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First large HS2 structure starts to come together

Components for one of the first large structures to be built as part of the HS2 high-speed rail project have arrived on site.

Cleveland Bridge, a world-leading steel engineering company involved in the construction of the Wembley Arch and the Shard, has produced twenty four massive steel girders that will form part of four modular bridges at the site of HS2’s new Interchange station in Solihull.

County Durham-based Cleveland Bridge won a major contract in 2019 to supply 1,130 tonnes of steel girders to HS2’s early works joint venture LM (Laing O’Rourke / Murphy).

Sixteen of the 20-metre girders have been pre-assembled in the Cleveland Bridge factory as 50 tonne pairs, to minimise the amount of delivery vehicles on the road. Specialist haulage equipment has now transported those girders to the site, where they will be assembled in a purpose-built area using 8,500 high-strength bolts, to make a 65-metre single span.

The assembled steel bridge structure, which will span the M42, will work in conjunction with a composite concrete deck to provide the overall bridge structure. Once the fully decked bridge has been completed, this 2,750 tonne structure will be moved into its final position over the motorway.

BIS M42 bridge span steels first delivery.

UK specialist engineering company Expanded has supported the bridge delivery for LM, with the modular supports for the bridge on either side of the motorway made offsite in Nottinghamshire by Explore Manufacturing.   

The two modular bridges are being constructed near the site of the new HS2 Interchange station, forming new connections to a triangle of land formed by the M42, A45 and A452. They are the first permanent structures to be built by HS2 and will span the M42 and A446 respectively, with a further two bridges to take roads over the new high-speed line. They are part of a remodelling of the road network in the area to divert the roads out of the way of the new HS2 line and at the same time connect the current road network to the new station.

Based at a 22-acre site in Darlington, Cleveland Bridge employs around 250 people, with the vast majority from the local area. The company also employs more than 15 apprentices, a number of whom have been working on the HS2 contract.

Bill Price, HS2’s head of enabling works, said: “It’s fantastic to see construction work stepping up a gear on the first permanent structures to be built by HS2, and to see how this work is creating jobs and opportunities for people right across the country. Businesses and employees in every region of the UK are helping to build HS2, and over 9,000 jobs are now supported by the programme, with 98% of over 2,000 contracts going to UK registered businesses like Cleveland Bridge.

“These highway works are a major project in their own right, involving construction workers, specialist engineers, designers and project managers. We’re utilising cutting edge technology and world-leading construction techniques such as this modular bridge design, to deliver the highest level of quality and efficiency as we build Britain’s new railway.”

Simon Russell, LMJV project director, added: “Digital design and offsite manufacturing have enabled us to develop these bridges virtually, and then assemble the components on site.  The beams will be assembled and then the concrete deck and parapets added to form the new bridge in a custom worksite beside the motorway. 

“We are using modular concrete components produced off site to form the deck and parapets, which improves programme reliability and reduces the amount of on-site working. The composite steel and concrete superstructure will be driven into place this summer.

“This is engineering innovation at its best – the assembly of high quality components, built in safe factory environments, and delivered to site when needed, mean less impact on the local community, fewer vehicle movements, and greater construction efficiency for the project. We’re proud to be at the heart of this landmark moment in HS2’s delivery.”

LNER chooses the innovative startups it will work with to improve UK rail travel

Futurelabs

As part of London North Eastern Railway’s innovation programme, LNER FutureLabs, the train operator will be working with five of the most innovative startups around the world to accelerate new projects to improve rail travel in the UK.

Startups were invited to pitch their pioneering ideas in three key areas;More Journeys, More Often, Personalised Customer Experience and Responsible Business. Following two consecutive pitch days with startups from around the world – all held via Microsoft Teams – the panel selected five successful start-ups to take forward:

  • QikServe, from Edinburgh, will be using their experience of digital self-service technology to help deliver an ‘at seat’ personalised customer experience;
  • Skignz, a global leader in augmented reality based in Middlesbrough, will be looking at how to create a personalised mapping and information experience for customers at and nearby LNER stations;
  • iomob, based in Barcelona, will aim to encourage more people to travel by train through the use of technology that supports better mobility;
  • Green City Solutions,from Berlin, will be working to provide clean air and healthy spaces for customers as part of LNER’s Responsible Business plan;
  • Sirenumwill also be looking at the area of Responsible Business through advanced systems management from their headquarters in London.

Danny Gonzalez, chief digital and innovation officer at LNER, said: “It was fantastic to hear from startups from as far away as North America and the Middle East about how they would apply their innovative approaches to the UK rail industry.

“There was tough competition, but we have selected five startups that will nowmove onto the next stage of the accelerator programme and to see some of the ideas start to come to life. They certainly have the potential to make a real difference to the lives of our customers, communities and colleagues.”

From next week the five successful start-ups will receive unprecedented access to LNER’s live operational environments and one-to-one mentoring from senior team members as they develop their proof of concepts. A Demo Day will then be held in Central London in September.

Next Transport Commissioner for London will be Andy Byford

Andy Byford. Photo credit: MTA

Andy Byford has been appointed as London’s new Transport Commissioner, following an international recruitment and selection process.

His most recent role was president and chief executive officer of New York City Transit Authority, where he was responsible for 50,000 staff and devised a $40bn five-year investment plan to renew the city’s transport system.

He will join TfL on 29 June, with the current Commissioner, Mike Brown, staying on until 10 July to hand over to Byford and aid his start in the role before he takes up a position overseeing the renovation of the historic Houses of Parliament.

Andy Byford (shown above, credit MTA), who is 54 years old and grew up in Plymouth, Devon, brings to TfL a track record of leadership and transformation within major urban transport authorities and has worked within a wide range of complex stakeholder and political environments in a transport career that has spanned over 30 years and three continents. As well as his recent leadership role in New York, his previous positions include:

Andy Byford.
  • Chief Executive Officer, Toronto Transit Commission, Canada
  • Chief Operating Officer & Deputy CEO, Rail Corporation New South Wales, Australia
  • Director of Operations, Southern Railway
  • Director of Safety and Operations, South Eastern Trains Limited
  • Various roles at London Underground Limited, where he started as a graduate trainee in 1989 before working his way up to General Manager – Customer Service for the Bakerloo, Central and Victoria lines

He takes up the post at a pivotal moment for the organisation and for London as TfL works to help the capital recover from the Covid-19 pandemic and support a safe and sustainable re-start.

The Mayor of London, Sadiq Khan, said: “’I’m delighted to confirm Andy Byford as London’s new Transport Commissioner. Covid-19 has had a profound impact on public transport in London but Andy brings with him a wealth of experience and expertise to lead TfL as it faces this unprecedented challenge.

“I look forward to working with Andy as we build a greener city with clean and environmentally-friendly travel, including walking and cycling, at the heart of its recovery.

“I would like to place on record my gratitude to Mike Brown for everything he has done for the capital since starting at TfL in 1989. I wish him the best of luck in his new role.”

Andy Byford responded: “I am delighted to be taking up the role of Commissioner and to have been chosen to lead the organisation where I started my transport career over 30 years ago. In the wake of the Covid-19 pandemic, all transport authorities around the world will need to reimagine how their services and projects contribute to the safe and sustainable re-start of the social and economic lives of the cities they serve. It is a huge challenge, but I know that Transport for London has some of the best people anywhere in the world and we will meet these challenges and will together help build an even better city for everyone.”

Siemens Mobility contracts DB ESG for additional ETCS installation design work

Siemens Mobility has awarded a contract to DB ESG for the vehicle installation design for the fitting of European Train Control System (ETCS) into the cabs of Class 60, 59,57 and 47 freight locomotives.

This follows on from the contract that DB ESG received back in June 2018 to provide the mechanical and electrical installation design for Class 66 freight locos.

03 MARCH 036 David Cross – 66097 at Port of Felixstowe

The work on these fleets forms part of Network Rail Digital Railway’s ETCS Freight Train Fitment Programme. Siemens Mobility has a contract with Network Rail for the provision of first-in-class design and fitment of Siemens’ ETCS Trainguard 200® on-board equipment onto the locomotives.

In turn, Siemens Mobility has sub-contracted DB ESG to provide the mechanical and electrical vehicle installation design and first-in-class support of a ETCS Level 2 on-board and TPWS/AWS solution. DB ESG has recognised expertise in freight locomotive vehicle engineering and is experienced in delivering complex fleet modification programmes.

Tim Steadman – 66027 London Gateway Train 4M92

Commenting on this announcement, DB ESG managing director Nick Goodhand said: “We have enjoyed the challenges of the Class 66 project and working closely with all the operators and associated stakeholders. We understand the cab space constraints, the importance of human factors and the complexity of freight vehicles, including the number of Class variants within each fleet type. We are delighted to be continuing our working relationships and thank Siemens Mobility for the faith that they have put in us through these additional orders.”

Barmouth viaduct to receive biggest restoration in its history

Network Rail is about to commence a £25 million upgrade of Barmouth viaduct to protect it for local people and visitors in the future.

A large number of the timber and metal elements of the Grade II* listed viaduct need replacing, as well as the entire length of track.

In order to reduce the impact of the work, it will take place over three years, with three shorter full closures of the 19th century viaduct, rather than one longer full closure. The first closure is planned for this autumn, when Alun Griffiths (Contractors) will begin the restoration of the bridge’s timber elements. Preparation work will begin in June.

Barmouth Viaduct.

Barmouth Viaduct was built in 1864 across the Mawddach on the Cambrian Coast line, between Pwllheli and Machynlleth. The only major timber‐built bridge still in use, it is 820 metres in length –  700 metres timber/120 metres metallic. The viaduct was originally built with a drawbridge on the northern end, but this was replaced with a steel swing bridge in 1900.

Network Rail’s route director for Wales and Borders, Bill Kelly, said: “Barmouth viaduct is one of the most celebrated and recognisable structures in Wales and is the only major timber-built bridge still in use.

“We are investing £25 million to give Barmouth viaduct the biggest upgrade in its history, protecting our industrial heritage and ensuring this vital transport link can continue to serve local people and visitors, when the time comes, for generations to come.

“We have been working closely with Cadw, Gwynedd County Council and other stakeholders over several years to develop our plans. I want to reassure the local community that we have adapted these plans to make sure we are following Government guidelines during the Covid-19 pandemic.”

Barmouth Viaduct – Aerial view.

James Price, Transport for Wales CEO, said: “I’m delighted that Network Rail are making this major investment in safeguarding the future of this iconic structure and the Cambrian Coast Line. This investment sits alongside our own investment in transforming services throughout the Wales and Borders network, including brand new trains and extra services for the Cambrian Coast Line in the years to come.

“We’re working collaboratively to ensure minimal disruption for our passengers while work takes place.”

RAIB published 2019 Annual Report

Staff image.

The Rail Accident Investigation Branch (RAIB) has released its 2019 Annual Report.

It was a busy year. During the period from 1 January to 31 December 2019, RAIB received 381 notifications of railway accidents and incidents from the industry. These resulted in 51 preliminary examinations.

As a result of the analysis of the information gathered, RAIB started 13 new full investigations and 10 safety digests. It also completed and published 17 full investigation reports.

It was also a sad year. In his introduction to the report, chief investigator Simon French wrote: “I am sorry to report that 2019 saw some major setbacks on the path to improved safety for railway employees. In July, all of us at RAIB were shocked to hear that two track workers had been killed by a train at Margam in South Wales. Three men were undertaking routine maintenance activities on a main line that was still open to traffic, and none saw the approach of the train until it was too late. We immediately deployed a team to site and launched our investigation.

“Our role is clear, to provide an independent investigation of the factors that led to the accident and the underlying management issues. I am determined that RAIB recommendations will promote the changes that are needed to make track worker deaths a thing of the past.

“The year 2019 ended on another sad note with the death of a train driver who was caught between two trains as he walked between them at Tyseley depot in Birmingham on 14 December 2019. On 8 April 2020, RAIB deployed to the site of another tragedy, a fatal accident involving a track worker who was struck by a train near Roade, in Northamptonshire. Our investigations are currently underway.

“My thoughts are with all those affected by these terrible accidents.”

While RAIB aims to publish reports and safety digests within 12 months of the date of occurrence,  the length of individual investigations can sometimes extend beyond this because of the complexity and scale of the investigation, late notification by the industry or the need to address complex issues raised during formal consultation. In 2019, the average time taken to publish full reports was 10.7 months from the date of occurrence.

RAIB also issued one interim report, 10 safety digests and one urgent safety advice notice during the year.

The sole purpose of RAIB investigations is to prevent future accidents and incidents and improve railway safety. RAIB does not establish blame, liability or carry out prosecutions.

Past lives: Chris White (1942-2020)

Chris White was the epitome of the dedicated railwayman. Born in 1942, his parents ran a market gardening business in the Devon village of Budleigh Salterton. He loved trains from an early age and on leaving school, he became a probationer (nowadays a trainee technician) based at Exeter on the Western Region of British Rail (BR). Chris soon got to grips with the rudiments of basic signalling and telecoms but learned more modern technology as part of the Bristol Power Box project.

On completion of his apprenticeship, Chris chose to specialise in telecoms and moved to Slough as a maintenance technician. He later became a telecoms works engineer and was involved in the provision of the Bristol-Paddington 4MHz transmission system.

In 1976, he became the telecoms maintenance engineer for the Southern Region based in Croydon. Chris soon realised that failures of main station indicators or public address equipment could cause chaos in rush hour, so set about creating a regional telecoms fault control based in Croydon. Staffed around the clock, it quickly revolutionised how telecoms was managed with the control room staff being able to prioritise faults and direct the telecoms technicians around the region.

In recognition of his achievements, he was promoted to the top telecom maintenance post at BR HQ, where he set about introducing the same standards for fault controls on a national basis.

During the mid-1980s, Mercury Communications became a competitor to BT (the public telecoms operator) with Mercury installing its own fibre cable network located on the railway and maintained by BR. The maintenance regime stipulated strict times for the repair of faults and financial penalties imposed if these times were not met. Chris and his team had to significantly improve the response times, and he was instrumental in the telecom group being BS 5750 (a quality management standard) registered.

With BR being privatised, a new division was created – BRT (British Rail Telecoms). The managing board was populated by people recruited from the wider telecom industry, but Chris was transferred to keep the railway communication networks functioning. Chris was never comfortable with the new arrangements, where safety and quality within BRT was initially only given lip service, and the continuity of providing telecom services to the new rail companies was never high on the agenda.

He retired from BRT before its sale to Racal Electronics, but Chris took the opportunity to use his undoubted skills in other ways. Working for Atkins, one of his first tasks was to assist Railtrack with the Year 2000 millennium data problems. Other projects included provision of a quality management system for Irish Rail, telecom documentation for the Channel Tunnel route from Waterloo, support to Metronet for the design of new telecom systems on LUL, advice to Network Rail in Scotland on migrating the track-to-train radio system to GSM-R, telecom systems for a major rail upgrade project in Denmark and, lastly, assistance and advice to Crossrail on telecom issues.

British Railways 2-6-4T Class Standard Four No. 80151 and train are seen at Horsted Keynes Station on the Bluebell Railway. Author PeterSkuce.

Alongside all of this, Chris pursued his love of railways and steam engines. Joining the Bluebell Railway (a heritage steam railway) as a volunteer, he became first a fireman and then a driver, enjoying a regular shift at weekends and a whole week of footplate work during the summer. The Bluebell soon realised he had other talents and Chris became the safety director, where introducing a safety management system was a challenge for a largely volunteer work force, but his personality and persuasive powers won through.

The Bluebell needed an infrastructure director to complete the extension northwards from Kingscote to East Grinstead and Chris rose to the challenge. The main obstacle was the excavation of rubbish from a filled-in cutting. Whilst the logistics of removing the waste material was hard enough, the planning, environmental and financial elements were equally difficult. Removing the rubbish by train was a nice touch and the extension duly opened on 23 March 2013.

Thereafter, Chris set to work on other projects, principally the carriage shed at Sheffield Park station and the even bigger OP4 (Operation Undercover 4) at Horsted Keynes, which includes a Heritage Skill Centre.

In 2017, Chris stepped back from infrastructure and reverted to safety director, only to be persuaded to take up infrastructure again in 2019 when it became vacant. During this time, he still worked for Atkins, supporting the main railway telecoms function.

From humble beginnings, Chris achieved much during his career and was an inspirational leader to those who worked for him. His ‘can do’ ethos will leave a legacy of successful projects and a fitting tribute to his memory. Chris died recently after a short illness and will be sorely missed.

RIA’s Update 111 now available

The Railway Industry Association (RIA) has published it latest quarterly magazine – Update 111.

Normally only available to RIA members, the Update covers a range of topics and issues related to the UK rail supply community.

Update 111 includes exclusive content:

  • A comment piece from Doug Oakervee, following the publication of his review into HS2;
  • Editorial from RIA Chief Executive Darren Caplan;
  • The latest on the rail supply community’s response to Coronavirus from RIA Policy Director Kate Jennings;
  • A special report on RIA’s 145th Anniversary Gala Dinner in February;
  • An article from Deb Carson of High Speed Rail Group;
  • Highlights from each of RIA’s functions – Public Affairs & Policy, Exports, Technical & Innovation and Events & Information;
  • And much, much more!

You can download a copy of the magazine here.

The Update is a quarterly communication for RIA members. If you are not a member and would like to find out more about joining, please contact Membership Engagement Manager Rose Gaber at [email protected] and on 07824 665007.

DRS Class 88 electric loco runs up the East Coast main line for the first time.

ECML 88 - C James Pilbeam

One of Direct Rail Services’ all-electric Class 88 freight locomotives has run up the East Coast main line for the first time.

Engineering work on the West Coast main line meant that DRS had to find a diversionary route from Daventry International Railfreight Terminal to Mossend Yard near Glasgow. This used to mean using diesel powered Class 66 locomotives, but the new path allows the entire journey to be powered by the overhead lines on the ECML.

David Robinson, deputy director of operations delivery for DRS, said: “This is a fantastic new route which enables us to utilise our excellent Class 88 locomotives as usual rather than replacing them with a diesel-powered engine.  

“Each freight train takes around 76 lorries off our roads and running on electricity allows the engines to be much more environmentally friendly and helps with our commitment to reduce CO2 emissions.

“We’re delivering vital goods across the length of Britain and this, over 400-mile, journey highlights the benefit of rail freight and the smart use of utilising our electrified rail network.”

ETCS trial goes ahead despite Covid-19

ETCS Vestibule

A team of railway engineers has successfully completed a suite of European Train Control System (ETCS) tests on an eight car GWR Class 387 train operating on the main line between Reading and Heathrow, despite the requirements of social distancing necessitated by the current Covis-19 epidemic.

The team was drawn from Porterbrook, PCMS, Great Western Railway, Bombardier and DB Cargo (supported by ROG) and was supported by Heathrow Airport Limited and Network Rail signalling teams along the route.

Forward facing CCTV.

To enable the tests to go ahead, innovative temporary remote monitoring equipment was installed, linking the driver’s cab with the passenger saloon where the testing team was located. Forward facing cameras were temporarily located in the train’s cabs, above the driver’s position, to relay the ETCS Driver Machine Interface (DMI) display back to the testing team located further down the train. Under ETCS, the DMI shows displays the train’s speed and movement authority to the driver.

A second camera located in the traditional ‘second-man’s’ position in the leading cab captured the infrastructure and signalling ahead to ensure there were no discrepancies between classic signals on the route and ETCS data feeds.

DMI camera.

In total 20 specific tests of the ETCS on-train and lineside equipment were completed over the weekend of the 1st – 3rd May. This means that ETCS operation on the Heathrow route remains on target for introduction later this year.

Mary Grant, CEO of Porterbrook, said: “The latest successful Class 387 ETCS proving run is a testament to what can be achieved when the railway industry works together. Despite the challenges of Covid-19, the team managed to safely maintain social-distancing and complete an exhaustive programme of tests in record time.

“My thanks to all our suppliers and partners for supporting this programme, which is a key to delivering enhanced capacity on services to Heathrow.”

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