Indian Railways identifies $14.79 billion rail projects

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Indian Railways has identified $14.79 billion worth of projects it hopes to develop through public private partnership (PPP).

The company is aiming to begin work on the improvements, which include a high-speed corridor between Mumbai and Ahmedabad, and an elevated rail corridor between Churchgate and Virar, in the 12th five-year plan period between 2012-2017.

K. H. Muniyapp, Minister of State for Railways, said: “Elevated rail corridor, high-speed rail corridors, redevelopment of stations, logistics parks, private freight terminals, port connectivity, dedicated freight corridor, others are some of the projects that have potential of attracting private investment, which have been identified under PPP.”

Indian Railways is planning to develop High Speed Corridor (Mumbai to Ahmedabad), which requires an investment of $3.6 billion, a $3.6 billion elevated rail corridor (from Churchgate to Virar) and dedicated freight corridors (Sonnagar to Dankuni), which will need an investment of $1.80 billion.

Other projects include a $1.8 billion redevelopment of stations, logistics parks costing $540.34 million, private freight terminal and other freight schemes which will require $507.07  million, port connectivity projects costing another $900.65 million, loco and coach manufacturing units, which will be developed with an investment of $540.34 million and energy projects totalling $1.08 billion.

Passenger service returns to heritage line after 40-year absence

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A regular passenger service is to return between Norden and Motala, in Dorset, for the first time in 40 years as part of the Swanage Railway Grand Steam Gala.

Bagnall-manufactured saddle tanks ‘Judy’ and ‘Alfred’ – which date back to 1936 and 1953 respectively – will be topping and tailing a special shuttle train service on a rarely used line between Norden Park & Ride and Motala near Furzebrook, which is the boundary with the Network Rail and the national railway system.

Swanage Railway Company chairman Peter Sills said: “The shuttle trains will be historic because it will be the first time that regular timetabled passenger trains have operated between Norden and Motala since Saturday, January 1, 1972.

“That was the day that the last British Rail trains controversially ran between Wareham, Corfe Castle and Swanage before the line was officially closed on Monday, January 3, 1972, and lifted for scrap during that summer.”

Judy and Alfred will be joined by a steam locomotive inspired by the man who designed the Ivatt tanks which hauled trains between Wareham, Corfe Castle and Swanage for British Railways between 1964 and 1966.

Ex-British Railways Class ‘2’ Standard 2-6-0 wheel arrangement tender locomotive No. 78019 will replace steam locomotive ‘Duke of Gloucester’ which is unable to appear because of a mechanical problem.

The three-day Grand Steam Gala will kick off on the relaid Purbeck Line on Friday, September 7.

Royal Albert Revisited

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Linking Devon with Cornwall across the river Tamar, the single track Royal Albert Bridge is of strategic importance, being the only remaining mainline rail link into Cornwall. If it were to be out of action, then the Royal Duchy rail network would be cut off from the rest of the UK.

The bridge opened in 1859, the last great civil engineering project of Isambard Kingdom Brunel, and was constructed mainly of wrought iron. Modifications and strengthening was carried out by the GWR in the 1930s, primarily to replace or enhance the cross girders upon which the track is positioned using steel components. These had rendered some of the original Brunel girders redundant but they were kept in place to improve the rigidity of the structure.

Surveys had shown that, while the bridge was in generally good condition, some corrosion was present. A major refurbishment was scheduled, as reported last year by the rail engineer (issue 82, August 2011). This covers the central spans of the structure, including the removal of certain lower diagonals which were installed in the early seventies. One year on, it was time to visit the bridge again and see how work was progressing.

Preparation and access

Various consultations had to be carried out before work could start. This was not only with English Heritage (the bridge is a Grade 1 listed structure) but also with the local communities since noise and potential damage from falling debris were perceived as real risks. With everyone onside, Network Rail and its principal contractor, Taziker Industrial (TI), could move forward with confidence.

Despite preconceptions, the bridge had been built to a restricted budget and the original plan for a double track railway had to be dropped on grounds of cost. The resultant single track bridge is therefore quite narrow which makes it more susceptible to side wind movement. Great care was needed to design an access system that did not worsen wind loading. The two main centre sections are linked to each shore by a number of approach spans, the ones on the Cornish side being on a sharp curve. The access system has thus to include these spans, much of which is over land rather than water.

An underslung scaffold system is employed with the downward poles being fixed either side of the track level platform and with a walkway constructed between these poles. Conventional scaffolding is used on the approach spans and around the three central towers but under the two main central bowstring spans, a lightweight scaffold system is employed. This HAKI Lite system is manufactured in Sweden from a steel alloy and is 30% lighter than conventional tube and fitting systems. It is designed to slot together without the need for conventional clamps. Modular components of varying sizes allow the scaffold to be made to fit the structure, including complete staircases which are built up around the central towers to access the very top of the main tubes, keeping the weight to a minimum.

Measurement of likely wind speeds indicated that a maximum of 700 square metres of scaffold cap could be allowed on each of the two central spans. Conventional heat shrink capping is used around the central towers but, in mid span, the HAKI system includes a series of vertical runners into which a “curtain” of durable fabric is rolled up or down so as to complete the encapsulation. If the wind speed exceeds 70mph, then work stops and the curtain is rolled up so as to decrease the side wind pressure. So far these conditions have not occurred but regular checks with the weather forecasting offices are made so as to be prepared. A safety boat is always on duty in the Tamar below should anyone fall into the river

Once the work area is completely encapsulated, that section of the bridge is fully blast cleaned to remove all the existing coatings and expose the original surface. This needs compressed air and electricity. Two large compressors (one on each shore side compound) have been provided with pipes running alongside the scaffold walkway. A 415V 3-phase electricity supply is run out on to the bridge with transformer units provided by each central tower from which machinery can be powered.

The upgrade work

Whilst the work has been well planned, the extent of the repairs needed cannot be fully established until all the dirt and paint from past decades has been removed. Grit blasting is used to achieve this, itself a noisy and messy process. When blasting is taking place, additional screening is erected in the specific area so as to fully encapsulate and contain both the debris being removed and the spent grit. An industrial vacuum system sucks out all of this so that a clean work area results.

Once the base metal is revealed, the necessary remedial work can then be planned. Firstly a primer coat of paint is sprayed on to the exposed surface so as to prevent any further corrosion in the salt air. The H section cross girders will typically have part of the web and flanges corroded away and to repair this damage, the web will be ‘sandwiched’ between two new steel sections bolted together. This new steel will itself have been grit blasted and primed at the main depot site to ensure a surface free from imperfections.

Several of these steel “sandwich” platings have already been installed and more will be needed as the work progresses. Each one has to be made to order so as to fit the exact repair shape needed. The new steelwork is being supplied by Cutlass Engineering with preparation and installation being carried out by Taziker Industrial. An excellent relationship is in place between TI and Cutlass Engineering.

With the repair completed, the whole section will be sprayed – firstly with a base coat of epoxy glass-flake paint to give long life protection, and then a top coat of acrylic based paint to provide the required grey colour and to protect against sunlight degradation. This is designed to have a service life of 25 years.

Moving upwards to the two central bowstring spans, these were originally constructed of 10’ x 2’ wrought iron plates, slightly curved to take up the shape of the bow, and then overlapped and riveted to adjacent plates so as to form the complete arch. Inspection inside the 10 foot diameter tubes show them to be in generally good condition. Where corrosion has taken place on the external surface, then the area will be cut out and new plating installed by bolting through to the inner surface. The same protective paint coatings are applied.

Lastly, there are the chain suspensions that provide the intermediate support to the track level deck. This 14-section link structure is generally in good condition but cleaning and painting between the links is something of a challenge. Manual methods are the only effective solution and painting is done by something akin to a thin roller for getting behind radiators in the home. Where the flexible pins that allow movement in the chain are corroded, new ones are being manufactured and installed.

It was expected that the worst corrosion would have taken place on the seaward side of the bridge as this takes the full force of the prevailing wind, rain and spray. The reverse has proved to be true, the reason being that the leeside tends to retain any dampness without the effect of a drying wind.

Phases and completion

To ensure compliance with the wind loading and noise restrictions, the work is being carried out in five main phases, four of these having four stages and the last one having two stages. This enables work to take place at a number of locations simultaneously. As the blasting, priming, repair and painting work is completed so the scaffolded sections are moved along to the next phase. For the casual visitor, this enables the before, during and after work to be seen at the same time.

Most work does not affect train movements, but remedial activity does impact on the track deck from time to time. It is possible to get short one hour possessions between trains during the day and a phone link with Plymouth Power Box enables these to be planned and implemented at relatively short notice. Longer possession requirements mean work having to be done at night but care is taken to minimise these so as not to disturb the local residents.

Completion is expected to be in November 2013. The overall budget is £11.5 million of which £1.5 million is for the purchase and erection of the scaffolding. Around 50 people are working on the bridge at any one time, these mainly being TI employees, many of which have been recruited locally. TI have just won the Network Rail Star Award for Site Environment and Safety, the first such winner in the Western Territory, and a suitable accolade for the innovative processes that are being used.

Thanks to Peter Cook, TI site manager and John Womack of Network Rail for their help in preparing this article.

 

10 years of rail welding

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So, it’s happy Birthday to the IoRW – the Institute of Rail Welding – which was formed ten years ago.

This auspicious event was marked by a technical seminar at the rather grand headquarters of The Welding Institute (TWI) on the outskirts of Cambridge. Granta Park at Great Abington was probably the best place to be on 28 June because the rest of Cambridge was effectively shut for graduation day and thus heaving with students and parents.

Ten years ago it was the vision of one man – Simon Hardy, then with Railtrack – who realised that track welding needed an organisational focus and needed to be aligned with the rest of the welding fraternity. Up until then it was in the shadows, fusing together large pieces of metal through a variety of unorthodox processes. Tim Jessop, Executive Officer, IoRW and Associate Director of TWI, started the day’s proceedings by leading the conference through the early days and by outlining the IoRW’s principle achievements which have been:

• Providing regular information to members regarding rail welding, including technical seminars, business briefings, a newsletter “Welding Lines”, and a website (www.iorw.org);

• Promoting the advancement of the technology of rail welding

• Promoting professionalism, competent control and best practice management of rail welding operations at all levels

• Encouraging training and qualification and continuing professional development at all levels.

The Innotrack project

Throughout the day, punctuated by a slap-up lunch, there were six further varied presentations with a wide coverage of rail welding and rail care. To start with, Jay Jaiswal of Tata Steel gave a briefing on the Innotrack project. Condensing 6½ years of research into less than half an hour was skilfully achieved. This was a personal view of research and its practical application tinged with, at times, pride at what has been achieved and frustration at what resides in the long grass.

The project started in 2006 and, although planned to end on 30 September 2009, was extended to December 2010. The supply industry invested €5.35 million, equivalent to about 386 man-months. This was a large sum, so there should be no problem questioning the benefits.

For the first time there was a systematic investigation of European track maintenance and renewal cost drivers. Priorities were identified for innovation to address the root causes of problem conditions, and innovation sub-projects successfully addressed these priorities.

A new tool for stiffness investigations was developed – the Portancemeter. As Jay remarked, “When you start to see new products then that’s a sign of successful research.” But then, when referring to the progress of an experimental slab track in Germany, he let slip the wry comment that when it comes to getting innovation adopted in the railway industry “It would be easier to get an appointment with Barack Obama”.

The Metro industry seems to be easier to penetrate as he noted in the second part of his presentation on the PM ‘n’ IDEA – an almost acronym for Predictive Maintenance employing Non-intrusive Inspection & Data Analysis. This is a more modest project of around five million Euros involving 16 partners comprising urban transport infrastructure managers, academic institutions, and supply industry members.

Solutions ready for use so far are:

• Non-intrusive inspection of track based on image analysis techniques;

• Assessment of internal integrity of grooved rails;

• Assessment of track quality with on board diagnostics;

• Scientifically validated methodology for establishing actionable wear limits;

• Vehicle mounted sensors & analysis techniques for track inspection;

• Track based sensors to impart intelligence into track components.

Whitemoor S&C repair facility

Out on the bleak, black Cambridgeshire Fens there is an establishment at Whitemoor occupied by rogues and villains. A place from which there is no escape. It’s Whitemoor HM Prison – rather than the Whitemoor National Track Materials Recycling Centre which is just down the road.

Network Rail’s Gary Munns and Richard Oliver are quick to emphasise that their facility is no scrap yard. Certainly, some material goes off to meet its maker, but there are concerted effects to reclaim most of the larger permanent way components using on-site expert welders. They have established a purpose built S&C repair facility at Whitemoor and are ever improving the equipment available. Their experienced welders use proven equipment, the ESAB BV1000 and the Matweld grinder, in an indoor environment so they have no possession limitations. They can also carry out “enhanced” 054 inspections because they have the necessary handling equipment to ensure that all parts of a component can be seen easily.

New cast crossings can have a long lead time – several weeks in fact. Gary and Richard have been able to supply a refurbished crossing within a few days. And with such material now being suitable for higher category lines, savings in train disruptions caused by failed components are considerable.

Mobile flash butt welding testing

Network Rail has made a commitment to mobile flash butt welding with the purchase of four machines mounted on 360° road rail excavators. The design and construction of the host RRV vehicle is a combination of a Doosan DX170W excavator with engineering carried out by GOS Engineering in Blaenavon, Wales.

The welding head is supplied by Holland Co. from Illinois, USA, and the generator is manufactured by Deutz and is rated at 450kVA.

John Hempshall of Network Rail outlined the testing procedure that these machines go through before they can work on the national network. Such is the prodigious output of these machines that it is vital their output is accurate and consistent.

The four machines that are currently being built will be used both for rail renewals and rail maintenance with a capability to ‘stress’ the rails in situ which will save valuable time and money. The machines have been going through the approval process over the last couple of months and should be in operation on the infrastructure later this year.

High Deposition Rate Surfacing

In a valiant and highly technical presentation, Tamas Sandor, of the Hungarian subsidiary of welding equipment specialists ESAB, gave a comprehensive outline of research into High Deposition Rate Surfacing (HDRS – a process used to repair the surface of the running table).

Conventional wisdom has been to use a high temperature pre-heat. This leads to issues with possession times and the high temperatures can lead to damage to rail bedding materials such as are used in tram tracks or with crane rails. But, of course, the high pre-heat allows a lower current to be used in the deposition of the welds metal. ESAB have experimented with a range of pre-heat temperatures with much higher deposition currents. The experiments were conducted with the three main rail repair techniques used today: MMA (manual metal arc), automated FCAW (flux-cored arc welding) with longitudinal weaving and automated FCAW with transverse weaving.

Results were tabled that showed that with automated methods, lower pre-heat temperatures could be used with little detriment to required hardness values.

Future aluminothermic welding moves

Richard Johnson, Thermit Welding (GB) Ltd, offered an overview from a supplier’s perspective of significant improvements to their processes over the last ten years. He also speculated about the outlook, particularly in the light of important changes occurring in the industry. There is no doubt that there will be fewer aluminothermic welds in the future.

Network Rail is putting an emphasis on mobile flash butt welding, and rail is being manufactured in longer lengths. But the aluminothermic welding process continues to provide a unique solution for joining of rails at site. It remains the only proven method for full fusion welding. It is applicable to all rail profiles, steel grades, and support construction. It is portable, cost effective and generally reliable and, above all, it has over 100 years’ service. Nevertheless, improvements can still be made, especially by focussing on reducing operator variability. Richard outlined developments in the GTSmartweld automated process currently on trial. Further improvements are in hand but these were referred to only as “version 2” in order to safeguard patent issues.

Tri-metal weld issues

Tri-metal welds are generally used at the leg ends of austenitic manganese cast crossings so that standard pearlitic grade leg end extensions can be fixed to the casting. These two materials cannot be successfully welded directly to one another and therefore a narrow stainless steel transition piece is flash butt welded into place between them. The extended pearlitic leg can then be welded into track with conventional aluminothermic or flash butt welding techniques, eliminating the need for a fishbolted joint.

Brian Whitney from Network Rail gave a presentation on the failure of tri-metallic welds, discussing the incidences and the numbers of failures in recent years along with the types of failure, their mode and pre-existing defects. He looked at the root causes and mechanisms of failure, the difficulties in managing them and the actions taken to reduce future occurrences.

Original failures occurred due to a manufacturing defect in the tri-metal weld. Initially, the affected welds were produced during cold weather but further failures have occurred with crossings produced all year round. More recently a second mode of failure has been observed where fatigue cracks have initiated from small casting defects within the stainless steel insert itself.

Another 10?

The IoRW has demonstrably fulfilled its original aim of creating a professional “home” for the rail welding community, and it has maintained its appeal through some very significant changes in the industry over the past 10 years. It is difficult to predict what the next 10 years might bring but the IoRW stands ready to meet the challenges that lie ahead. One thing is for sure – the industry will be continuing to rely on welding for many, many years to come!

Apprentice academy engineers futures in the North West

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Karl Jones, with a wealth of experience in the railway industry, realised that there was a need for a flexible organisation which could provide experienced qualified manpower at a moment’s notice. He founded KJ Rail in 2008, and since then has developed a multi-skilled workforce which can be deployed throughout the United Kingdom.

From the outset, developing every employee’s skills was at the core of the business. Staff are PTS licensed and every one holds five basic plant skills. With an emphasis on health & safety, KJ Rail experienced steady, sustainable growth and delivered over 300,000 man hours without incident in 2011 to a variety of clients.

Decline in skills

Finding that it was becoming more difficult to recruit skilled workers, KJ Rail conducted a survey. These investigations identified that the industry had approximately 10,000 fewer people qualified to work on the rail infrastructure than it had only two years before. This was partly attributed to a lack of investment within the supply chain, which has fundamentally led to a decline in skilled PTS competence within the rail infrastructure.

The response was to establish KJ Training Solutions and to build a bespoke training academy in Wigan.

At the same time, two new executives were brought in to manage the enlarged business. Chief executive officer Steve Sharkey, with a background in finance before he joined the rail industry in 2008, brought management expertise to the company while new managing director Paul Ellis has 35 years experience working for leading companies such as British Rail, Northern Track, Fastline, First Engineering / Babcock Rail and AmeyCOLAS. A highly respected individual, Paul has a reputation for always delivering and is looking to take and grow the business while being a great ambassador for KJ Rail.

First apprentices

The new training academy opened its doors to the first candidates in January 2012. The new facility boasts nine state-of-the-art training rooms and an IT suite. It has both an indoor and outdoor railway facility where trainees are able to familiarise themselves with rail tasks in a safe environment.

After three months in-house training and induction, apprentices interlace into existing work gangs. This exposure to very experienced trackmen and safety critical staff is vital as they continue learning their trade.

Six months later, KJ Rail now has more than 180 apprentices working on the Network Rail infrastructure, with a further 40 still undergoing training.

Once qualified, the new apprentices will join KJ Rail’s established pool of skilled staff which includes trackmen, COSS, Engineering Supervisors, Level Crossing Attendants, Picops and Hand Back Engineers. In total, KJ Rail has a substantial workforce, with 83% sole sponsorship who work solely for the company, a proportion that is much higher than for most labour suppliers.

Having tackled the training shortfall, KJ Rail’s next objective is to become a Flagship Preferred Supplier on the railway infrastructure. With a ready supply of multi-skilled staff, the company is now able to tailor its services to not only match but often exceed clients’ expectations.

However, management is well aware that the company’s reputation is only as good as its performance on the last shift. Therefore Paul Ellis is introducing a programme of continuous improvement and betterment as he endeavours to help staff to become “all that they can be”.

New innovations

KJ Rail has introduced a new “plant card”, looking a little like a PTS card, which is being rolled out within the business. The card will identify what additional skills or small plant certifications the individual holds. Thus any foreman or team leader can instantly recognise the skill-set of each member of his team, making the allocation of individual tasks quick, simple and safe.

So that both KJ Rail management and clients know where their work teams are at any time, the fleet of 20 vehicles are all fitted with trackers. This makes it possible for main contractors such as BAM Nuttall, Babcock Rail, Balfour Beatty Rail, AmeyCOLAS and Lundy Projects to know at what time a crew arrived on site, where they are, and when they departed.

From trainee to worker

KJ Training Solutions has taken almost 200 unemployed people, trained them up and then passed them onto KJ Rail to put them out to work, to the benefit of both themselves and the company. This training programme will continue, both at Wigan and at satellite branches up and down the country, to satisfy the continuing demand for trained staff.

Putting these newly qualified railway engineers together with existing experienced staff to build dynamic and flexible gangs has worked well. Local people are placed in local work wherever possible, as the reduced transport requirement will lower both the carbon footprint and reduce costs.

Which all benefits today’s railway.

 

Cardiff Area Resignalling

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The Power Signal Boxes of the 1960s and 70s were mostly associated with the rationalisation era; four tracks down to two, singling of lines, reduction in switch and crossing layouts, often single leads into terminal stations. Whilst these may have saved money, the operating flexibility was decimated and train service opportunities were thus limited with performance suffering.

The modern Control Centres now being introduced are invariably coupled with new layouts that often reinstate the trackwork of 40 years ago to create the capacity that the current railway demands. One such project recently authorised is at Cardiff, where not only is the existing signalling equipment life expired but the shift in local employment patterns has greatly swelled the commuting population into the city centre.

The Cardiff scheme plugs the gap between the earlier Port Talbot East project from Baglan to Llanharan commissioned in 2007, and the first phase of the Newport (Monmouthshire) project from Pilning through the Severn Tunnel and Newport to Ebbw Junction introduced progressively during 2010 and 2011.

Project scope and phasing

The heart of the scheme is the new Wales Railway Operations Centre (WROC) at Cardiff Central. This is the equivalent of those recently commissioned at Didcot, Derby, Cowlairs and elsewhere and will be the nerve centre for all train operations in Wales. The project embraces not only the South Wales main line but includes the commuter lines that feed into the city, including:

• The Rhymney Valley route, which is double track from Cardiff Queen Street to Bargoed and single line on to Rhymney including the single line branch to Coryton and the freight only branch to the open cast mine at Cwmbargoed;

• The Treforest line from Ninian Park to Radyr and the Llandaff line from Cardiff Queen Street North Junction to Radyr where a fringe to the Rhonda lines will exist;

• The Vale of Glamorgan (VoG) line from Bridgend to Barry (reopened to passengers in 2005) via Rhoose, the station for Cardiff Airport and the Barry line from Barry Island to Cardiff West Junction including the Penarth branch;

• The vital link between Cardiff Central and Queen Street plus the short single line to Cardiff Bay. The Central to Queen Street Valley lines corridor will have an enhanced capacity from 12 to 16 trains per hour at peak times in each direction.

Some changes in layout are planned, the first being the junctions between the main and relief lines east of Cardiff. These will be moved from the constricted east approach to Central station out to Longdyke with 75mph points allowing faster entry into the down platforms at Central station. Bi-directional signalling will be provided on all four lines between Cardiff East and Longdyke.

At Tirphil, on the single line section between Bargoed and Rhymney, a platform loop will be installed to enable a half hour service. At Caerphilly, a new bay platform will be built aimed at facilitating the 16 trains per hour service through Cardiff Queen Street, where a disused platform on the west side will be reinstated and a new bay platform built on the east side for the Cardiff Bay shuttle service. A new station entrance will also be built at Queen Street to facilitate access to the new platforms.

At Cardiff Central, a new platform is to be built on the south side where a new south entrance to the station will be provided. Barry station will have a new back platform loop to be dedicated to the Barry Island service. The Treforest curve out towards Radyr will be made double track and extra signals plus line speed improvements will be provided on the City Lines to Radyr so as to increase capacity.

Timeline

The commissioning phases of the project will cover two years:

• January 2013 – The VoG line where re-control of the existing signalling will allow closure of Cowbridge Road and Aberthaw boxes;

• June 2013 – The Valley lines from Rhymney to Cardiff Bay with the closure of Bargoed, Ystrad Mynach and Heath boxes;

• January 2014 – The Barry lines and towards Cardiff West from Queen Street with the closure of Barry box although Radyr will remain a fringe box to the WROC;

• May 2014 – East from Cardiff to the Newport boundary including some transfer of control from the existing Cardiff PSB;

• Christmas 2014 – Cardiff Central station westwards to the Port Talbot boundary and including the closure of the old PSB and St Fagans gate box.

Established technology

With the WROC already built and in operation for the Newport project, incorporating the Cardiff area will largely be by adding more of the same equipment and systems, although there will be some significant differences.

The centralised interlocking will be an additional eight units of the Westlock interlocking product from Invensys making a total of thirteen in all. However, where the signallers’ work stations for the earlier projects were WestCad, it has been decided to use a GETS (GE Transportation Systems) product for the Cardiff area. So as to make this similar in operation to WestCad, minor modifications have been carried out as a result of formal HAZID (Hazard Identification Study) workshops with all stakeholders. One significant change for GE will be having the system controlled via a tracker ball as opposed to the normal mouse operation. Distribution of the interlocking data links will be by the Fixed Telecom Network (FTN) giving full resilience by diverse routings to every lineside device.

A big difference for the Cardiff operation will be the total use of ARS (Automatic Route Setting). This will be an enhanced system known as ARS+ and sometimes called the Signallers’ Assistant. The facility will be available for all timetabled moves including entry and exit from depots and berthing sidings. As such, the workload of the signaller will decrease and only three extra work stations are planned for the entire Cardiff area as compared to the four for Newport, plus a supervisor position. All train moves will be controlled automatically. Signaller intervention should only be necessary for unplanned moves and at times of service disruption.

New technology is being introduced within the project to reduce costs and provide improved reliability. Signals will be of the standard Dorman LED type where steel cross portal structures are to be used, but others will be the new lightweight variant design of post and signal head. The main line and busier branches will be 3 aspect with signal spacing aligned to the aspiration for future line speed improvements. This will enable considerable savings to be made. Only on the main line approaches to Newport and Cardiff will 4 aspect signals be used so as to give better regulation of speed reduction into the platforms. On the lighter loaded branches, 2 aspect signals in discrete block sections will be sufficient.

Points will primarily be equipped with In-Bearer Clamp Locks utilising the Hy-drive system for the higher speed switches. Where points remain unchanged, either standard Clamp Locks or HW2000 point machines will remain. In the areas that currently have mechanical signalling, HW2000 machines will be used, these being reliable and familiar to the local staff.

Axle counters

Train detection will be entirely by axle counter but using a product from Frauscher, an Austrian company, where a safety case is well advanced based upon cross acceptance of existing usage in continental Europe. Trials are taking place in both AC and DC electrified areas (Rugby and Farlington) to prove suitability of operation in the UK. The big advantage is that no rail drilling is needed, the unit being clamped in place on to the rail.

During the early GRIP 5 design phase, Atkins and Network Rail utilised the 3D aerial survey completed at GRIP 4 to ascertain whether the Cardiff Central and West areas could be fitted with axle counters and thus remove the original intention to use track circuits. This allowed more efficient assessment by using desk top analysis. Only two of the 109 sections required an actual site visit. The system will need its own distribution network using Westermo modems operating over dedicated star quad cables with diagnostic reporting and diversity being achieved by use of the Network Rail FTN.

Level crossings in the area are of varying types. At Rhoose, the CCTV controlled barriers will be renewed with transfer of control to the WROC. The barriers at St Fagans, St Georges and Llantrisant are all relatively new so only the CCTV control will transfer to the WROC thus permitting St Fagans gate box to close. The AHB (automatic half barriers) at Pontsarn will remain unchanged as will the AOCL (Automatic Open Crossing, Locally Monitored) on the minor road into the Ford factory.

Power provision will be by the standard 650V lineside cables being fed through Principal Supply Points backed up by a UPS. Telecommunications requirements still call for SPTs at every signal even though the GSM-R radio network will be available by the time of project implementation. The WROC concentrators will use the Siemens HiPath product, well proven in other centres.

Contract Management

Network Rail will take on the role of principal contractor using the hub and spoke contracting mechanism. The main contractors will be:

• Signalling – Atkins for all the design, construction and test & commissioning, subcontracting to Invensys for Westlock equipment and data preparation, and GETS for the work stations; TRE (The Railway Engineering company) to design and provide the ARS system and the simulators for signaller training;

• Telecoms – Siemens at York for the FTN upgrades needed for interlocking and axle counter circuits plus SPT and miscellaneous telecom requirements;

• Power and Distribution – Atkins for the design, build and commissioning of all supply points, point heating systems and various lighting solutions including on-going monitoring;

• Permanent Way – Balfour Beatty for all the track and S&C work;

• Civil Core Works – Birse Rail covering route works, UTXs, REB and limited lineside locations in cuttings and on embankments, also platform works and minor station enhancements;

• Station Buildings – BAM Nuttall for the new entrances and platforms at Central and Queen Street;

• Minor Track Works including insulated rail joint recoveries – MDR (Maintenance Delivered Renewals), a division of the Network Rail route maintenance organisation.

No separate contract is envisaged for Passenger Information System requirements, the existing equipment being adapted / expanded on a station by station basis via the relevant station contracts.

A joint project team of Network Rail and Atkins is located in Milford House, Swindon. The Atkins resource will be supplemented by design staff in Bangalore, Birmingham and Croydon. A co-located site construction office and depot is established at Newport. Atkins expects to have a core team of 40 people supplemented by around 45 installation staff and 35 testers at peak per shift.

Most work will be done using weekend and mid week possessions. 52 hour possessions are envisaged for the earlier commissioning phases and a Christmas blockade will be needed for the main Cardiff Central Phase in 2014. Some residual work will continue into 2015, including the opening of the new platform at Cardiff Central. The programme is challenging but achievable and significant work by all contractors has already started on-site. Off-site testing is envisaged for all of the signalling location and REB equipment assemblies.

The project cost is around £220 million, being primarily funded by Network Rail, the DfT and the Welsh Government, but also including private funding parties.

Future considerations

Electrification has been approved for some time on the main line from London to Cardiff but recent announcements have extended this to Swansea and the Welsh Valley lines. The signalling and telecom systems have therefore to be immunised against traction interference.

ERTMS will also be installed on the GW main line in the midterm future. As far as is possible, the new signalling is being designed with this in mind but the capacity of the interlocking may be a crucial factor. ETCS compatibility is called for in the contract.

In parallel with the Cardiff project, a new station at Energlyn, north of Caerphilly, has been agreed and any passive provision of any signalling adaptations needed for this has been taken into account within the main project.

The next two and a half years are going to be a busy time, but with the enthusiasm and co-operation that is already being shown, this project looks set fair to succeed in all respects.

Thanks go to Richard Angove, senior project engineer, Network Rail and Conor Linnell, programme manager Wales and West region from Atkins, for their help in preparing this article.

 

East Coast and London Midland cleaners call strike

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Cleaners on the East Coast Main Line are planning to strike for 24 hours in a dispute over pay.

ISS workers voted 98 per cent in favour of industrial action September 10 after arguing that bosses had refused to offer employees a pay rise for the last three years.

RMT general secretary Bob Crow said: “ISS boasts on its website about how fairly it treats its workers, but behind the corporate claims is the sordid reality of effective pay cuts being imposed year-on-year on cleaners already on rock-bottom rates.

“ISS should be ashamed, but East Coast and London Midland also have a moral responsibility to ensure that the people who work on their contracts area treated decently, and it is no good hiding behind the shabby excuse that cleaners’ pay is a matter for the contractors.”

Traffic Management – Road versus Rail

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Ask most people if there is any similarity between rail and road signals and, beyond saying that they both use red, yellow and green lights, the answer will be “Not Much”. But is this true? And are there opportunities for technology convergence between the two philosophies? The IRSE explored such possibilities at a recent seminar with some surprising outcomes.

Setting the scene was IRSE President, Francis How, who predicted that a cross fertilisation of ideas will be forthcoming with opportunities for technology transfer and business promotion. The challenge will be to overcome the long-held principles and perspectives that many hold dear.

Road and Rail Management

Bob Collis from the Transport Research Laboratory gave insight into how “the forever-open road and rail” vision may be fulfilled in the future. Several institutions are working on this within Europe, the objective being to ensure transport is always there for the conveyance of people and goods.

Looking back at road history, we have progressed from cart track to paved road to tarmac road to motorway; but what comes next?

The Technology Road is the likely answer being smart, dynamic and intelligent. This will be a difficult change for the infrastructure but will yield many cost savings and benefits. Such things as pre-fabricated surfaces, use of recycled material, in-built drainage, bolt-on lanes, instant crack repairs, condition monitoring, electronic vehicle guidance and driver information systems are all either already designed, in prototype form or well under way with research.

Parallels with rail system development will be obvious to many readers of the rail engineer. The historical development is remarkably similar: cart track with horses to the metal track to powered traction (steam then diesel and electric) to high speed lines; but what comes next?

Modular infrastructure, “guiding mind” control systems, energy harvesting, passenger flow management, integrated mobile communications, predictive asset management, automated mobile cargo handling, maybe even mixed passenger and freight trains. In short, rail will also need to be smart, intelligent, dynamic and resilient.

Future roads will have to be adaptable, automated and resilient with the recognition that present roads will be difficult, if not impossible, to convert. In Holland, ModieSlab prefabricated roads are already undergoing trials and look to be successful; a similar trial with installing a “road on a roll” tended to break up but more development will follow.

The opportunities for convergence of the materials and technology are there to be taken and the big infrastructure companies are likely to drive this. More difficult will be the mindset required to integrate journey and transit opportunities for the mixing of traffic, seamless transfers, automated handling and network optimisation across both road and rail networks. The EU is to reveal future strategy in the form of a White Paper.

The Road Train concept

Mention road trains to most people and the vision is one of juggernaut lorries with multiple trailers thundering across the American or Australian wilderness. The EU SARTRE project is very different to this, and focuses how to operate “platoons” of up to five vehicles in a safe convoy on motorways and other trunk roads. Tom Robinson, from the Intelligent Transport Systems division of Ricardo, explained how it would work. On the basis that drivers cause 87% of all road fatalities, could a lead vehicle with an “expert” driver be used to control a group of following vehicles in terms of speed, steering, distance separation and fuel efficiency? This could free up the other drivers to make calls, work on a laptop, read paperwork or simply relax. All of this would need to be feasible on existing roads.

The transmission of information between vehicles in this “road train” would be by radio and both the Lead Vehicle (LV and expected to be a lorry) and Following Vehicles (FV) would need equipping with sensor and driving control equipment as well as having an automatic gearbox. Seven companies from UK, Sweden, Germany and Spain have formed a consortium to develop the trial which will take place in Spain later in 2012. Many operational scenarios have to be taken into account: how to join or leave a platoon, obstacle avoidance, emergency stop, differing road conditions, loss of radio signal, as well as all the human factors that conceivably could disrupt the continuity and safety of the road train.

Interesting as it is from a technological viewpoint, one could not help wondering whether any investigation had been done into whether the average motorist would accept the concept. The subsequent discussion had very mixed views on this but perhaps only when the trial has taken place can these questions begin to be answered.

Is it a car, is it a train?

One good example of the crossover between road and rail is the new Heathrow Terminal 5 Pod system. This links the car parks to the terminal and consists of a rubber-tyred steerable vehicle on a dedicated concrete track. It is completely automatic in operation and is controlled by what is essentially a modern railway-type signalling system.

Developed by Ultra Global PRT, it offers personalised transit from two car park “stations” for anyone arriving by car. The four-person vehicles, known as Pods, travel via a dedicated guideway on an elevated viaduct.

Once a traveller pushes a call-button at a station, a Pod will arrive normally within two minutes, being directed off the main track into the terminal platform. Inside the pod the Pod, the passenger selects the required destination and the Pod reverses out onto the main track and proceeds on its way. All completely automatically.

The track is a narrow concrete roadway equipped with four lasers either side to track and control vehicle movement. A central control provides all the movement instructions and interfaces with a track-based Automatic Vehicle Protection (AVP) system that gives the safety integrity.

Each Pod is equipped with a guidance and navigation system that includes a “health check” to ensure that the vehicle is performing correctly. 20 Pods are provided on this small network, each being capable of a maximum speed of 25mph.

As soon as a destination is selected, the system checks that space is available at that point and a direct route is programmed. With stations sited off the main track, this prevents incorrect egress by passengers at any intermediate point. Induction loops disable the space behind a moving Pod to achieve a guaranteed vehicle separation and a 6.4 second headway is obtained.

Pod design

The Pods are fitted with rubber-tyred wheels and have air conditioning, powered doors and emergency egress. They are powered from conventional lead acid batteries and floor mounted charging points at stations enable a quick top up. The system is clever enough to monitor / predict usage and capacity peaks, so empty vehicle movements are programmed in from time to time to ensure minimum waiting times.

The contract for Heathrow T5 was let in 2007 with the system being commissioned in 2011 after extensive usage testing. 350,000 passenger journeys were made in the first year. An average 99% performance availability has been achieved to date with 99.8% reliability in both track and vehicles for the overall journey time of 11 minutes. The system has replaced all bus links to and from the T5 car parks, is much more efficient in terms of energy usage and has freed up road space around Heathrow.

Use of COTS

Commercial Off-The-Shelf (COTS) equipment is low cost by design and made by more than one manufacturer. Can such equipment be used in railway safety-critical control and communications equipment, be it for road or rail systems? This was the question posed by John Slinn from Park Signalling, one of the smaller rail signalling companies that have emerged over the last decade. Seeing how commoditisation has impacted on devices such as Satnav and other traffic information systems in the road sector, why cannot similar technology be applied to rail? Signalling is basically a means of ensuring the safe passage of trains and, to do this, it must interlock signals and points, deadlock points and prevent multiple trains from entering a block section or conflicting route. A railway signal is a means of communication to the driver.

If COTS equipment were to be used for these functions, it would be difficult to apply conventional safety techniques. The safety certification time would probably exceed the product lifetime and any upgrades may require re-certification. Thus cheapness may be offset by costs associated with the short product life. To untangle this conundrum, a going-back-to-basics approach is needed, which may necessitate defining suitable types of systems for different categories of railway lines.

The Park Signalling system is known as VLS (Virtual Lineside Signalling) where encryption of information sent to the driver’s cab is used as the basis of system safety, rather than the use of high integrity hardware. Commercial 3G networks are used for the intermittent communication of information between track and train with radio frequency ID tags (RFID) placed in the ballast to give positional information to the train. An in-cab monitor displays the equivalent of lineside signals. This could be a commercial laptop, thus overcoming the logistic and expense problem of rolling stock fitment.

The use of COTS products will keep costs low. The system is not envisaged for high density or high speed lines but might be suitable for secondary or freight only lines, maybe even as a temporary signalling system during remodelling work.

All this sounded remarkably similar to the ERTMS Regional (Level 3) system being trialled in Sweden (the rail engineer issue 82, August 2011). Whilst COTS based technology may be cheaper, ERTMS equipment will be compatible with all other ERTMS equipped lines and rolling stock thus facilitating interworking. That said, full marks to Park Signalling for progressing the idea of adapting COTS equipment for rail use, a concept that recently won the Innovation Award at the RIA annual Technology and Innovation conference.

Autonomy or automatic

Understanding the fundamental differences between road and rail technologies necessitates defining the features of automatic and autonomous systems, and which decisions are to be made by humans and which by machines. A presentation by Stewart Webb of BAE Systems looked at the differences.

In an automatic system, decision-making about movement is made away from the vehicle and situational awareness is similarly not done by or on the vehicle. However, in an autonomous system, decisions concerning movement and situational awareness are achieved on board the vehicle, although sometimes with advice from an on-board computer receiving external information.

For aircraft, autonomy of around 97% is normal even allowing for the nuances of certification and flight clearance. Road vehicles are autonomous in operation whereas rail transport is largely automatic in nature. Indeed driverless metros are by definition fully automatic. Regardless of transport mode, the acquisition of data and the fusion of such data is the key to making safe decisions on vehicle movement. Technologies are being developed, currently mainly in the military, for changing the automatic / autonomy balance and both road and rail sectors need to be aware of the opportunities that could emerge.

The FASSI system now used on the Tyne & Wear Metro (NEXUS) incorporates an Electronic Train Running Board and Energy Meters to give re-iterative advice for timekeeping and energy wastage to drivers by an in cab screen showing information on timetabling and driving accuracy with feedback, punctuality reports in real time, and interchange information.

Project MERLIN aims to expand this into main line rail applications in Europe for smarter energy usage optimisation, which is particularly important where mixed traffic operation takes place.

Whilst rail is developing improved Driver Advice Systems (DAS), and road is majoring on telematics for driver performance, there is considered to be clear scope for knowledge transfer between the two modes.

New concepts

Neil Ridley, Director of the Transport Knowledge Transfer Network, reviewed the day’s discussions. Information availability is key to all transport success and a huge explosion of data is now happening. However, the challenge is to capture and use the right data for the support of transport needs and users.

Both road and rail transport will be needed for the foreseeable future and wherever possible, a converging of the respective technologies so as to maximise efficiency and reduce cost must be a goal for both industries.

 

Leading railway system firms prepare for InnoTrans 2012

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More than 230 international railway system manufacturers and suppliers are preparing to display their wares at InnoTrans 2012.

This year the Energy and Electro-engineering section will take up nine halls surrounding the Berlin radio tower – two more hall than in 2010.

Exhibitors will include Medha from India, Microelettrica Scientifica from Italy and the companies on the joint stands of the Danish Export Association and the Australian Rail Transport Industry.

German firm Wago will occupy an entire hall, having doubled its display space since 2010.

Sven Hohorst, general manager of Wago Kontakttechnik GmbH, said: “For many decades, the rail industry has been an important international sales market for us.

“With our display at InnoTrans we are now occupying an entire hall to make the most of this opportunity to use the right surroundings for emphasising this importance. We shall be strengthening many long-established relations with customers as well as making new contacts to develop new markets.”

Rail safety: Someone is listening at last!!

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The Rail Accident Investigation Branch (RAIB) has published its report on the track maintenance trolley that ran away at around 3 am on September 11th last year. Writes Colin Wheeler

The incident happened at Haslemere but although the trolley ran downhill for 2.9 miles reaching a speed of about 10.5 miles per hour it remained within the overnight possession limits and no-one was injured.

It might easily have had consequences similar to the Tebay tragedy we all remember. Indeed the errant trolley ran through a site where another gang had been rail grinding. Fortunately a short section of level track and then a 1 in 93 rising gradient brought the trolley to a stand before it reached the next long section of downhill gradient.

Jammed brakes on a 1 in 80 gradient

The trolley was well laden with an estimated total laden weight of between 150 and 200 kg (below). The man in charge did not realise that they were on a falling gradient of 1 in 80. The brakes failed to operate automatically and the investigation identified failures in maintenance as a factor, stating that the “mechanism probably jammed with the brakes in the “off” position due to bent pushrods, the significance of which was not appreciated by either the maintainer or operator”.

Lack of safety culture at Havant

The most significant element of the report is the fact that no-one initially reported it! The RAIB report says “none of the staff involved reported the incident within Network Rail prior to receipt of the whistle-blower’s letter 10 days later”. The trolley remained in use.

The report says “staff went on using the trolley believing that it did not need to be examined or quarantined”. Predictably the report highlights “the training and competence of trolley operators as an issue”. But for me the most important factor which I am pleased to see in an RAIB report is identified as “the safety culture at Havant Depot”. I would add or lack thereof!!

Train struck a boulder

Headlines were made following the accident on June 28th when a diesel electric locomotive hauling 24 wagons from the North Blyth Alcan site to Fort William struck a boulder at Tulloch near Loch Treig and de-railed (pictured above). The locomotive came to rest part way down the slope and its first five wagons also de-railed all wheels.

The RAIB is investigating, but I would be interested to hear whether or not any local track staff had voiced concerns prior to the accident.

Two derailments in July

On 7th July this year another freight train derailed just north of Shrewsbury Station on facing points as it crossed from Down Main to Down Main Crewe. The train stayed upright but all wheels of the 16th coal carrying wagon came off. There were 19 wagons on the train and according to the initial report from RAIB “the left hand switch rail showed signs of wear”.

The investigation will focus on the condition of the track, including the points and the wagon. The RAIB are also busy investigating the derailment of a passenger train at Letterston Junction between Carbeston Road and Fishguard at 1845 hours on July 12th. The 2-car Class 150 DMU was travelling at 55mph when it ran into cattle on the line. Seven cows were killed or fatally injured but the 28 passengers and two-crew on the train were unhurt.

The suspicion is that the cows got onto the line at a footpath crossing half a mile away. I question whether local staff were aware of any defects in a cattle grid, if there was one?

Faulty neutral section splices

Network Rail’s Safety Central website features three ‘new to me’ Safety Bulletins. 261 refers to Seaward Line Testing Units for Direct Current (DC) lines which unbelievably some have been using without isolations being “proved” first. In another case the erroneous reading was due to the probe being used on a contaminated part of the conductor rail head.

262 describes the accident which befell two contractor’s men who were working on a 4-5 metre tall GRP scaffold when a cross member sheared. Both fell to the ground but are expected to make full recoveries. 263 reports on the discovery of a faulty batch of Arthur Flurry Neutral Section contact wire splices and the reasons for stocks being “quarantined until further notice.”

Track Safety Alliance Reports

I am pleased to see that addition of “Track Safety Alliance Reports” submitted by organisations working for Network Rail. The picture of the wrecked van following a road accident caused by its driver not taking enough rest before a night shift is a timely reminder to anyone tempted not to rest or to drive back after a long shift instead of lodging.

The identification of fraudulent CSCS cards is highlighted as are the dangers of using unmarked fuel containers and injuring finger ends when assisting with site unloading. The example quoted is of injured finger tips as a result of trapping them in the chute hinge of a ready mix concrete wagon whilst helping out with a concrete delivery.

Safety by Design

Last month’s article titled Safety by Design has resulted in correspondence. I have no argument with the principle. I recall inexperienced engineers with little or no site experience needed detailed supervision in the structural choices made at the initial concept design stage in particular.

When choices had been made, it was all too easy for detailing to be left to the young engineer who in many cases would need to modify details on site having been challenged by the Site Foreman;  “How the *** do you think we’re going to build that??”

Safe to build and maintain choices need to be complementary to the structural and economic choices for designs. Safer to build designs make sense. But are our choices of design life and value engineering made with due regard to our railway inheritance of Victorian structures?

Carillion Lifeguards

I was pleased to read in RailStaff last month’s report on “Carillion Lifeguards” and by what I have learnt since. I believe that improving the safety of rail workers is down to listening to those who do and supervise the physical work, be it manual or by machine.

Carillion’s campaign began on 23rd February this year following a forum attended by “operators and supervisors who shared their views on why more people didn’t complete “Don’t Walk By” forms (DWBs)”. Their opinions were heard. Subcontractors were rightly included in the launch event and most of their major subcontractors have launched the campaign to their people.

Operatives or workers

Project managers meet weekly, talk about DWBs and select a top 4. These are then included in that week’s task briefs and displayed in canteens. Each month a “Lifeguard Champion” is chosen from each site and is rewarded with a voucher and T-Shirt.

Their details are announced at the team brief so that they are recognised by everyone on that project. Their names, sites and specific safety concerns etc. are published every month in “Crew News”, a newsletter that is put on display in subcontractors’ offices.

Also each month a results sheet is published showing the chosen top 16 DWBs from all their sites so that everyone knows about issues raised elsewhere and can decide if they are applicable to their own site.

The one thing I don’t like is the use of the word “operatives” to describe those who do the work. We used to describe work gangs as “men”, nowadays we have many women workers on site so why not use the word “worker”?

The word “operative” sounds impersonal and reminds me of the bad old days of Railtrack when some of their people even referred to labour only subcontract workers as “the grunts”!

46% raised by workers in June

Carillion tell me that before they launched their campaign in January, 92% of DWB concerns were raised by “management”. This has dropped to just 4%, with 46% of the June DWBs being raised by operatives and the total number of DWBs each month has risen from around 20 to 100.

Categories used in the reports are “operatives, subcontractors, engineers, supervisors, managers, office and anonymous”. Mailboxes are provided and each listing also gives an 0800 number for those who prefer to ring in.

Subcontractor numbers still look a bit low in the couple of examples I’ve seen. In the May report although there were 17 anonymous, 14 operative, 9 supervisor, 5 engineer, and just 2 subcontractor reports there were also 51 from managers. So far as rail infrastructure is concerned I imagine CIRAS (Confidential Report and Analysis System) would be pleased to have such a level of reports.

Principles and Safety Culture

The principles are clearly right and it would be wrong of anyone to draw conclusions from a couple of months’ statistics. I welcome the initiative which is one of the very few I have heard of that attempts to get close and listen to the concerns of the site workers.

I am concerned that management and safety advisors may be tempted to take over the campaign. I would recommend the exclusion of most statements by and pictures of managers (or even worse, safety professionals). I recommend the regular repeating of last December’s Forum involving workers, subcontractors and supervisors giving them the risk-free opportunity to give their opinions and guidance on how this excellent initiative can be further improved.

I commend its principles to others who are serious in wanting to improve their safety performances, especially those who have already accepted that improving their safety culture is the way to go!

Finally spare a thought for the multi-sponsored rail professional who may work for a number of contractors and subcontractors. He or she is faced with a variety of safety systems like Carillion Lifeguards, all worthy but all different. Time to get the act together for safety’s sake?

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