas. Axle counters were not considered suitable for use in a layout with many short sections, reversible working and a variety of train length configurations, not to mention performance issues associated with reset procedures.

Unipart Dorman integrated lightweight signals (iLS) are used. They have a three-degree narrow beam well suited to the multiple parallel tracks on the approaches to London Bridge where SPADs have occurred

in the past through misreading or reading-through. In-bearer clamp-lock point operating mechanisms are used. Signalling power supplies are 650V DC dual-end-fed with auto reconfiguration, Class II.

In addition to the London Bridge equipment room, 34 relocatable equipment buildings (REB) will house much of the lineside equipment for the complete scheme, 10 of which were commissioned over Christmas. Due to the limited space, clearances and access issues on the Victorian viaducts upon which the trains run, the REBs are mostly contained within the arches. This provides a much better environment for faulting and maintenance staff, limiting exposure to both the running lines and the elements.

As well as 11 new signal gantries, for which planning consents have had to be obtained, some existing gantries have been re-used, where appropriate, for the scheme and re-furbished with improved access for staff.

The project, in conjunction with Cemex, has developed the innovative EG53 and GV54 cable management sleepers which have now become a national favourite, enabling both DC traction and signalling cables to cross the track without cluttering up the ballast cribs and removing the risk of tampers damaging cables.

Welcome back ThameslinkCome 2018, the principal of segregated traffic

flows of the 1970s resignalling will be restored. Thameslink, once perceived as an unwelcome interloper disrupting the flow of traffic through the station area, will be providing a new high-quality and capacity service fit for the twenty-first century.

Thanks to Network Rails Simon Pears, Andy Hatton, Gary Murphy and Roy Bell for their help in the preparation of this article.

Stagework Westpac MKIV 'GO-I' signal unit.


PROGRESS RAIL UK SUPPORTS NATIONAL APPRENTICESHIP WEEK9 TO 13 MARCH 2015

National Apprenticeship Week (#NAW) is co-ordinated by the National Apprenticeship Service and is designed to celebrate apprenticeships and the positive impact they have on individuals, businesses and the wider economy.

Here at Progress Rail UK we are proud to support apprenticeships. Recognising the skills gap and working hard to close it is essential for this industry to thrive and continue to develop.

FOR FURTHER INFORMATION CONTACT GEORGE LAW, HEAD OF HR:

TEL +44 (0) 1159 218 218 EMAIL [email protected] WEB www.progressrail.com

I am responsible for the continuous running of equipment and machinery and ultimately keeping the company efficient. My apprenticeship offered all the things I wanted being active and participating in practical activities was important for me. The best thing about being an apprentice was having an income whilst still learning. It is a great opportunity for anyone that wants to start employment and work their way up the ladder.

Tom Lowton Maintenance Engineer

There is a big skills gap in the rail industry and training apprentices helps to fill that void. Our apprentices have grown up in a generation well versed in IT and modern communications, which means they are able to pass on their knowledge to the other members of the team. The apprentices have helped lead the way in adopting changes and making continuous improvements to our working practices.

Rob Boultby Maintenance Group Manager

Electric multiple unit number 379 013 looks perfectly normal. It may be a tad cleaner than a few around the network and the interior is suspiciously immaculate. It may have a few more yellow-jacketed folk crawling over it on occasions. But otherwise, theres nothing to differentiate it from any other of this rather handsome Electrostar class made by Bombardier.

The lights are bright. The doors open and close. In the brisk East Anglian air of mid-winter it is comfortingly warm inside with the gentle click of heaters and the background hum and hiss of air conditioning. It can be seen trundling up and down between Harwich and Manningtree as a perfectly normal train on a normal passenger train service. (And thats Harwich as in Harwich for the Continent proclaimed by the famous LNER holiday posters leaving Frinton for the incontinent.)

To the fare-paying passenger there really isnt anything out of the ordinary. It starts and stops normally. It makes EMU-type noises. It trundles effortlessly along at 60mph. Their journeys are uneventful.

But, having expended over a hundred words extolling its normality in an article which is meant to address railway engineering, there must be something odd about this train.

Added IPThe only clue that there is something unusual

going on is the position of the pantograph. As the train goes on its daily routine, the pantograph is... down.

Its an EMU, running under the wires and yet it is not connected to the overhead power supply and theres no third rail either!

There is another clue though and it doesnt take a rocket scientist to work out what it means. Emblazoned on the sides of the unit are the words, batteries included. What else do you need? Perhaps we should have started there.

Yes, this is an EMU with added IP. Its an IPEMU Independently Powered EMU. And the independent power comes from eight tonnes

of batteries positioned under the frame of the motor car. Unit 013 has been quietly running in passenger service since 12 January this year as part of proving trials to validate the whole principle of independent power using battery technology. So far it has proved itself to be eminently... ordinary.

Passenger expectationsThe idea of sticking batteries in a train

isnt exactly new. London Underground uses battery locomotives. Battery trains were used in ammunition dumps to avoid the possibility of sparks. But none of the applications so far have addressed that minor issue of passenger comfort and passenger expectations in the twenty-first century. The punters want to be warm (or cool), they want good lighting, doors that open, toilets that flush, air-conditioning that works and they couldnt care less what powers it all. The draw on power in a modern train is considerable and a class 379 EMU is one of the heavier users of power hence its selection for the trial.

Well come on to the actual engineering in a moment, but its worth looking at why this train exists at all. Why bother? Whats the point?

Well, there is little point if all the train can do is sit in a station and spin its air-conditioning fans. It needs to do considerably more. The aim of the current exercise is to have a unit capable of sustaining all the hotel loads and to do a round trip of at least 30km without running out of puff.

With that sort of performance being a reality, a number of intriguing scenarios start to play out. Non-electrified branch lines linked to an electrified main line can benefit from electric stock and even from through services. Sections of non-electrified railway that link electrified lines can become part of new through services. Depots no longer need to be wired.

Unit maintenance can be carried out without the need for isolations or special overhead precautions. Routes which are prohibitively expensive to electrify because of infrastructure constraints can be partially electrified with the dead sections no longer an obstacle to electric trains.

Batteries includedGRAHAME TAYLOR


Risks and gains mismatchIn the past, perhaps the easy solution and indeed the only solution

bearing in mind previous battery capabilities was to build, run, maintain and fuel diesel units. But about 66% of diesel units are more than 20 years old which means that there is a bow wave effect for replacement. What to do? Build more diesel units? Or perhaps keep building electric units which have the capability of being modified to take an independent power source?

This whole exercise is not about a special build of special units. The exercise on the Harwich branch has involved an ordinary EMU - so ordinary that hardly a new hole has been drilled in it. As well see in a moment, this has been more about hole drilling not being permitted in someone elses train rather than a desire not to drill. Its been a good discipline though.

The current structure of the railways is not sympathetic to the development of an independently-powered train. After all, looking at who gains and who takes the risks reveals a complicated and awkward mismatch. The company that might gain from a new passenger flow will have a finite franchise length. The maker of batteries will need to spend a great deal on development work. A rolling stock manufacturer needs a firm contract. The testing of trains to full approval involves a huge number of interfaces.

Who is likely to take up the challenge and take the risks in the off-chance that the idea is practical? After all, this isnt part of a normal gentle evolutionary process often found in the development of a product. This is a step change certainly for the railway industry.

Cross-industry collaborationThe whole exercise has been an example of macro cross-industry

collaboration with rolling stock ownership, maintenance and operation all lying with separate companies.

Its been where Future Rail, in a collaboration between Network Rail and RSSB, has been able to deliver the project by supporting the whole industry - both the supply chain and those that operate the trains on a daily basis.

As David Clarke, director of innovation at the RSSB, puts it: Research is relatively inexpensive, but the costs involved at the next stage of piloting and demonstration can be vast. And this is true in any industry. What we are about is de-risking innovation through demonstration.

The trial running of the IPEMU in passenger service has been the culmination of a complex process coordinated by the project team which has representatives from Network Rail, RSSB, DfT, Bombardier, Valence, Abellio Greater Anglia and Future Rail.

After some initial work on the concept, vehicle performance simulations were commissioned along with battery performance design and testing in parallel with detailed stock conversion design. A Class 379 was selected as it was only four years old and already had dual-voltage capability. Network Rail let a contract to Bombardier for this part of the work along with the physical conversion which was followed by performance testing at Bombardiers test track in Derby and then at Old Dalby.

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Existing timetablingThe limitations have been formidable. The

remit is to produce a train capable of delivering a passenger service to an existing timetable. This means that the range needs to be at least 50km (30 miles) travelling at speeds generally between 60mph and 100mph. The acceleration should emulate that of an existing DMU something like 0.5m/s so that it can keep up with existing timetabling.

Incidentally, the acceleration of the Harwich EMU was certainly respectable although obviously fairly restrained for an EMU. The expectation from an EMU seems to be much greater than for a DMU. Diesel acceleration is accompanied with a great deal of noise and general fuss. Take away the noise, and diesel acceleration isnt quite as impressive.

The duty cycle is pretty demanding too. 30km on batteries followed by 50km on OLE.

The achievements so far? James Ambrose, principal engineer working for Network Rail and the guy project managing the whole exercise, is upbeat: The range has been 77km (48 miles). Speeds have been as-planned, as have all the other parameters, with the battery life still on-track to deliver five years which ties in with the normal EMU heavy maintenance overhaul schedule.

How many batteries?Counter-intuitively, the batteries are not

large. The basic building block is a 3.2V lithium ferrous phosphate cell manufactured by Valence. Each one is about 3 long. There are 12 cells connected in series to make a row. 33 rows are then connected in parallel to give a 38.4V battery. 20 batteries are connected in series in a pod to give 768V. Two pods are connected in parallel to make a 768V module and finally, three modules are connected in parallel in a 768V battery raft. Two of these rafts are slotted neatly under the frame of the motor coach in a space formerly occupied by auxiliary batteries, giving about 450 kW.hrs of capacity. Do the maths. There are an awful lot of batteries!

Why are the basic batteries so small? Its all to do with heat dispersal. Too big a battery would lead to more heat being generated and the need to engineer a way of getting rid of it. This has weight and space implications neither being available in the limited envelope of the train.

Free your mind...Despite the doubts and doubters, despite

the industry structure, it has been proved that independent power using batteries is a practical proposition. In March of this year the updated Route Utilisation Strategy will be published. It will acknowledge that IPEMUS could be used on some parts of the network, so avoiding costly electrification schemes and promoting new patterns of passenger services.

Free your mind of previous restraints. Branch lines might need just 100 metres of electrification at the buffer stop ends to recharge batteries. Electrify just the heavy gradients. Through electric trains between Manchester and Cardiff not impossible. Retain a core electrification unit that drip-feeds schemes piecemeal across the network instead of having peaks of expenditure followed by famine. The prospects are intriguing and, despite its seeming normality, the IPEMU is just the start...

379 013 in passenger service. Note that the pantograph is down.


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And thenthere were 4

GRAEME BICKERDIKE


PHOTOS: FOUR BY THREE

If youd stood in the doorway of Lower Mainwood Farm at Ringway a century ago, the view ahead would have been green and agricultural. Try the same today - not that Id recommend it - and youd probably be wiped out by a Boeing 747. Wrecking balls have long since razed the farm as part of the development of Manchester Airport, its history now buried beneath the north runways tarmac. From modest beginnings in the Thirties, the airport now handles more than 22 million people and 170,000 aircraft movements annually, an expansion which has elevated it to become the third busiest in the UK.

(Main picture) Looking towards the new turnout for the Platform 4

which diverges to the right.

(Inset top) The view across to Platform 4 with the Metrolink

station beyond.


Opened in May 1993, the airports railway station acts as a key gateway with around 15% of passengers arriving or departing from there. Not surprisingly, the site it occupies is tight - hemmed in by hotels on three sides - and overflying the middle of it is a bridge carrying the dual carriageway that serves the terminal buildings. Called Outwood Lane, this follows the same alignment as it did when Lower Mainwood Farm was still a going concern.

The station was originally built with two platforms, each able to accommodate two four-car units either side of an island. However, service reliability relied on trains arriving in the right order, a reality which brought knock-on effects at Manchester Piccadilly where scarce platform capacity was often absorbed by trains waiting for paths. The installation of a third platform in 2008 largely resolved this, offering much greater operational flexibility.

May 2009 saw plans announced for a Metrolink route to the airport as part of its Phase 3 expansion project, connecting to the existing network at St Werburghs Road. Then, in July 2012, the government announced its support for a fourth mainline platform, creating capacity for more Manchester Airport services via the new Ordsall Chord. This forms part of the Northern Hub scheme, bringing more than 1 billion of investment to the Norths rail network. There has also been mooted the provision of a through route, extending the railway westwards - under the airport - to join the Northwich line, but lets not go there right now.

In partnershipWith the intention of trams and trains sharing

the same station, it soon became clear that much would be gained by bringing forward the fourth platforms proposed 2018 completion date, combining the works with those for Metrolink and thus taking fullest advantage of the access opportunities established. Train operators also favoured this approach as it would further enhance the benefits arising from the North West electrification programme. M-Pact Thales acted as designer and principal contractor, its client being Transport for Greater Manchester but with Network Rail using the same contracting mechanism to fulfil its requirements.

The chosen design option - driven by physical and operational constraints - involved constructing the three tracks and platforms along the north side of the existing station on land previously occupied by an embankment up to ground level, the railway sitting in a six-metre deep cutting. Immediately beyond this is an airport building, known as No.4, and the Hilton Hotel which served as limits for the potential development footprint.

From Network Rails perspective, this package of work effectively formed Phase 1 and was undertaken during the spring of 2014. Delivered was most of the construction activity for

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HILTON HOTEL

BEWLEYS

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CROWNE PLAZA

CAR PARK

CAR PARK

OUTWOOD LANEBRIDGE

NEW PLATFORM 4

NEW CROSSOVER

METROLINK LINE

CARPARK

STATIONBUILDING

CAR PARK

WOODHOUSE LANEBRIDGE

CAR PARKACCESS BRIDGE

BUILDING NO.4

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(Above) Installation work on the overhead line.(Right) Progress is made with the new track.

PHOTOS: NETWORK RAIL


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the new platform was delivered (the need to relocate several location cabinets prevented its completion) as well as the associated rebuilding of Outwood Lane bridge to include a new portal for the Metrolink line whilst extending the existing Platform 3 span to accommodate the fourth platform. This involved the lifting-in of 28 reinforced concrete beams and 11 parapet units whilst 118 wagon-loads of arisings were despatched for recycling. A temporary services bridge also had to be assembled.

The need for a 17-day road closure proved a challenge for all concerned due to its impact on airport access off the motorway network. Possession also had to be taken of Platform 3, with 30-hour blockades needed at the top and tail to dewire and then restore the platforms overhead line. Despite these complexities, 5,000 trains continued to serve the station using the remaining two platforms and the work was successfully concluded ten hours early.

All together nowPhase 2 has involved fulfilment of the track,

signalling, overhead line and remaining platform works, together with installation of the customer information system (CIS) and CCTV. Again, the access strategy was subject to discussions with the airport and train operators, the preferred approach being a one-hit winter blockade - a

time of year that would cause the least possible disruption to the travelling public. The station was closed from 17 January to 9 February 2015, with Platform 3 further out of service for the previous week.

Although AmeySersa - delivering the track works - was appointed principal contractor, the project actually adopted an alliance-style hub-and-spoke arrangement with the various firms engaged through Network Rail: Buckingham Group for civils, Siemens for signalling, OCR (Network Rails in-house team) for the overheads and Manchester Airport for the CIS/CCTV.

With nothing available close by, the team secured land a mile east of the station through Manchester Airport Group, establishing a compound there in October 2014. This offered sufficient space for offices and materials storage, but would demand a very disciplined approach to workforce management and the provision of minibus shuttles to get them to and from site.

Over the weeks that followed, surveys were undertaken to validate the designs (Parsons Brinckerhoff for track, Mott MacDonald for OLE) as well as regular whiteboard meetings to ensure the robustness of plans for the blockade, with appropriate contingencies. Where possible, progress was made with the installation of concrete bases for the new overhead line steelwork. This took place at Christmas and during the airport branchs limited Rules of the Route access periods which afford five-hour possessions for four consecutive nights every six weeks.

Hit the ground runningThe closure of Platform 3 on Sunday 11 January

allowed the team to start work on the careful demolition of a low 300-metre long retaining wall just outside the ballast shoulder, as well as carrying out a deep dig between it and the new fourth platform to make way for the track.

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Possession of the remaining station and the branch back to Heald Green North/South junctions was taken over the following weekend, allowing the rest of the wall and the concrete bases for the old OLE steelwork to be removed. Combined with a 30-hour isolation of the Metrolink route, the opportunity was created to crane in a couple of dozen overhead line structures from car parks adjacent to the railway - a contrast to the conventional installation method using roadrailers. This allowed an early start to the process of changing over the wires and then taking out the redundant steelwork whilst keeping the wires in the air.

Also lifted in was a cantilevered signal gantry from the Hilton Hotel car park to the end of platforms 3/4. On the face of it, this appears hugely over-engineered for its purpose, but it allows testing and maintenance of the signal heads to take place without the need for an OLE isolation.

Time of the essenceComplicating the track work planning was the

routes curvature, the presence of an overbridge 170 yards off the platform end and the ability to approach the site from one direction only.

Getting the timings right for arrival, departure and movement of the 14 engineering trains therefore demanded a sharp focus.

The track and drainage work proceeded eastwards from the new bufferstop, with the panels mostly brought in by tilting wagons to increase productivity before installation was carried out by a pair of Kirow cranes. In terms of layout, the Platform 4 line joins the existing Down Airport via a single turnout just before the overbridge, beyond which is an existing trailing crossover. To provide a route from the Up Airport into Platform 4, new S&C has been established on the curve approaching Woodhouse Lane overbridge. Whilst this created engineering and design issues, the proximity of booster overlap zones for the overhead line made this the optimum location.

In parallel with the track activity, Siemens staff were running in cables for the signalling and telecoms equipment. To meet current standards, two RA and OFF indicators have been provided on each of the platforms; previously there was only one. The routes conventional signal heads have also been replaced with LED units from Unipart Dorman. The scheme has involved a data change to the routes SSI (Solid State Interlocking)

signalling but the most complex aspect has been the associated works in Piccadilly Power Box where wiring into the existing system, given its size, proved quite challenging.

Registering the overhead line to the new track alignment occupied much of the blockades final week. The wires were installed under tension using Network Rails wiring train, the longest run being around 1,500 metres. Again, this approach was adopted in an effort to minimise the amount of disruptive access needed.

The final weekend saw the whole system brought back into use through testing and commissioning; handback came on the morning of Monday 9 February. Platform 4s first passengers will arrive in May as part of the new Spring timetable.

Different worldsProject by project, the upgrades being made

to provide a better railway across the north of England are being completed, insists Network Rails Area Director Ian Joslin. The new fourth platform at Manchester Airport station is the latest example and will contribute to an improved rail service to the airport.

And it will need that improved service as work on the 800 million Airport City property development gathers pace over the next 15 years, during which time the intention is to offer new office space, hotels, advanced manufacturing, logistics and warehouse facilities on a site north of the station. The promotional blurb describes it as a vibrant economic hub, much as Lower Mainwood Farm was a century before.

(Above) Work continues on extending the new platform to its final length.(Left) New ballast is laid for the Platform 4 tr

Rail Engineer - Issue 125 - March 2015

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Transcript of Rail Engineer - Issue 125 - March 2015