RailLive 2017: Part 1 - D-Train review

My journey to RailLive this year started at 6:15am, took 4 hours and involved 4 changes of train just to get to small village called Honeybourne in Worcestershire, from there I would would catch the prototype D-train to RailLive. It was a long journey but ultimately worthwhile as I would be among the first passengers to ride VivaRail's prototype train.

D-Train waiting at a temporary platform built especially for RailLive at Honeybourne station. 
(click to enlarge)

Background

The D-Train or class 230 was the brainchild of Adrian Shooter who saw an opportunity to use rolling stock that was coming out of service and would have eventually been scrapped and instead give the stock a new lease of life, whilst at the same time providing much needed DMU (diesel multiple unit) rolling stock which the UK rail network is desperately short of.

In November 2014 Vivarail chaired by Mr Shooter purchased 150 driving motor cars and 300 carriages of London underground D78 stock which has since been replace by new S stock built by Bombardier. The idea being to combine these carriages to form 2 and 3 car trains, at the same time each of the drive motor cars would be fitted with diesel engines, converting them into self propelled DMUs.

When the project was first announced it faced heavy criticism from the media who labelled the trains as "London cast offs". It was to be expected with some of the trains dating back to 1978, it was never going to be popular idea with the mainstream media, who would need some convincing.

However from the moment I heard about this project I was a supporter, I'm a big believer in recycling (or in this case upcycling) and the UK was and still is facing a nation shortage of DMU rolling stock, a problem that will only get worse come 2020 when new rail vehicle accessibility standards come into force.

D-Train at the temporary platform at Long Marston

Technical information

The new class 230 units will come in either 2 or 3 car formations, each set fitted with 4 Ford Duratorq engines producing 200hp each, giving a power output of 400bhp per driving motor car. 

The 5 cylinder, 3.2 litre Duratorq engines which comply with IIIB emissions standards are fitted to commercial vehicles and Ford Ranger pickup trucks. By being "off the shelf" this helps to reduce costs and means the engines have a proven track record.

Each engine is married to a generator and placed into a cradle to form a powerpack. Each powerpack can be lifted in and out of place for maintenance, this helps to reduce maintenance cost and means the engines and generators can me maintained without the need for large depots or heavy lift facilities. 

The power output of 800ph per unit far outperforms a class 150 which only produces 572hp, in addition a 2 car class 150 weighs 70 tonnes, whilst a 2 car class 230 with its aluminium body weighs around 60 tonnes.

[update]

Since I wrote this article Vivarail have secured funding from the Government's accelerating innovation in rail competition, which aims to "support growth in national and international rail markets". The grant is in recognition of the developments the company has made in developing battery technology

VivaRail state that they are "on track to be the first UK manufacturer to build production battery trains." Which the company say are capable of operating for up to 120km between charge.

VivaRail hopes to produce the first fully certified battery train end of this year [2017].

For me information you can read VivaRail's press release here

The two powerpacks underneath each driving motor vehicle. 

Interiors

Each train is to be treated as an empty shell with train operating companies able to specify interiors which suits the particular needs of the routes which they will serve. The interiors will feature modem amenities like disable access toilets, charging points and wifi, and to the public will be no different to a brand new train. 

The prototype that was used on the shuttle between Honeybourne and RailLive had a number of seating configurations to show what is possible. 

Interior layouts, regional on the left high capacity commuter on the right

Verdict 

As a supporter of the projected since its inception you would expect a glowing report and yes that it was I am going to give this train. From a passenger perspective and having travelled on 6 production DMUs on that day alone I can honestly say you would not know you were on a train dating back to the 70s.

As someone who has been involved in campaigning for this train to provide a service on the line local to me, I can say that without doubt it would be far superior to the class 150s which currently serve on the line. 

The class 230 even with 2 engines per driving car was quiet and the acceleration was smooth. And even with the engines revving up to 3000 rpm under acceleration the sound was quieter and more refined than the tappety sounding engines fitted to 15Xs and even newer 170s and 185s.

Only slight niggles, perhaps the interior looked a bit bland, but its is only prototype and each train operating company is free specify any interior they wish. Also I could see daylight trough some of the door seals, but again this is a prototype and that could easily be fixed. 

Over all I am impressed with what has been achieved in such a short space of time and would be happy to be a regular passenger on this train.


These images and more are available by request, please e-mail Info@EngineeringFocus.co.uk

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Railtex 2017, rolling stock highlights

2017 feels like and important year for the rail industry with the go ahead given to construct HS2 between London and the West Midland and the start of the procurement process for the trains that will eventually run at speeds of up to 360km/h between between Birmingham and London from 2026.

It is clear that most of the biggest train builders are vying for the valuable £2·75bn contract to build the trains for phase 1, not just for the monetary value but also for the prestige of building what will become iconic trains within the UK. 

Alstom was keen to highlight the fact that they already play a key roll within the UK rail industry and employ 3200 people in the UK. Alstom was also keen to demonstrate innovations such the tilting class 390 Pendolino which cut journey times on the WCML and the trainscanner technology being used to inspect and spot potential problems with the Pendolinos that Alstom maintains.

Alstom has installed 2 Trainscannes in the UK which can detect problems that may occur with the Pendolino fleet.

Alstom is not the only contender who can claim to have a UK workforce and provide innovative solutions. Hitachi who are a relative newcomer to the UK rail market already employ 1000 people within the UK and are themselves introducing innovations to the UK rail network.

In the coming years Hitachi's AT300 or class 800/01/02's will soon be a common sight on the East Coast and Great Western lines and Transpennine Express routes. The 800 and 802 units will be able to operate under electric power from 25kv overhead lines, but crucially will also be able to operate on non-electrified routes thanks to the powerful MTU diesel engines that will be installed underneath the carriages.

Keen to highlight their reputation as a "key player in the development of the Shinkansen", Hitachi had what it is calling "the British bullet train" on display which is aimed squarely at HS2.

Model of the AT400 "British bullet train" on display

Chinese CRRC Corporation had yet again brought it's own delegation to the UK with a wide array of rail vehicles on display, it is clear they are keen to enter the UK rail market. Although they have not yet sold any trains to the UK, I wouldn't rule them out for HS2, CRRC has experience building 380km/h trains for the extensive Chinese high-speed network. 

The CRRC display with an example of the high-speed EMU on offer

In non-HS2 related news, another relative newcomer the the UK rail market, Stadler had a number of trains on display, some that are already on test within the UK and others that we will soon see arriving into the UK.

As someone who frequently uses Merseyrail network I was excited to take a look at the new trains that will replace the ageing class 507/8 fleet. The new EMUs designed specifically for the Merseyrail network will provide step free access (a first for the UK classic network) and will be able to carry more passengers. The trains will also be lighter, more energy efficient and importantly more reliable. 

As well as providing 52 new trains Stadler will also be upgrading and refurbishing the maintenance facilities at Kirkdale and Birkenhead North.

Model showing the step free design used for the new Merseyrail units.

Stadler will also be providing 378 carriages for Abellio East Anglia based on the FLIRT multiple unit. The order includes 38 bi-mode units which will be able to operate on non-electrified lines.

FLIRT which was a big hit in Switzerland will soon be coming to the UK

The fact that a number of train builders are now keen to show what they can bring to the UK rail market shows that there is confidence in the UK that wasn't there perhaps 3 or 4 years ago. There are challenges ahead, especially surrounding the delayed electrification programme, but companies are willing to invest in solutions to meet those challenges. 

I am looking forward to getting a chance to ride and documenting the many new trains which will be coming to the UK over the next 5 years. 

Mersey Gateway Project (Spring 2017 update)

The Mersey Gateway project has now been under construction for almost 3 years and is due to be completed on time later this year.  The bridge itself is taking shape and on the 10th of March (2017) construction of the bridge deck had reached the half way mark.

The cable stayed bridge spans have been inching out across the Mersey since Autumn 2016, with 6 bridge sections being built simultaneously. Each of the 3 bridge pylons supports 2 'form travellers' which act as giant moulds into which concrete is poured.

The image below shows a close up of one of the form travellers making its way out across the River Mersey. The traveller rests on the previously constructed bridge section, the main form then extends out over the river.  Before the concrete for each new section can be poured the form is fitted out with steel rebar, an internal form to create a hollow cavity within the bridge and an anchor point on to which the stay cable will attached.

Once the stay cable is attached from the pylon to the anchor point the concrete to form the new bridge section can be poured. The total length of the main bridge span will eventually be 1000 metres in length.

The bridge will be supported by 146 stay cables connected to the 3 pylons with each cable containing 91 individual steel stands encased in a protective outer casing. In total 810 miles of steel strands will be required to support the 53,000 tonne structure. 

The images below shows progress on the bridge as of March 2017.

Southern pylon (Runcorn)

Central pylon

Northern pylon (Widnes)

View of all 3 pylons and deck spanning the River Mersey (click to enlarge)

The approach viaducts to the main bridge are also progressing well, MSS (Movable Scaffold System) Trinity which was being used to construct the approach viaduct on the Widnes side of the river is now in the process of being dismantled. The 'wing traveller' which is being used to widen the viaduct to final width was approaching the final span in March 2017.

Meanwhile on the Runcorn side of the Mersey MSS Webster which crossed the Manchester Ship Canal in December 2016 has almost completed construction of the southern approach viaduct. 

Wing traveller working its way across the northern approach viaduct

MSS Webster continues work on the southern viaduct

Another key milestone was reached on the 29th of March this year (2017) when the final beam was installed on the Astmoor Bridgewater Viaduct, which in itself is a massive feat of engineering. The image below taken in August 2016 shows the scale of the viaduct under construction at Astmoor. 

Work on the existing road connections is progressing well with key elements already complete such as the new roundabout for the M56. I will update on the progress of the road connections in the coming months prior to completion which is still set for Autumn this year (2017)

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Building a new North South railway - Part 2

In part of one of this series of blogs I wrote about the the likely methods that will be used to undertake the ground works in rural areas for HS2. In this second part I will investigate the bridge structures required and how disruption to the existing road network can be minimised.

One of the most common structures that will be built will be road overbridges. For HS2 phase one a large number of road overbridges will have to be constructed although I was unable to ascertain the exact number.

Luckily for motorists and local residents most bridges can be constructed with limited disruption to the road network. Many bridges are now constructed away from the existing road, this allows the road to remain open throughout the majority of the construction process.

A new bridge being constructed away from the existing road that it will replace for the A556 project 

If the bridge must be constructed on the original alignment of the road, a new temporary road alignment can be constructed, again reducing the need for road closures. Usually the only times when roads are required to be closed is during the "tie-in" process, this is when the existing road is connected to the new road alignment.

Building road overbridges is relatively straight forward and are usually constructed in 1 of 2 ways. if the railway is to pass under the road in a cutting then the ground to one side of the existing road is excavated down to required the final depth.

After the earth is excavated foundations can sunk and the construction of the bridge can begin. Concrete reataining walls and piers will be constructed onto which the new road deck will be placed. Piers and walls can either be poured into moulds in situ or can take the form of pre-cast sections made off site and then lifted into position.

In the images above you can see the new bridge that has been constructed inside the cutting, beyond that the earth mound at the time supported the existing road. Once the road was diverted over the bridge the earth mound was removed to continue the cutting. 

The image below shows a nearly completed bridge taken from the existing road which remained open throughout the majority of construction.

The second method is used where the railway will run at level to the existing road, in this case the road is raised to cross the line. With this method the building of the bridge structure is the same, however earth is built up onto retaining walls either side of the bridge onto which the new road alignment is constructed.

In the image above the new road is level at the point where it crosses with and existing road, in this case the bridge was built at the same level as the existing road. Earth was built up either side of the bridge to create gentle slopes up to the bridge. The existing road was then diverted up and over what would later become a new grade separated dual carriageway. 

Minimising disruption to  motorists and local residents will be paramount for HS2 as it is for any large engineering project. Fortunately civil engineering companies are well versed in building this sort structure and a great many have been constructed for road and rail projects up and down the country.

In the third part of this series I will look specifically at how HS2 will cross and intersect with existing railway lines. The method used for crossing railways is similar to that of roads, however different standards must be observed and some different techniques employed.

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A556 opens

On the 6th of February 2017 the A556 opened to traffic,  the new road linking the M56 near to Altrincham to the M6 close to Knutsford will ease congestion along this busy corridor which provides access for motorists from South Manchester who wish to access the M6.

For more information about the project click here

Rather than describing the route and displaying images I thought it would be best if I simply drove along the new route, starting at the M6 junction 19 and finishing at the M56 junction 8 heading eastbound.

Enjoy!

Turn ON subtitles (CC) for route description 

It appears that there have been some issues with the traffic lights at Junction 19 of the M6, with motorists reporting increased congestion. A statement was posted on the A556 Facebook Page stating that engineers are currently monitoring the phasing of the lights.

"........ It became obvious during the peak periods of traffic on Monday afternoon and Tuesday morning that there is still an issue with the traffic signals.

Highways England apologises for the disruption that this has caused and currently have engineers on site investigating the issue. They have identified a fault which they hope to resolve shortly and which will return the traffic signals to full working order."

I will update on the de-trunking works in a few months, this final phase will provide improved cycle, pedestrian and equestrian access along the B5569 (Old A556).

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Manchester Second City Crossing 2CC

Manchester's latest Metro line is due to open on Sunday (26th Feb), the line known as Second City Crossing or 2CC will ease congestion through the city centre and allow more services to be routed though Manchester Victoria.

Work began on the new line in 2014 and coincided with the rebuilding of Victoria Station, the re-modeling of Metrolink platforms and the tracks leading into the station. A new junction was constructed at the southern entrance to Victoria with the new line leading down Corporation St.

The new line begins at Lower Mosley Street, runs through St Peter’s Square, before turning left down Princess Street and then heading along Cross Street and Corporation Street before re-joining the existing line just outside Victoria.

Tram stands at the new St Peter's Square platform

To accommodate the new line St Peter's Square has been completely remodeled, a third line has been added on Lower Mosley Street and a 3rd platform built at St Peter's Square. The square itself has been repaved and during my visit was still in the process of being refreshed.

New platforms at St Peter's Square

New junction and track heading toward Lower Mosley Street 

Services actually began operating along part of the route back in Dec 2015 when the link between Victoria and the new Exchange Square stop opened to the public. Since then trams have been turning back under the  the Arndale footbridge. 

From Sunday 26th of Feb trams will continue under the footbridge and head straight towards St Peter's Square, bypassing the congested city centre and providing new service opportunities. 

End of the line until Sunday 26th of Feb

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Ordsall Chord - key milestone

It has been almost a year since I first wrote about the Ordsall Chord project which once complete will connect Manchester Victoria and Piccadilly stations for the first time.

Tuesday (21st Feb) was a particularly important day as the steel arch which will carry part of the chord over the River Irwell was lifted into place. There were plenty of press and media in the area to report on this key milestone.

The lift of the 600 tonne arch began at around 5am (21st Feb), it was expected that the lift would commence later however the weather reports coming in showed high winds for later on in the day.

The lift viewed from Irwell Street

The lift required 2 Liebherr crawler cranes, the smaller of which is rated at 750 tonnes, the other which is also the biggest movable crane in the country is rated at 1350 tonnes.

By 10am the arch had been lifted into position over the bridge deck however had not been fully lowered into its final position. At one end of the arch (pictured below) engineers were ready to connect the arch to pre-positioned end sections. If you enlarge the picture you can see the gap still remaining through the scaffolding.

The other end of the arch was ready to be lowered and secured onto spherical bearings which will allow for expansion and contraction.

I had hoped to see the final connections being made, however I was informed that lowering the final few inches could take a number of hours as measurements were checked (and re-checked) and engineers prepared to secure the arch.

As the forecast inclement weather rolled in I left with still about 6 inches left to go before the arch would be in its final position. If the engineer I spoke to was correct it may not be fully in place until 10pm. As was the arch finally touched down at around 6pm (21st Feb)

The arch will be secured with temporary bolts to hold it into position, the horizontal tension cables supporting the arch shape will then be released.  

The horizontal tension cables connected to stand jacks were used to hold the arch in shape until it is finally in place and connected. If the cables had not been attached the arch would have flattened out and would not have fit into the gap.

Temporary bolts will support the arch in place for around a month whilst each end of the arch is welded to make the final physical connection. It will also take around a month to attach the hangers which will connect the arch to the bridge deck. Currently the bridge is supported underneath by temporary supports until the arch and bridge are joined.

Network Rail say that the chord will be open in time for services to begin operating in Dec 2017, so hopefully my next report will from one of the first services to cross the chord in late 17.

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