tag:blogger.com,1999:blog-25751907208386225122024-02-19T08:53:09.773+00:00Engineering FocusEngineering, transport and construction - news, features and photography.Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.comBlogger111125tag:blogger.com,1999:blog-2575190720838622512.post-59713892205094695462023-11-05T14:00:00.003+00:002023-11-05T14:23:24.525+00:00HS2 Thame Valley Viaduct, first beams lifted into place<p><span style="color: #0e101a; font-family: arial; font-size: medium;">Text edited from a script I wrote for a video which can be found <a href="https://youtu.be/vAWvZml0Lkw" target="_blank"><b>here</b></a></span></p><p><br /></p><p><span style="font-family: arial; font-size: medium;"><span style="color: #0e101a;">At 880m long and only 3m high the Thame Valley Viaduct in Buckinghamshire won’t be as impressive as the Colne Valley Viaduct in Denham. However, the way in which it is being constructed will make the viaduct pioneering, at least here in the UK.</span></span></p><p><span style="color: #0e101a; font-family: arial; font-size: medium;">The viaduct will pass over a large floodplain to the west of Aylesbury that is situated between the A41 and A418. Trying to build a viaduct that is almost a kilometre long within a floodplain provides a whole host of challenges, which is part of the reason why the viaduct is being constructed in the way that it is, using prefabricated elements for much of the viaduct's structure.</span></p><p><span style="color: #0e101a; font-family: arial; font-size: medium;">In order to build the viaduct an access road first had to be constructed, which had to be strong enough to allow cranes, ADTs (articulated dump trucks) and excavators to pass over it, but could not contaminate or block the flow of water.</span></p><p><span style="color: #0e101a; font-family: arial; font-size: medium;">Therefore several culverts were installed underneath the road to stop it from becoming a dam, in addition, the base for the road was made with coarse stone, which was free of fine material that would otherwise reduce permeability and could contaminate the water.</span></p><p></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgMqUawViGfqKH7UKocUgDIeygYDOViJHCvS8hInsJVg-2Pa4MEmMTzRZgb3JLDyZ-lzbF_XOjwXE8fnKJ3nxJdXm1J-qwNRrDJ_jDAsj8ag6Ieq2s1jtw2sJLQBybxJComkQ1F4RHiqCo5ZRIoRgY8iIqi0LTCa4pOg7SOmmyFgylQh93AGYff3Opjjcc/s1606/Thame%20Valley%20Viaduct%20bower.JPG" style="margin-left: 1em; margin-right: 1em;"><span style="font-family: arial; font-size: medium;"><img border="0" data-original-height="832" data-original-width="1606" height="208" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgMqUawViGfqKH7UKocUgDIeygYDOViJHCvS8hInsJVg-2Pa4MEmMTzRZgb3JLDyZ-lzbF_XOjwXE8fnKJ3nxJdXm1J-qwNRrDJ_jDAsj8ag6Ieq2s1jtw2sJLQBybxJComkQ1F4RHiqCo5ZRIoRgY8iIqi0LTCa4pOg7SOmmyFgylQh93AGYff3Opjjcc/w400-h208/Thame%20Valley%20Viaduct%20bower.JPG" width="400" /></span></a></div><span style="font-family: arial; font-size: medium;"><br /></span><div style="text-align: center;"><span style="color: #0e101a; font-family: arial; font-size: medium;"><i>A bowser carrying diesel driving over part of the Thame Valley haul road</i></span></div><p></p><p><span style="font-size: medium;"><span style="color: #0e101a; font-family: arial;">T</span><span style="color: #0e101a; font-family: arial;">he road which has been constructed to a height of approximately 1.8m is a feat of engineering in itself, but is only temporary and will have to be removed once the viaduct is complete.</span></span></p><p><span style="font-size: medium;"><span style="color: #0e101a; font-family: arial;">With the completion of the haul road work could begin on the difficult task of trying to sink piles and excavated material for a pile cap within a floodplain. </span><span style="color: #0e101a; font-family: arial;">The pile cap is a steel-reinforced concrete box which sits on top of the piles and is used as a base to support the piers. There are typically three piles underneath each cap, which have been sunk to a depth of 45m to provide a solid foundation for the piers and ultimately the viaduct to rest on.</span></span></p><p><span style="color: #0e101a; font-family: arial; font-size: medium;">Before earth could be excavated for the pile cap a cofferdam had to be constructed, which used sheet piling that was driven into the ground. The earth was then excavated to the top of the piles before a mould was placed inside the hole into which steel reinforcement was placed and concrete poured.</span></p><p><span style="font-size: medium;"><span style="color: #0e101a; font-family: arial;">T</span><span style="color: #0e101a; font-family: arial;">he construction of the haul road and pile caps is interesting, but not particularly groundbreaking. The pioneering part began when the construction of the viaduct's structure commenced, as it is thought that this will be the first time that a viaduct in the UK has been constructed almost entirely out of pre-fabricated sections. This includes the steel reinforcement cages for the pile cap, the concrete piers and concrete beams used to support the deck, as well as elements of the deck.</span></span></p><p><span style="color: #0e101a; font-family: arial; font-size: medium;">The 68, three-metre tall concrete piers that each weigh 42 tonnes and 72 concrete beams that weigh 97 tonnes have been constructed 90 miles away on the Isle of Grain by PACADAR.</span></p><p></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg7rTOo1L8eFMzFBO5w5zdObigMl_hzMLuDJFnvZYbQit-qroiLevjR6IlaO6o7Bc-A_QeIgSxJHbMGqfEej9gZnoCPVRHucKIeeaBjtUyZpgPgOGVK4O2Wk3fcanjTyDZ1v7ugL0olB3br6gnEGJUu-YMH6cKCJyVpa_WevxC_6niKRXMnt4oBjeOiE-c/s1600/Thame%20Valley%20Viaduct%20pier%20lift%2002.JPG" style="margin-left: 1em; margin-right: 1em;"><span style="font-family: arial; font-size: medium;"><img border="0" data-original-height="1114" data-original-width="1600" height="279" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg7rTOo1L8eFMzFBO5w5zdObigMl_hzMLuDJFnvZYbQit-qroiLevjR6IlaO6o7Bc-A_QeIgSxJHbMGqfEej9gZnoCPVRHucKIeeaBjtUyZpgPgOGVK4O2Wk3fcanjTyDZ1v7ugL0olB3br6gnEGJUu-YMH6cKCJyVpa_WevxC_6niKRXMnt4oBjeOiE-c/w400-h279/Thame%20Valley%20Viaduct%20pier%20lift%2002.JPG" width="400" /></span></a></div><span style="font-family: arial; font-size: medium;"><br /></span><div class="separator" style="clear: both; text-align: center;"><span style="font-family: arial; font-size: medium;"><span><i>Ends of the beams sitting on top of the pre-case concrete piers</i></span>.</span></div><p></p><p><span style="font-size: medium;"><span style="color: #0e101a; font-family: arial;">Using prefabrication in a controlled environment has allowed the bridge design to be improved which it is thought will save as much as 19,000 tonnes of concrete. </span><span style="color: #0e101a; font-family: arial;">In addition, it will cut down the number of lorry movements required, with each beam transported on a single vehicle, which would otherwise require as many as five, four-axle lorry loads of materials to be delivered to the site.</span></span></p><p><span style="font-family: arial; font-size: medium;"><span data-preserver-spaces="true" style="background-attachment: initial; background-clip: initial; background-image: initial; background-origin: initial; background-position: initial; background-repeat: initial; background-size: initial; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">The 42-tonne piers alone would have required the equivalent of around two, 12m</span><strong style="background-attachment: initial; background-clip: initial; background-image: initial; background-origin: initial; background-position: initial; background-repeat: initial; background-size: initial; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">3</strong><span data-preserver-spaces="true" style="background-attachment: initial; background-clip: initial; background-image: initial; background-origin: initial; background-position: initial; background-repeat: initial; background-size: initial; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> cement mixers worth of concrete to be delivered to the site. In addition, using prefabrication means fewer workers are needed on site which further reduces vehicle traffic in the area.</span></span></p><p><span style="color: #0e101a; font-family: arial; font-size: medium;">The first piers were installed in June this year (2023) and so far 36 have been installed. With the piers now installed the first beams are beginning to be placed on top.</span></p><p><span style="color: #0e101a; font-family: arial; font-size: medium;">The lift was carried out using two crawler cranes, one with a lifting capacity of 300 tonnes and another with a 350 tonne capacity. The cranes worked in tandem to first lift the beam from the transporter and then slew the beam into place on top of the piers.</span></p><p></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjLSZGWi5sagF7d1W9IzG_UCpDKv_UOl84cw4AJ8ZeabAcb9rjT8zdALLfFvFr0Sw_l6S2TqvWBAIkrc1_ENCyzwSc0vH0DwRNyLXlRtn6uf4T1JMV11SueqK6K0HqqYY-uOq4AFlzc5sxGtI05crs_uGTamulqAZ0qlTGSI28e3uijfhoBUPmbhSwa_Pk/s1600/Thame%20Valley%20Viaduct%20pier%20lift.JPG" style="margin-left: 1em; margin-right: 1em;"><span style="font-family: arial; font-size: medium;"><img border="0" data-original-height="1038" data-original-width="1600" height="260" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjLSZGWi5sagF7d1W9IzG_UCpDKv_UOl84cw4AJ8ZeabAcb9rjT8zdALLfFvFr0Sw_l6S2TqvWBAIkrc1_ENCyzwSc0vH0DwRNyLXlRtn6uf4T1JMV11SueqK6K0HqqYY-uOq4AFlzc5sxGtI05crs_uGTamulqAZ0qlTGSI28e3uijfhoBUPmbhSwa_Pk/w400-h260/Thame%20Valley%20Viaduct%20pier%20lift.JPG" width="400" /></span></a></div><span style="font-family: arial; font-size: medium;"><br /></span><div style="text-align: center;"><i style="color: #0e101a;"><span style="font-family: arial; font-size: medium;">Lift off, the 97 tonne beam being slewed into place</span></i></div><p></p><span style="font-family: arial; font-size: medium;">Each of the viaduct's 36 spans will require 2 beams, with spans of between 20 and 25 metres. It is hoped that a beam one will be lifted into place each day, weather permitting.</span><p><span style="color: #0e101a; font-family: arial; font-size: medium;">Once installed the beams will be post-tensioned to the adjoining beam, using short threaded bars that will be slotted into holes within the ends of the beams.</span></p><p><span style="color: #0e101a; font-family: arial; font-size: medium;">Once several beams have been installed the deck sections will be lifted into place on top of the beams. The bridge deck will be constructed using pre-assembled panels, which will be covered in a final layer of concrete that will be poured in situ to form a continuous concrete deck. The deck will support pre-cast slab track sections which will in turn support the rails.</span></p><p><span style="color: #0e101a; font-family: arial; font-size: medium;">Although the piles, pile cap and top layer of the deck are being poured in situ, it is the use of prefabrication for the beams, piers and sections of the deck and slab track that make the construction of this viaduct unique within the UK.</span></p><p><span style="color: #0e101a; font-family: arial; font-size: medium;">So whilst it may not get as much attention as the Colne Valley viaduct, The Thame Valley viaduct is no less important and is helping to push the boundaries of UK construction.</span></p><p><span style="color: #0e101a; font-family: arial; font-size: medium;"><br /></span></p><div style="text-align: center;"><span style="font-family: arial; font-size: medium;"><b><a href="https://twitter.com/EngFocus">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w">Youtube</a></b></span></div><p><span style="color: #0e101a; font-family: arial; font-size: medium;"><br /></span></p><p><span style="color: #0e101a; font-family: arial; font-size: large;"><br /></span></p><p style="background-attachment: initial; background-clip: initial; background-image: initial; background-origin: initial; background-position: initial; background-repeat: initial; background-size: initial; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></p>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0tag:blogger.com,1999:blog-2575190720838622512.post-37138401077165181522023-09-05T10:53:00.003+00:002023-09-05T10:54:37.348+00:00East West Rail progress, August 2023<p> </p><div class="separator" style="clear: both; text-align: center;"><b><span style="font-family: arial; font-size: large;">East West Rail progress, August 2023</span></b></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/Sn89di1T-ek" width="320" youtube-src-id="Sn89di1T-ek"></iframe></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><br /></div><b style="color: #ffa400; font-family: arial; font-size: large; text-align: center;"><p></p><div class="separator" style="clear: both; text-align: center;"><a href="https://www.redbubble.com/people/EngPhotography/explore?page=1&sortOrder=recent" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="100" data-original-width="400" height="100" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhDyIb0SVg5BMjUpFK1kRU4fEAbMetHiXqXRCG8_--PkBriVKuPTrk1-1xHPHvGe6ErTtx1rzxO7zr3Mv442sZrAaGnssUVQLOnq5o2ZTxabvcFo0N-KFnflpvq6ed6UX4S3QRpUDTY0X6t_ezGLJ-Heu4QygKjLPfGR3z8R7zHy9JvWDAaiYYvowOpEJ0/w400-h100/Rail%20photog%20banner.jpg" width="400" /></a></div><b><p><b><br /></b></p><span style="font-family: arial; font-size: large;"><div style="text-align: center;"><b style="font-size: large;"><b><span style="font-family: arial; font-size: large;"><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></b></b></div></span></b><p></p><p><br /></p></b><p></p>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0tag:blogger.com,1999:blog-2575190720838622512.post-9951024343467731002023-02-15T18:11:00.005+00:002023-02-17T11:55:36.283+00:00Re-blog: Improving links between North West England and North Wales<div><span style="font-family: arial; font-size: medium;">A version of this article was published in <a href="https://www.railmagazine.com/" target="_blank"><b>Rail Magazine</b></a> in December 2021</span></div><span style="font-family: arial;"><div style="font-size: large;"><span style="font-family: arial;"><br /></span></div><span style="font-size: large;">As someone who lives on the Wirral and frequently travels to North Wales via the A494 through Queensferry, and has been a committee member of the </span><a href="https://www.wbrua.org/" style="font-size: large;" target="_blank">Wrexham-Bidston Rail User's Association</a><span style="font-size: large;"> for a number of years, I'm well aware of current poor transport connections between North West England and North Wales. The bridge which carries the A494 over the River Dee and on to the A55 was used by 60,000 vehicles a day before the Pandemic. So, knowing how busy the A494 can get, particularly during school holidays and on Fridays before bank holidays when people flock to North Wales, I supported a proposal to build a new link road from the A548 Flintshire bridge to the A55, a proposal known as the "</span><a href="https://engineeringfocusblog.blogspot.com/2017/07/a494-to-a55-improvement-proposals-part-1.html" style="font-size: large;" target="_blank">Red Route</a><span style="font-size: large;">". </span><br /><br /><span style="font-size: large;">You may be wondering what if anything roads have to do with railways? Well, recently my support for the "</span><a href="https://engineeringfocusblog.blogspot.com/2017/07/a494-to-a55-improvement-proposals-part-1.html" style="font-size: large;" target="_blank">Red Route</a><span style="font-size: large;">" has started to wane, especially as awareness of the climate emergency has grown. However despite the pandemic, the A494 often still gets incredibly congested and in 2020 particularly with many people holidaying in the UK, it seemed as if the A494/A55 was busier than ever. Even so, the Welsh Government may be right to cancel the "Red Route". But it does beg the question, how are the aims of the Union connectivity review which was published in December 2021 going to be delivered if not by upgrading road connections? The report led by Sir Peter Hendy sought to identify ways of improving connectivity between the 4 UK nations and recommended that the Westminster works “with the Welsh Government to undertake a multimodal review of the North Wales transport corridor”</span><br /><br /><span style="font-size: large;">The four-lane bridge which carries the A494 over the River Dee is set to be replaced, with work due to begin in 2024/25 and as the proposal falls under renewals is not subject to the same environmental review as the Red Route. The bridge replacement will see an additional lane in each direction added to the A494 which may relieve congestion in the short term. However, the only long-term solution to improve links would be to build the new link road to the A55. </span><br /><br /><div class="separator" style="clear: both; font-size: large; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRNIawaU9rNbLYd9rb5UUuEa0f1KLJwNLyu6kLPz34Wb5xj52v_Mikbuk4yULkZ3zteayVuPd2iwW_DI2cTC0KWDcrSAsRtbz4HpH8P1NazH-VhRuH_dOKlrgtdLhzVMC8_bGHNpU5MWeeFk4hLYkS5abtACb8lbH-SbczDeaWbFgvAHM2wlWxY0Pa/s2600/Union%20Connectivity%20Review%20North%20Wales%20Map.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1200" data-original-width="2600" height="185" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRNIawaU9rNbLYd9rb5UUuEa0f1KLJwNLyu6kLPz34Wb5xj52v_Mikbuk4yULkZ3zteayVuPd2iwW_DI2cTC0KWDcrSAsRtbz4HpH8P1NazH-VhRuH_dOKlrgtdLhzVMC8_bGHNpU5MWeeFk4hLYkS5abtACb8lbH-SbczDeaWbFgvAHM2wlWxY0Pa/w400-h185/Union%20Connectivity%20Review%20North%20Wales%20Map.jpg" width="400" /></a></div><div style="text-align: center;"><i>Map showing the road and rail links between England and North Wales</i></div><br /><span style="font-size: large;">If new roads aren't the answer then the only other alternative is to improve rail links between the two nations, which are the North Wales Coast Line, the Wrexham-Bidston (Borderlands) Line and Shrewsbury-Chester Line. The latter was recently partially re-double between Chester and Wrexham General, however, the Wrexham-Bidston and North Wales Coast Line are in dire need of upgrades and are currently underutilised. The hourly Transport for Wales service from Manchester to North Wales is often crowded and fares are relatively expensive, also the hourly service on the Borderlands Line isn't viewed as a reliable means of travelling between North East Wales and Liverpool.</span><br /><br /><span style="font-size: large;">North Wales Coast services will be given a boost in December 2023 when TfW plans to introduce an hourly Liverpool to Llandudno service which will use new <a href="https://youtu.be/VqJe1lYrCgM" target="_blank">Class 197 DMU</a>s that are now being introduced. The CAF-built units are being introduced on TfW's long-distance service, such as Manchester to Llandudno Junction and Manchester to South Wales. The introduction of <a href="https://youtu.be/VqJe1lYrCgM" target="_blank">Class 197</a>s and rakes of Mk4 carriages will allow TfW to operate five-car trains between Manchester and South Wales, but TfW is yet to decide if the new stock will allow the operator to improve capacity between Manchester and North Wales. If passengers travelling between Manchester and North Wales are to benefit from the introduction of new units then TfW must operate more four-car (2x2) or three-car services as a minimum. Even in this post-pandemic era, operating two-car trains between Manchester and North Wales is simply unacceptable. </span><br /><br /><div class="separator" style="clear: both; font-size: large; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhX02NDtOqLlkPVgpqfMX1_xYqjSFoCgSVUEPm3FUmkDwKqwPak6YuzSDYXh7AECB2fEUqYCh7wOqFwUfbBYFwKjmaBIQju-bR6BnRjk1g02VVLmiqnMvU6Ao1qS14nK-WpnC60lSD2cMdmKHY4MtNJVdt63K9YcBg7n1JHggQDMHXdzhs6YIaaYKa/s1600/2022%2007%2001%20TfW%20197%20002%20at%20Chester%20Station%20C%20Howe%2003.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="993" data-original-width="1600" height="249" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhX02NDtOqLlkPVgpqfMX1_xYqjSFoCgSVUEPm3FUmkDwKqwPak6YuzSDYXh7AECB2fEUqYCh7wOqFwUfbBYFwKjmaBIQju-bR6BnRjk1g02VVLmiqnMvU6Ao1qS14nK-WpnC60lSD2cMdmKHY4MtNJVdt63K9YcBg7n1JHggQDMHXdzhs6YIaaYKa/w400-h249/2022%2007%2001%20TfW%20197%20002%20at%20Chester%20Station%20C%20Howe%2003.JPG" width="400" /></a></div><i><div style="text-align: center;"><i>Class 197 002 on display at Chester Station</i></div></i><br /><span style="font-size: large;">TfW also plan to introduce a new Liverpool to Shrewsbury via Wrexham General service from December 2024, which will be extended to Cardiff every two hours. The Liverpool to Shrewsbury will be an extension of the current Liverpool to Chester via Halton Curve service and be coupled to the Llandudno service as far as Chester, where the two units will split, with one unit going to Llandudno, whilst the other travels to Shrewsbury/Cardiff. The Llandudno service is set to begin in December this year (2023), whilst the Shrewsbury/Cardiff service isn't due to commence until December 2024 and is subject to capacity improvements being completed between Wrexham and Shrewsbury. </span><br /><br /><span style="font-size: large;">As well as improved connectivity between Liverpool and North Wales the new service to Llandudno will also improve connectivity at Shotton, as currently, only one North Wales Coast service per hour calls at Shotton low-level and one Borderlands Line train per hour calls at high-level. With two trains per hour calling at both high-level and low-level the interchange possibilities between the two lines will be vastly improved. </span><br /><br /><span style="font-size: large;">Whilst the Borderlands line isn't currently viewed as a reliable means to travel between Liverpool and NE Wales, the line will hopefully see improvements as the delayed increase in the frequency of the service from one, to two trains per hour is finally set to begin this year. Thankfully the ORR has settled the dispute between TfW who wanted to increase the frequency and GBRf who wanted more freight paths into the cement works at Padeswood. However, a proposed compromise will see gaps in the half-hourly service during the day to allow freight movements into and out of Padeswood. </span></span><div><span style="font-family: arial;"><span style="font-size: large;"><br /></span></span></div><div><span style="font-family: arial;"><span style="font-size: large;">The only thing holding up the half-hourly service now is the entry into service of the much-delayed <a href="https://youtu.be/31Z37oaLKuw" target="_blank">Class 230</a>s, which have been dogged by technical issues, the Pandemic and last year the unit's manufacturer going into administration. However, TfW who owns the <a href="https://youtu.be/31Z37oaLKuw" target="_blank">Class 230</a>s seems to have come to an agreement regarding maintenance and <a href="https://youtu.be/31Z37oaLKuw" target="_blank">Class 230</a>s which have once again started driver training on the line. In addition to the gaps during the day, the additional service will be a skip-stop service and will cut out a number of stations between Gwersyllt and Shotton. This isn't to do with freight however, but based on concerns about hitting a specific reliability target, as the turnaround of the current service is already very tight. </span><br /><br /><div class="separator" style="clear: both; font-size: large; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjq4HM3wuXHp3PtXmyFY9obTrV1o3qMZsBH8kdZFwniES8rd-oi0a4kWHFOpcJN4yLrnyO_nLfoN1tpaqXTlH6J45nwtL9qTqki95h4SoJanWa3AX1aed6rTcXED7f-QKUHVf6C7emW7XgmQOPwQup4eVdv71znaW7M4I9MKXVOH1GIPv9R3yZYSPBr/s1600/Transport%20for%20Wales%20Class%20230%20010%20interior%20at%20Rail%20Live%202021%205543x3027.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="873" data-original-width="1600" height="219" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjq4HM3wuXHp3PtXmyFY9obTrV1o3qMZsBH8kdZFwniES8rd-oi0a4kWHFOpcJN4yLrnyO_nLfoN1tpaqXTlH6J45nwtL9qTqki95h4SoJanWa3AX1aed6rTcXED7f-QKUHVf6C7emW7XgmQOPwQup4eVdv71znaW7M4I9MKXVOH1GIPv9R3yZYSPBr/w400-h219/Transport%20for%20Wales%20Class%20230%20010%20interior%20at%20Rail%20Live%202021%205543x3027.JPG" width="400" /></a></div><div style="text-align: center;"><i>The interior of Class 230 which was converted from redundant D78 stock</i></div><br /><span style="font-size: large;">In the long term groups such as the WBRUA and Growth Track 360 would like to see four trains per hour operating from Wrexham directly through into Liverpool and if the trial of the battery variant of the <a href="https://youtu.be/S-s9N0qUktY" target="_blank">Class 777</a> is successful, then this may be a real possibility. This could be quite expensive, as it would require additional infrastructure, such as rapid charging via 3rd rail at the Wrexham end of the line, the installation of additional block sections, particularly between Penyffordd and Dee Marsh and of course additional battery <a href="https://youtu.be/S-s9N0qUktY" target="_blank">Class 777</a>s IPEMUs (independently powered electrical multiple units) to be ordered.</span><br /><br /><div class="separator" style="clear: both; font-size: large; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgXISR4lSrM3paAJjIxT8w1lU5KHKpYMZUyrj9zybfle5hvlq0LL2KaO6e2h-QV_tSzYLJwyPuU7DbhEiUbCIxArT45GEXbzCc_0sjaaPXavHWrC03UgSKyI1mKE6ZQhCo13FmFvSkZpg4mB8XN3z6lif9Yh7fXUurCjMFWP281FiiwDZnFK_Z1s5KJ/s1600/Class%20777%20Rail%20Live.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1067" data-original-width="1600" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgXISR4lSrM3paAJjIxT8w1lU5KHKpYMZUyrj9zybfle5hvlq0LL2KaO6e2h-QV_tSzYLJwyPuU7DbhEiUbCIxArT45GEXbzCc_0sjaaPXavHWrC03UgSKyI1mKE6ZQhCo13FmFvSkZpg4mB8XN3z6lif9Yh7fXUurCjMFWP281FiiwDZnFK_Z1s5KJ/w400-h266/Class%20777%20Rail%20Live.JPG" width="400" /></a></div><i><div style="text-align: center;"><i>Class 777 002 on display at Rail Live</i></div></i><br /><span style="font-size: large;">Providing additional capacity is one thing, but fare prices may also be a barrier for many people and there does seem to be a disparity between the cost of fares offered by TfW and other TOCs, and between North and South Wales. In 2019 a BBC investigation found that it cost 41p per mile to travel from Flint to Bangor, in contrast, it cost just 27p per mile to travel from Swansea to Cardiff Central. I believe strongly that somehow prices need to be reduced and simplified for passengers travelling between NW England and N Wales in order to drive any meaningful modal shift from road to rail. </span><br /><br /><span style="font-size: large;">Returning to the UCR, the document itself seems to be lacking in detail and there doesn't appear to be any concrete plans for improving cross-border links, instead, it suggests that Westminster and the Welsh Government should investigate ways of improving connectivity. Very little attention is given to freight but does recognise the importance of the M56, A494 and A55 and the link they provide to the port of Holyhead, which moved 5.3 million tonnes of freight and 1.9 people between the mainland and Dublin in 2019. </span><br /><br /><span style="font-size: medium;"><span>Brexit will undoubtedly continue to have an impact on EU freight travelling between ports in the east of England to Dublin via Holyhead, but the port will remain an important and heavily used link between the mainland and Ireland. In my view, the DfT should explore options for providing container handling facilities near to the port to reduce HGV traffic travelling from England to Holyhead. That way at least freight could be transported to Holyhead by rail and then transferred to HGVs which can then be loaded onto ferry services. Building a container port at Holyhead would possibly be a better solution, but ultimately not easily achievable.</span><br /><br /><span>One thing is clear if more capacity is to be provided for passenger and freight services then the North Wales Mainline should be electrified and signalling upgraded. It's unlikely that there would be much capacity for additional services beyond those already proposed by TfW and Avanti. Electrification also provides the potential for HS2 classic compatible services to use the North Wales Coast Line, rather than the current proposals which would see passengers from North Wales having to change trains at Crewe to access HS2 services heading to the capital. Although it should be pointed out that even with the interchange at Crewe passengers from North Wales could still see a significant reduction in journey times for N Wales to London when compared to direct services via the WCML.</span><br /><br /><span>It does finally appear as if improved rail links between NW England and N Wales are on the horizon, but I do not believe the current pipeline of improvements on their own will be enough to have any meaningful impact on thousands of daily trips made by car between the two nations. I believe that much more investment will be needed to further improve rail links combined with a review of fares to try to simplify and bring down the costs in order to drive the considerable shift from road to rail that is needed if the UK is to achieve its net-zero goals.</span></span></span></div><div><span style="font-family: arial; font-size: medium;"><br /></span></div><div><div class="separator" style="clear: both; text-align: center;"><a href="https://www.redbubble.com/people/EngPhotography/explore?page=1&sortOrder=recent" imageanchor="1" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="400" data-original-width="1200" height="134" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibxQE6pnL8aThD-kLWcPAnrcgu2BRIiJQ_Hhz1G_1x3dm7PTH9lP8yJbOpzaOb_hIzs24KwuNkR62vvwgc6BKJgO7YYrcwcm5BqV_x4Q-gYsj3tJ0VmXm-0_tnOQdTDnK6-lmxMzwWlzUYkVHKtE9B9FDzKFQWOveyxSFeRdcrINwu1LzuB2n80Z64/w400-h134/Redbubble.jpg" width="400" /></a></div><br /><span style="font-family: arial; font-size: medium;"><br /></span><span style="font-family: arial;"><div class="separator" style="clear: both; font-size: large; text-align: center;"><b style="color: #ffa400;"><span style="font-family: arial; font-size: large;"><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></b></div><div class="separator" style="clear: both; text-align: center;"><br /></div></span><div class="separator" style="clear: both; text-align: center;"><br /></div></div>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com2tag:blogger.com,1999:blog-2575190720838622512.post-1149132821104702082022-06-21T19:52:00.006+00:002022-06-21T20:03:37.886+00:00Re-blog: Nurturing the next generation of rail workers<p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><i>A version of this article was originaly published in <b><a href="https://www.railmagazine.com/" target="_blank">Rail Magazine</a></b> in August 2021</i><br /></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">A recent tweet commenting on what appears to be a new generation of young rail enthusiasts got me thinking about skills and how the industry can attract the next generation of railway workers. The skills gap within the rail industry seems to be a subject which comes up frequently and has been in part blamed for the difficulty the industry has had in delivering large infrastructure projects. GWML electrification and the Control Period 5 debacle highlighted the issues the industry has with a lack of skilled workers to undertake the monumental task of upgrading the UK's railway network. The CP5 debacle was in my opinion largely the fault of the Government, they simply asked the industry to do too much in such a short space of time, but it is clear that the rail industry must attract and retain skilled people if it is to continue to modernise.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">I do think there may be a deep-rooted issue with encouraging young people to join the railway industry, or for them to even consider a career within the industry, and as it happens I do have some experience with interacting with young rail enthusiasts, as I have a small YouTube gaming channel. It's not something I often discuss openly beyond those who watch my channel and follow me on various social media platforms. But I have gotten to know a number of incredibly talented young railways enthusiasts, who would be a credit to the industry, should they decide to pursue a career within rail.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">There is a small group of enthusiasts in particular who are incredibly talented and knowledgeable. They make 3D models of UK rolling stock for a game called Transport Fever 2, on which my own Youtube Channel is based. They are able to recreate these models in exquisite detail, which often include custom sounds and recreations of various iterations of locomotives in a variety of liveries. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span></p><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEzPkDnpc0_Ydt7MkkN_QHG8J2ry-niFC6E-Gx4QLR4Kx4vvnL1P36nxO5eZooch5hqzj_sNGJWrCFJofUxZ5Z7t9BFLfSJApS_nrjRRWY_uyR5XV7mzd5MJLOxoxaCGOV_uC02kyhF_xha-K09URoQKbRUJyKGRS8Z8Q3fiWrYKYVcWZK3PIezYId/s3840/Class%2087%20for%20Transport%20Fever%202%20by%20Chris%2001%20(2).png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1996" data-original-width="3840" height="208" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEzPkDnpc0_Ydt7MkkN_QHG8J2ry-niFC6E-Gx4QLR4Kx4vvnL1P36nxO5eZooch5hqzj_sNGJWrCFJofUxZ5Z7t9BFLfSJApS_nrjRRWY_uyR5XV7mzd5MJLOxoxaCGOV_uC02kyhF_xha-K09URoQKbRUJyKGRS8Z8Q3fiWrYKYVcWZK3PIezYId/w400-h208/Class%2087%20for%20Transport%20Fever%202%20by%20Chris%2001%20(2).png" width="400" /></a></span></div><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><i><span style="font-size: medium;"><span style="font-family: arial;"><span style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">3D model of a Class 87 by a modder called Chris</span></span></span></span></i></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">I think it is these young people who really should be encouraged to take up a career within the railway industry. However, I do not think that the industry knows how to talk to these young individuals, who don't always use established social media platforms such as Twitter and Facebook to communicate. Many are active on an online platform called Discord, which is a chat room-style app that can be used to discuss a variety of subjects.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">I know some Rail contributors are familiar with Discord and have their own, "servers" which are used to talk about railway subjects. I also know that this is where a large number of young rail enthusiasts are choosing to congregate online and discuss gaming, modding and railways in general. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipRPOed57v7HC8qTIQcmn2982I_w5FbT6pMl-yBV6fnpuAUaG7vFNoGT10sVHOXKfXTBGiLqiIBp2FmnvTwERtcnxFiEq_9MuziJsdbBAGqsTHEVIDlphfvdESmrUSXRA52MYtkRj-ONF0pGRok7pR1FrbPH4TpQ6W7lUYtsTrJtu2UVAZLK6F1apk/s1919/Discord%20Screen%20Shot%201924x1040.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1036" data-original-width="1919" height="216" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipRPOed57v7HC8qTIQcmn2982I_w5FbT6pMl-yBV6fnpuAUaG7vFNoGT10sVHOXKfXTBGiLqiIBp2FmnvTwERtcnxFiEq_9MuziJsdbBAGqsTHEVIDlphfvdESmrUSXRA52MYtkRj-ONF0pGRok7pR1FrbPH4TpQ6W7lUYtsTrJtu2UVAZLK6F1apk/w400-h216/Discord%20Screen%20Shot%201924x1040.png" width="400" /></a></span></div><div style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><i> Example of an active Discord server</i></span></span></span><br /></div><div><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Now I'm not saying that it's the job of those within the railway industry to monitor these platforms or even to engage with young people on these platforms, but it does show that, what are considering relatively new platforms such as Twitter and Facebook, which the railway industry is now using with great effect to engage with passengers, are fast becoming almost, dare I say it, old-fashioned.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">So it can become more difficult to engage with these new young rail enthusiasts and attract them into the railway industry. It may well be the case that they already have thoughts about joining the railway industry one day, but I think it's vital that the industry engages with these individuals and encourages them to peruse a career within the railway industry.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">I myself through my YouTube channel have been, in my own small way trying to educate and garner interest from people who are interested in the railways. Throughout my videos I try and be as factual as possible and try and talk about different railway subjects, in fact during the last series that I recorded which was based in the north of the UK, I talk about HS2, discussing why it is needed, where it will serve and what it will do to improve the UK's rail network. Of course, I try to keep my videos light-hearted and entertaining, but I do also like to try and inform and encourage discussion.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Now, I do not pretend to have the answers on how to engage with young people, but I do think it's vital that the industry does engage with these young people. Whilst 3D modelling and coding may not, on the face of it sound like something that is directly transferable into rail. Clearly, not all young rail enthusiasts can become designers or architects working within the rail industry, but as the railways become increasingly digitised, it is these tech-savvy individuals with knowledge about coding who may well have the skills that the industry needs.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Network Rail already offers an IT and Business Services apprenticeship which it says “</span><i><span style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">could involve anything from implementing cutting-edge, innovative technologies and applications like digital railway traffic management and accident prevention to playing a supporting role in the delivery of a significant business change initiative to working in one of our business as usual departments (Information Security, IT Support Services Programme Office)</span></span></i><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">”. But are these opportunities being marketed widely enough to young people? Granted only a small number of such opportunities may be available each year, but are organisations doing enough to promote them to the right sort of young people?</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Coding is an increasingly sought-after skill, so the rail industry can't just expect that rail enthusiasts who can code will pursue a career within the railway, so the industry must do all it can to make rail as attractive as possible, and as subsequent generations become increasingly diverse and socially aware the industry must also do all it can to show that it is open to and accepting of diversity.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Put simply, if these young people do have skills that the industry needs, then they must be made aware that the skills they have are transferable into the “real world” and also that they will be welcomed into the rail industry no matter their gender, sexual orientation or where they come from.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="font-size: large;"><span style="color: #ffa400;"><span><b><span style="font-family: arial;"><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></b></span></span></span><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; 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text-align: center;"><a href="https://www.redbubble.com/people/EngPhotography/explore?page=1&sortOrder=recent" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="400" data-original-width="1200" height="134" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhGcAJpg1KoCieeXUAj84EXMsitDlDtSnX0tv2-S7Wod7NH5OSkvht_shYyT3O8Ia2paNikvyVZquhF8S1xneRnve_wz-kc0VtFfk4j9MWDhRI5aCoQpMUKu6-UMkfVCBAftv0vt9rUoZtRS6sEKlIbnisrIcPVmHi4v1dxRA5GyNH99U4tSHJ9EA90/w400-h134/Redbubble.jpg" width="400" /></a></div><b></b><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p></div>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0tag:blogger.com,1999:blog-2575190720838622512.post-60204398148621047332021-11-25T11:22:00.003+00:002021-11-25T11:22:54.811+00:00Latest Youtube video: Northern Class 195<p><span style="font-size: medium;"><span style="font-family: arial;"><span class="style-scope yt-formatted-string" dir="auto">Taking a look at the Northern Class 195 which was built by CAF (Construcciones y Auxiliar de Ferrocarriles), features technical specs and thoughts about the units.</span></span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span class="style-scope yt-formatted-string" dir="auto"></span></span></span></p><div class="separator" style="clear: both; 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text-align: center;"><b><a href="https://www.redbubble.com/people/EngPhotography/explore?page=1&sortOrder=recent" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="400" data-original-width="1200" height="134" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi48OSx7IrQdTRiS6OEydRUckedjNAClukEF16_KzhwAffvMnxOyqpFAzFoqPri1tlf1k7zkjyCAiefE6lHBwqeSwKCA7OpkwDYnptMVXQgm0HLInX9t9E2JOZbLdem8G7evwyi6sd1Vcs/w400-h134/Redbubble.jpg" width="400" /></a></b></div><span style="font-size: medium;"><span style="font-family: arial;"><span class="style-scope yt-formatted-string" dir="auto"> <br /></span></span></span><p></p></div>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0tag:blogger.com,1999:blog-2575190720838622512.post-1839207883399098742021-11-19T11:28:00.030+00:002021-11-25T12:15:22.333+00:00IRP, Rail Revolution or Rail Betrayal? Northern Powerhouse Rail<p><span style="font-size: medium;">O</span><span style="font-size: medium;"><span style="font-family: arial;">n
the 18th of November 2021 the Government published its long-awaited
Integrated Rail Plan (IRP) that sets out how the Government will attempt
to improve rail links across the North and Midlands. In this blog I
hope to set out the main points from and unpick some of the
claims made within the report.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">This part, in a two part blog </span></span><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-size: medium;"><span style="font-family: arial;">looks into the
detail of the Northern Powerhouse Rail proposal. </span></span><b><a href="http://engineeringfocusblog.blogspot.com/2021/11/irp-rail-revolution-or-rail-betrayal.html" target="_blank">Part one</a></b> looks at the HS2 East announcement and the possible
implications of cancelling the eastern leg of HS2 </span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhnfrX_gWijh6no7CwR9XpG2xNCdz8luywZu74LrNj9BOqA8vnstTm14LZNm9kyfDpb6Ivw-ADKUIMIZU8xb97-ZTAPqZt5PchjlYGMRDS6cGLACo8a9Zl6NgCHbfWMzq8Mjx_g0ut7YNo/s745/IRP.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="487" data-original-width="745" height="209" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhnfrX_gWijh6no7CwR9XpG2xNCdz8luywZu74LrNj9BOqA8vnstTm14LZNm9kyfDpb6Ivw-ADKUIMIZU8xb97-ZTAPqZt5PchjlYGMRDS6cGLACo8a9Zl6NgCHbfWMzq8Mjx_g0ut7YNo/s320/IRP.png" width="320" /></a></span></span></div><p></p><p><span style="font-family: arial; font-size: medium;"><b>Northern Powerhouse Rail (HS3)</b></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Northern Powerhouse Rail is where things start to get a little more complicated, as far as I
can tell the Government has rejected all 3 proposals put forward by
Transport for the North, which were: <br /><br />"<i>Option 1 was a mixture
of new-build high-speed line, covering roughly half the route from
Liverpool to Leeds, and upgrades to the existing lines into Leeds (via
Huddersfield) and Liverpool (via Warrington Bank Quay) for the rest of
the route. <br /><br />Option 2 was for an entirely new-build high-speed
line between Leeds and Manchester, including a new station on the
outskirts of Bradford; a new line from Warrington to Liverpool (with a
parkway station at Warrington); and an underground Piccadilly station
with a connection allowing it to be used for Sheffield services. •<br /><br />Option
3 was the same as Option 2, but with a new central station underground
at Warrington (still offering less convenient interchange to Bank Quay);
and an underground station in the vicinity of the existing Bradford
Interchange station.</i>"<br /><br />Instead, the Government suggests a patchwork of upgrades, electrification and new sections of track from Liverpool to York. <br /><br /><b>Liverpool </b><br /><br />Starting
in Liverpool, it is suggested that there will be further works carried
out to enhance Liverpool Lime Street station, presumably on top of
the <b><a href="https://engineeringfocusblog.blogspot.com/2018/08/liverpool-lime-street-transformation.html" target="_blank">£500m that was spent in 2018</a></b>
to improve the station's platform layout. However, it is difficult to
see what the enhancement will achieve. Even after the £500m re-build
the station will have no room for additional services beyond 2035. <br /><br />HS2
phase 2a will introduce 2 additional trains per hour to London and
Transport for Wales intend to introduce a new hourly service between
Liverpool and Llandudno and an hourly service to Shrewsbury from
Liverpool (with a service every 2 hours extended to Cardiff), that's
on top of the hourly <b><a href="http://engineeringfocusblog.blogspot.com/2019/05/halton-curve-passenger-services-commence.html" target="_blank">Chester to Liverpool via Runcorn</a></b>
service that was introduced in 2019. Beyond that, there is no scope to
get any more trains into Liverpool Lime Street owing to the restrictions
imposed by the 4 track approach into the station. Anyone who has taken
the train to Liverpool Lime St will be aware of the deep cutting that the
approach sits in, there is nothing in the IRP that suggests the
Government will invest in new tracks into the station, which would be
incredibly costly. <br /></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"><b>Liverpool to Manchester</b><br /><br />Travelling
out from Liverpool Lime St, HS2/NPR trains will use existing lines to
Warrington Bank Quay, where new platforms would be constructed. The only
way this could be achieved would be by using the Skelton Junction to
Ditton Junction line which is currently used for freight. The line was primarily used by freight trains bringing coal to Fiddler's Ferry power station, but those flows ceased in 2020 when the power station closed. This line
would have to be electrified and new low-level platforms constructed
below the existing Warrington Bank Quay station. </span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">As you can see from the approximate map below, the line is curvaceous to say the least, meaning the approach into Warrington Bank Qual LL will be slow. The existing track alignment under Bank Quay is also curvaceous and would have to be re-aligned to allow for platforms to be built. <br /></span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><i>Approximate possible route through Warrington using an existing line </i><br /></span></span></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmKQfPA0NwEYWO-3SCWD3GBllJV5KAXn2sfuc4A4sj_dvDVis2NNU4Loe66D5zhxYKmgX4r2evCZZa7nsv_PrlQk7vTUsi7NEihk7NE5Uv4mCLGZOXhQlV7XSlmT8A_T8DdacWSsfMhZo/s1041/Warrington+NPR.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="440" data-original-width="1041" height="270" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmKQfPA0NwEYWO-3SCWD3GBllJV5KAXn2sfuc4A4sj_dvDVis2NNU4Loe66D5zhxYKmgX4r2evCZZa7nsv_PrlQk7vTUsi7NEihk7NE5Uv4mCLGZOXhQlV7XSlmT8A_T8DdacWSsfMhZo/w640-h270/Warrington+NPR.jpg" width="640" /></a><span style="font-size: medium;"><span style="font-family: arial;"> </span></span></div><div class="separator" style="clear: both; text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">Using
this approach would mean that HS2 services bound for London that would otherwise have
connected to HS2 at Crewe via Runcorn, would be diverted away from and
therefore no longer serve from Runcorn. </span></span><br /></div><p><span style="font-size: medium;"><span style="font-family: arial;">From
Warrington Bank Quay there would be a new section of track connecting
to HS2 phase 2b into Manchester. It had already been proposed that passive
provision for new NPR/HS2 junctions be added to the bill for HS2 phase
2b. The junctions would be located West of Manchester Airport and would
allow HS2 trains from Liverpool to head south to Crewe and then on to
London, and NPR trains to head to Manchester using the tunnel that will
be constructed as part of HS2 from Manchester Aiport to a new station
to be constructed adjacent to Manchester Piccadilly. As The new HS2
station at Piccadilly will be a terminus this will mean NPR
trains from Liverpool that would be travelling east would have
to reverse, which is far from idea, </span></span><span style="font-size: medium;"><span style="font-family: arial;">as this will impact overall capacity and has the potential to impact service reliabilty.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"><b>Manchester to Leeds </b></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Heading east from Manchester the Government has suggested building a section of new railway from Piccadilly/HS2 to just east of Standedge tunnel, located approximately 10 miles from Huddersfield. From there NRP trains would continue over the existing line to Huddersfield and then on to Leeds. The Government suggests building 40 miles of new railway in total, from Warrington to Standedge tunnel, which would include the section of HS2 from just west of Manchester Airport to Manchester Piccadilly. <br /></span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><i>Northern Powerhouse Rail as set out in the IRP </i><br /></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjOowpNn5sb073olYmiESf2R4BtDzfSS8_wi-UC0V7bFmVA5Ajhb_fEiybX3Md9hv441483unkA5uZueN9TzH0LdMiMBbvTz-fY1j9FxASP-P3S0SM_8mKLADh0NkzMcGCM4TGfknnJtqQ/s1421/NPR+map.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="410" data-original-width="1421" height="184" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjOowpNn5sb073olYmiESf2R4BtDzfSS8_wi-UC0V7bFmVA5Ajhb_fEiybX3Md9hv441483unkA5uZueN9TzH0LdMiMBbvTz-fY1j9FxASP-P3S0SM_8mKLADh0NkzMcGCM4TGfknnJtqQ/w640-h184/NPR+map.png" width="640" /></a></span></span></div><p></p><p><span style="font-size: medium;"><span style="font-family: arial;"><br />Instead of building a new dedicated line that would have served a new through station at Bradford, the Government's watered-down plan is to invest in "<i>significant improvements to the previous Transpennine Route Upgrade (TRU) plans</i>", parts of which are already either underway or in the planning phase. Network Rail has already submitted plans to double the number of tracks and electrify the line from Huddersfield to Dewsbury.</span></span><span style="font-size: medium;"><span style="font-family: arial;"> </span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">The Government says it now plans to electrify the whole route, instal digital signalling throughout, provide significantly longer sections of three and four-tracking, and gauge upgrades to allow intermodal container freight services.</span></span><span style="font-size: medium;"><span style="font-family: arial;"> </span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Full electrification of the Transpennine route from Manchester to Leeds via Huddersfield was another promise the <b><a href="https://engineeringfocusblog.blogspot.com/2020/09/cp5-hlos-not-all-doom-and-gloom.html" target="_blank">Government made in 2012</a></b> and was another promise the Government broke when it "paused" plans for electrification. The "pause" turned into cancellation of full electrification, with the Government instead instructing Network Rail to draw up plans for discontinuous electrification with scaled back upgrades of the Pennine route. </span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">The Government also says it will also electrify the route from Leeds to York with some new sections of four-tracking and it will upgrade and electrify the Leeds to Bradford section of the Calder Valley Line.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">The IRP briefly mentions Hull, but any proposals fall under the banner of <i>"Future possibilities</i>". The IRP states "<i>The Government has identified a core pipeline of schemes and any further schemes (such as Hull upgrades) will be subject to affordability, delivering commitments on time and to budget, and complementary investments being made. Given the scale of the IRP core portfolio, the Government considers that this – alongside the development work at Leeds and on the Midlands Rail Hub – needs to be the immediate focus for the supply chain and delivery bodies.</i>".</span></span><span style="font-size: medium;"><span style="font-family: arial;"> </span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">The IRP is littered with and phrases such as "core pipeline", "subject to affordability", "focussing on delivering", "undertake a study" and "optimal solution" which make it sound like the Government is doing something, whilst in reality it commits the Government to nothing. There's nothing in the IRP to suggest that it forms the basis of a single unified plan which will be looked at as a whole, it's more like an ad-hoc wish list of projects the Government would like to possibly see complete. An ad-hoc approach risks abstraction, whereby the business case for the whole cannot be considered, instead, each proposal must be judged by its own merits, which risks deliverability. </span></span><span style="font-size: medium;"><span style="font-family: arial;"> </span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Put simply the Government has worded the IRP in such a way that it doesn't have to commit to anything and certainly doesn't make any promises which can be broken later.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">As far as "Northern Powerhouse Rail" goes, that's it, 40 miles of new track (including HS2 into Manchester) and a patchwork of upgrades which may or may not go ahead, subject to there being a positive business case. </span></span><br /><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p><br /></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span style="color: #ffa400;"><span style="font-size: large;"><b><span style="font-family: arial;"><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></b></span></span></span></span></p><p style="text-align: center;"><span style="font-size: medium;"><b></b></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><b><a href="https://www.redbubble.com/people/EngPhotography/explore?page=1&sortOrder=recent" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="400" data-original-width="1200" height="134" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiYnhTS2WxDQ9rHP92IWJXvmrtHfOus-MeN6lH75KjTDtlxiJW2b9LujM7Tf1WUhU5MLzeKfgxgHtYbu_c_7APmYtCCcWo-SN5SYgUtTfsfdl8wnDPyQlEbPJwsrws1YZCJu0CiMo73fRY/w400-h134/Redbubble.jpg" width="400" /></a></b></span></div>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0tag:blogger.com,1999:blog-2575190720838622512.post-29897636618903294642021-11-18T12:02:00.039+00:002021-11-25T11:24:16.524+00:00IRP, Rail Revolution or Rail Betrayal? HS2 East<p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">On the 18th of November 2021 the Government published its long-awaited Integrated Rail Plan (IRP) that sets out how it will attempt to improve rail links across the North and Midlands. In this blog I hope to set out the main points from and unpick some of the claims made within the report.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">This first part looks at the HS2 East announcement and the possible implications of cancelling the eastern branch of HS2. <b><a href="http://engineeringfocusblog.blogspot.com/2021/11/irp-rail-revolution-or-rail-betrayal_19.html" target="_blank">Part two</a></b> looks into the detail of the Northern Powerhouse Rail proposal.<br /></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">A link to the full report can be found <b><a href="https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/1034360/integrated-rail-plan-for-the-north-and-midlands.pdf" target="_blank">here.</a></b><br /></span></span></p><p><span style="font-size: medium;"></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJkAL7HBDMGvlQiFRv6_7JQgsPLd4r4L4HX30rWREIANB9ZYZKkIzqpYNR_MPDPgeHrR5FhRtfpDfdZKesaZSMxnlklCenOYYk9Z19gmcPzGr9dHsNl-BnbPQBhaHDtPbWikRRazTLXI8/s745/IRP.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="487" data-original-width="745" height="210" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJkAL7HBDMGvlQiFRv6_7JQgsPLd4r4L4HX30rWREIANB9ZYZKkIzqpYNR_MPDPgeHrR5FhRtfpDfdZKesaZSMxnlklCenOYYk9Z19gmcPzGr9dHsNl-BnbPQBhaHDtPbWikRRazTLXI8/w320-h210/IRP.png" width="320" /> </a></span></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"> </span></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><i><span style="font-family: arial;">IRP map </span></i><br /></span></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgLbTN3baRRCZw2smvcoumLc4eZ9xIHB0dHMNLPL8Ypt1Mekue6hs_DVWJ65D-YbyTqSBBoktAblZ6Ck6GUtac-qKUhyGCvQBWuEgqD1nPyurltHX2IdTAXg18sRo_igfJuLMvLnYTSX4E/s735/IRP+map.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="735" data-original-width="549" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgLbTN3baRRCZw2smvcoumLc4eZ9xIHB0dHMNLPL8Ypt1Mekue6hs_DVWJ65D-YbyTqSBBoktAblZ6Ck6GUtac-qKUhyGCvQBWuEgqD1nPyurltHX2IdTAXg18sRo_igfJuLMvLnYTSX4E/w299-h400/IRP+map.png" width="299" /></a></span></div><p></p><p><span style="font-size: medium;"><b><span><span style="font-family: arial;">HS2 East</span></span></b><span style="font-family: arial;"></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"><br />First of all, HS2 East is being cancelled, this hasn't come as much of a surprise to many within the rail industry, but it is still incredibly disappointing nether the less. The Government says instead it will upgrade the Midland Main Line and East Coast Main Line, which it claims will provide the same level of benefits as HS2 East. <br /><br />The Govermnet says it intends to upgrade junctions, signalling and power systems on the ECML to enable trains to travel at 140mph on certain sections, as opposed to the 125mph maximum today. This increase in speed the Government claims will reduce the journey time from York to London by 15 minutes. It should be pointed out that with HS2 East the journey time from York to London would have been reduced by 26 minutes!</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Journey times with HS2 East are shown below, I thought it was worth documenting before the <a href="https://www.hs2.org.uk/where/journey-planner/" target="_blank">journey time checker</a> is removed from the HS2 Ltd website.</span></span></p><p><span style="font-size: medium;"></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVJzm1M01yKSb4Edkt4fXrsqjA3JTVfATMPhlO0kyd40_LNspkxuQwXOnJa9PWuF5y781QGZadMMqo-MuJIJvcubVneN4deXxo_Vw-neHJPgsbr2hvLTZLqqbQ1RATwAw8wVTJSaNM25I/s393/HS2+times.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="146" data-original-width="393" height="149" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVJzm1M01yKSb4Edkt4fXrsqjA3JTVfATMPhlO0kyd40_LNspkxuQwXOnJa9PWuF5y781QGZadMMqo-MuJIJvcubVneN4deXxo_Vw-neHJPgsbr2hvLTZLqqbQ1RATwAw8wVTJSaNM25I/w400-h149/HS2+times.png" width="400" /></a></span></div><p><span style="font-size: medium;"><span style="font-family: arial;">Interestingly the IRP shows a Newcastle to London non-stop journey with a time of 145 minutes, this is still a lot slower than would have been achieved with HS2 East, the journey on HS2 would have taken 137 minutes. But crucially not only would the journey time be slower, but introducing more non-stop trains on to the ECML will reduced capacity and connectivity further down the line, this is the exact thing that HS2 was designed to eliminate! </span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">The whole point of HS2 is to remove fast services to the south which make few stops from the WCML, MML and ECML, freeing up existing lines for improved local and regional services. This simply will not be possible with the IRP proposal. <br /></span></span></p><p></p><p><span style="font-size: medium;"><span style="font-family: arial;">HS2 East hasn't been cancelled in its entirety however, a short section of new high-speed track will go from Birmingham via the junction that was originally intended to serve HS2 East, to East Midlands Parkway. The IRP states that HS2 Ltd will be working on a new proposal that uses the original safeguarded route, so it is likely that the alignment from Birmingham to just south of East Midlands Parkway will change very little from the original proposal. However, the line will be cut off south of East Midlands Parkway and will instead join the existing MML.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Instead of building HS2 all the way to Leeds with a new East Midlands Hub station at Toton, that would have served Nottingham and Derby, the Government instead says it will finally electrify the Midlands Mainline, something which the DfT promised in 2012 when they released details of the <b><a href="https://engineeringfocusblog.blogspot.com/2020/09/cp5-hlos-not-all-doom-and-gloom.html" target="_blank">CP5 HLOS</a></b>, but was later cancelled by the Government when the upgrade plans for 2014 to 2019 began to collapse.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">With electrification to Sheffield and the short section of HS2 East, the Government claims the journey time from Sheffield to London under the new proposal will be exactly the same as would have been achieved with HS2 East.</span></span></p><p><span style="font-family: arial; font-size: medium;">The fact is the East Midlands needed HS2 East and electrification of the MML, not either-or. There was certainly a strategic case for both. </span></p><p><span style="font-family: arial; font-size: medium;">With HS2 East in effect cancelled there doesn't seem much hope of the transformational capacity and regional connectivity enhancements that would have been achieved with the completion HS2 East. The very short section of HS2 to East Midlands Parkway will do nothing to improve capacity and connectivity around the East Midlands as the fast trains which currently travel to London via the MML will still be using the MML, albeit only to East Midland Parkway. The cancellation of HS2 East also means that East Midlands Hub will no longer be constructed and as such the planned improvements to local rail services to allow passengers from Nottingham and Debry to access HS2 services will no longer go ahead, or at least will not be as ambitious as those planned to support the East Midlands Hub proposal.<br /></span></p><p><span style="font-family: arial; font-size: medium;">The Cancellation of HS2 East will not only have an impact on the Midland Main Line, but it will also impact East Coast Main Line services. The Government claim that "<i>an upgraded ECML will deliver journey times from London to York and North East England similar to the proposed HS2 scheme</i>", but this to me just seems like a lie. Their very own figures published within the report and shown above, show that journey times from Leeds, York, Newcastle, Darlington and others will be in some cases significantly worse than would have achieved with HS2 East. <br /><br />There will also be no new Leeds station, therefore there will be no additional capacity, so, many of the fast intercity trains to London will continue to start/terminate in the main station taking up valuable platform space which could have otherwise been used for improved local and regional links. The Government states that it will instead upgrade the existing station, however, it's difficult to see quite how this will be achieved without disruption to existing services for years. <br /><br />The Government does state that "<i>we will look at the most effective way to run HS2 trains to Leeds</i>", but again doesn't go into any specifics and it's difficult to see how Leeds to Birmingham services could be timetabled without eating into capacity on the MML. Also, the IRP journey time of 89 minutes is woeful compared to the 49 minute journey that could have been achieved had HS2 East been built in full. The 49 minute Leeds to Birmingham journey with HS2 would not have used any capacity on the MML, unlike the IPR proposal, which will have to use part of the MML to get from Leeds to East Midlands Parkway.<br /><br />The only faint glimmer of hope is that the Government is to retain safeguards on the original route, the IRP document states "t<i>he Government does not intend to lift safeguarding on the previously proposed HS2 route at this time</i>".</span></p><p><span style="font-family: arial; font-size: medium;">As far as relieving congestion on the ECML goes, the IRP seems to do very little. Increasing speeds will not increase capacity, you just end up with same current mix of stopping and non-stopping services, which means there will be no scope for improved rail links along the ECML for places such a Newark and Retford. </span></p><p><span style="font-family: arial; font-size: medium;">I thought that I would have been able to go into more detail about specifics, but they're sadly lacking from this document. It reads more like a shopping list rather than an actual plan. Any proposals for upgrades will have to be looked at on an individual basis. So for example each junction that will need to be grade-separated on the ECML will require its own business case, which will have to be drawn up by Network Rail or by the time the Government gets around to implementing the IRP, I assume it will be the responsibility of Great British Railways? </span></p><p><span style="font-family: arial; font-size: medium;">It's possible that Network Rail or GBR could draw up a plan to upgrade a junction, only for the Treasury to turn around and say it the Government can't afford it at this time or the business case isn't strong enough. So there's the potential for each and every proposal to be slowly but surely rejected, thereby slowly eroding the proposals set out in the IRP. <br /></span></p><p><span style="font-size: medium;"></span></p><p><span style="font-size: medium;"></span></p><p><span style="font-size: medium;"></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="color: #ffa400;"><span style="font-size: large;"><b><span style="font-family: arial;"> </span></b></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="color: #ffa400;"><span style="font-size: large;"><b><span style="font-family: arial;"><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></b></span></span><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="color: #ffa400;"><span style="font-size: large;"><b> </b></span></span></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="color: #ffa400;"><span style="font-size: large;"><b><br /></b></span></span></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="color: #ffa400;"><span style="font-size: large;"><b></b></span></span></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="color: #ffa400;"><span style="font-size: large;"></span></span></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><div class="separator" style="clear: both; text-align: center;"><a href="https://www.redbubble.com/people/EngPhotography/explore?page=1&sortOrder=recent" imageanchor="1" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="400" data-original-width="1200" height="134" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiYnhTS2WxDQ9rHP92IWJXvmrtHfOus-MeN6lH75KjTDtlxiJW2b9LujM7Tf1WUhU5MLzeKfgxgHtYbu_c_7APmYtCCcWo-SN5SYgUtTfsfdl8wnDPyQlEbPJwsrws1YZCJu0CiMo73fRY/w400-h134/Redbubble.jpg" width="400" /></a></div><br /></div>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0tag:blogger.com,1999:blog-2575190720838622512.post-74174333615608144042021-11-15T11:43:00.008+00:002021-11-25T11:25:25.218+00:00Building HS2 - Curzon Street and Interchange progress. <p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="color: red;"><i><span style="font-size: small;">Update 15/11/21</span></i></span></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="color: red;"><i><span style="font-size: small;"><br /><span style="font-size: medium;"><span style="color: black;">It would seem that the title of the blog should have been "the time for discussion <b>should</b> be over" as it appears the leg from Birmingham to Leeds is going to be heavily curtailed. I'll wait and see what detail emerge this week, but it seems almost certain that the government is going to be making a huge mistake. Not only will de-scoping HS2 East reduce the journey time benefits from Leeds to London and Birmingham, and mean there will be little to no increase in capacity, but it will also mean that there will be no hope of improved regional journeys that would have been made possible by the construction of the eastern leg of HS2.</span></span></span></i></span><br /></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><br /></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">In 2009 when I first began actively campaigning in support of HS2 I never imagined I'd one day be photographing and writing about the construction of the project. At the time I was in my mid-20s and full of youthful optimism and felt that someone ought to be challenging the many myths about the project which were being disseminated by opponents of the project. At the time HS2 Ltd had no social media presence and no one working for the DfT felt it was the job of HS2 Ltd or indeed Government to promote the project. HS2 Ltd's job was solely seen as designing the line and ensuring the required bills made their way through parliament. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">In the end HS2 took 10 years to get from the initial planning phase to construction, but finally in June this year (2021) I captured my first images of the progress so far. Admittedly I'm a little late to the party, as construction has been underway for quite some time, in fact, the first TBMs christened Florence and Cecilia launched to dig the two 10 mile long tunnels underneath the Chiltern hills have already excavated 2 miles of tunnels between them. However the pandemic and living up North made it difficult to justify a trip south just to see what's been going on. So, during my visit to the Midlands for Rail Live 2021 I thought I'd have an extended stay so I could see for myself some of the progress that has been made so far on the construction of HS2. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">The first stop was the site of what will eventually be the HS2 Interchange station located close to Birmingham Airport. This station will be connected to Birmingham International railway station and Birmingham Airport using an automated people mover, which will be able to transport people from the station to the airport in just 6 minutes. Birmingham Interchange will also allow people from Solihull and the surrounding area to access HS2 services to London, Birmingham city centre and the North. The station itself will be comprised of 2 platforms, with 4 platform faces and a pair of through tracks for non-stopping services from the North to London. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">A significant amount of work has already taken place around what will be the new station, with a key road bridge over the M42 having already been constructed. The 65-metre bridge which now spans the M42 was moved into place by SPMTs (Self-Propelled Modular Transporters) over the space of just 2 days. A new road bridge has also been installed over A446/A452 which will link the A452 to a new link road and roundabout to Birmingham Interchange and NEC, a video of which can be seen <b><a href="https://youtu.be/eZP_LssmS6g" target="_blank">here</a></b></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><b> </b></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><i>Preparatory works taking place on the site of new link roads and roundabout connecting the A452 and A446 to the new station and the NEC </i><b><br /></b></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><b></b></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><b><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjBuY2xaPgUyE-ZpK4XFWGAONr2bNXc8WQTZrolKaJrjz76SMgPlhny-9xa-9TVOeOleWzCe8jofLkpuzLcf40mIvhog_NWNSJPmOS47E5Hgg55pjlfx0xhfbeWXx2brfJ7De1ur4n_9Q8/s1280/HS2+NEC+Interhange.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="627" data-original-width="1280" height="314" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjBuY2xaPgUyE-ZpK4XFWGAONr2bNXc8WQTZrolKaJrjz76SMgPlhny-9xa-9TVOeOleWzCe8jofLkpuzLcf40mIvhog_NWNSJPmOS47E5Hgg55pjlfx0xhfbeWXx2brfJ7De1ur4n_9Q8/w640-h314/HS2+NEC+Interhange.JPG" width="640" /></a></b></span></div><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><i><span style="font-size: medium;"><span style="font-family: arial;"></span></span></i></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><i><span style="font-size: medium;"><span style="font-family: arial;"><span style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">The new link road bridge over M42. </span></span></span></span></i></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><i style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></i></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><i style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjA62cjtNWFHnpNlw4cHB0JscPE_T-67FAg4A1VCzND42QGXzht04bXbHba7OgrSbFm3SwdbrTFe7plypfxjZeiHyymtGl2L4oIx-Z2Mv0A-FszJJd1KWQYAQ0P1Wnd55MIo9j4wW4IvuE/s2048/DSC_0158.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1127" data-original-width="2048" height="352" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjA62cjtNWFHnpNlw4cHB0JscPE_T-67FAg4A1VCzND42QGXzht04bXbHba7OgrSbFm3SwdbrTFe7plypfxjZeiHyymtGl2L4oIx-Z2Mv0A-FszJJd1KWQYAQ0P1Wnd55MIo9j4wW4IvuE/w640-h352/DSC_0158.JPG" width="640" /></a></i></span></div><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><div style="text-align: center;"><i><span style="font-size: medium;"><span style="font-family: arial;">New roundabout layout, which will connect the A452 to the B4438 and NEC</span></span></i></div><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhV7mkIhlAezvL2PzMH6rdpRkb7zm55Nh0YWir_fG0OqT8dStX8yqaLuYc-QKSnMcY4wAqchi-PEHLvsItKOu1B1Sbcnc_-QF9J5HBCpbTbgAdeDRcNRyBpHMIvBCfXL9OggT_hW9rRrkE/s1280/HS2+NEC+junction.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="617" data-original-width="1280" height="308" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhV7mkIhlAezvL2PzMH6rdpRkb7zm55Nh0YWir_fG0OqT8dStX8yqaLuYc-QKSnMcY4wAqchi-PEHLvsItKOu1B1Sbcnc_-QF9J5HBCpbTbgAdeDRcNRyBpHMIvBCfXL9OggT_hW9rRrkE/w640-h308/HS2+NEC+junction.JPG" width="640" /></a></span></span></span></div><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Groundworks appeared to have started on the site of the new 400m long station, however, the tender to build the station itself isn't due to be awarded until next year, so it's unlikely that any significant progress towards construction will begin before the end of 2022.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><i><span style="font-size: medium;"><span style="font-family: arial;"><span style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">First signs of groundworks taking place for Birmingham Interchange</span></span></span></span></i></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><i style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></i></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><i style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiDubZpQigqW5LT0LFob0EDjbLC-X7-updKxIvosDHSN_g9pTn9qZwaOdxkkMtzdhrwcroWdt-rOyHoXLj3llVhS4puuNmsZqFqbCHvWF3XoBGIQhQidZtlCxkcI4MWAf4yWRLLcUe_4GE/s1280/HS2+Birmingham+Interchange.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="601" data-original-width="1280" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiDubZpQigqW5LT0LFob0EDjbLC-X7-updKxIvosDHSN_g9pTn9qZwaOdxkkMtzdhrwcroWdt-rOyHoXLj3llVhS4puuNmsZqFqbCHvWF3XoBGIQhQidZtlCxkcI4MWAf4yWRLLcUe_4GE/w640-h300/HS2+Birmingham+Interchange.JPG" width="640" /></a></i></span></div><span style="font-size: medium;"><i style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><br /></i><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">The next day I took a trip into Birmingham to check out the site of another new station, this time located in the heart of the city. Curzon Street station is being constructed alongside the WCML and will have an entrance next to Moor Street station, and despite claims to the contrary made by opponents of HS2 will be only a few minutes by foot from Birmingham New Street station.</span></span></span><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><i style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">A video taken onboard a WMR service into Birmingham New Street station showing progress as of June 2021 can be found <b><a href="https://youtu.be/6xNt6tscvg0" target="_blank">here</a></b>. </span></i></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Curzon Street station will be a 400m long station with 7 platforms, the main entrance of which will open out onto Moor Street Queensway providing access to Birmingham Moor St station, with a short walk through St Martin's Queensway to New Street station. There will also be a second entrance roughly in the middle of the station which will utilise the original building which formed the entrance to the former station which was the terminus of the London and Birmingham Railway and the Grand Junction Railway. The original station opened in 1838, but was closed to passengers in 1893, the station itself was later demolished but the Roman-inspired Grade I listed building survived. It is this building that has been incorporated into the design of Curzon Street station. The building which will form an entrance leading out onto Curzon Street is currently undergoing refurbishment. Once completed the building will include "<i>a new steel structural frame to strengthen the building, a new lift giving access to all four levels, new glass balustrade for the historic staircase, internal fit-out, roof repairs, structural repairs to the external façade, and a full clean of the external building masonry.</i>" source HS2 Ltd</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><i><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">The original building which formed the terminus of the London and Birmingham Railway</span></span></span></i></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhy4EcATByHjDR_l9bpEqBDKlAwBKK8Ld40sKdoigQ4Q2pDeCGh0qmsW4MaTavDHfyn2ODmobhGPm8FfagB5VbMSyoXXpS69IssDc58SCJ6ZIcAQzIZZrLa8Kr6iZdANDtDkrpuO2PJ7QE/s1280/HS2+Curzon+Street+2.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="684" data-original-width="1280" height="342" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhy4EcATByHjDR_l9bpEqBDKlAwBKK8Ld40sKdoigQ4Q2pDeCGh0qmsW4MaTavDHfyn2ODmobhGPm8FfagB5VbMSyoXXpS69IssDc58SCJ6ZIcAQzIZZrLa8Kr6iZdANDtDkrpuO2PJ7QE/w640-h342/HS2+Curzon+Street+2.JPG" width="640" /></a></span></div><span style="font-size: medium;"><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh7kpEEdfwB3dqWo7vlHyDedPNDFRC6z9gKJNV_8v7e1fvF5FK2HAo6OM6RT16U0mFM4B6-hNVjyLJVhkM4FWoCNeK6AS1ZybFP2nnyGtkoKFwhhsOLv3qmBT1jvefuEESR7F_Z4TnUrig/s1280/HS2+Curzon+Street.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="862" data-original-width="1280" height="432" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh7kpEEdfwB3dqWo7vlHyDedPNDFRC6z9gKJNV_8v7e1fvF5FK2HAo6OM6RT16U0mFM4B6-hNVjyLJVhkM4FWoCNeK6AS1ZybFP2nnyGtkoKFwhhsOLv3qmBT1jvefuEESR7F_Z4TnUrig/w640-h432/HS2+Curzon+Street.JPG" width="640" /></a></div><br /><span style="font-family: arial;">There will be 3 departures from Curzon St to London each hour, taking just 45 minutes to reach the capital, stopping at Interchange and Old Oak Common. There will also be services to Manchester once HS2 phase 2b is complete, with the journey taking just 41 minutes, slashing the Birmingham to Manchester journey time in half. There are currently plans to operate services to Leeds once phase 2 East is completely, but there are currently questions over whether this phase will be built in full or not. If the section of HS2 to Leeds is built in full then the journey time from <b><a href="http://engineeringfocusblog.blogspot.com/2020/08/hs2-connecting-northern-powerhouse-to.html" target="_blank">Birmingham to Leeds</a></b> would be 49 minutes, cutting the journey time in half, down from 2 hours currently.</span></span><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><i><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Komatsu excavator loading a Wacker Neuson Dual View dumper on the site of what will be Curzon Street station</span></span></span></i></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvjPqQlKL9IjUbnhyphenhyphenaX8vcqN_Bw-UaVQjkm9uxd4ffHPpbKLG_i3yrmYfjXrGRKDTB0uQnuunuTc9FFmjaR-qR29q1pa1sIvTonvX83DTuQUz7fkSItmG6-WdmBID7BYpim2rg33yhWr0/s1280/HS2+Curzon+Street+3.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="743" data-original-width="1280" height="372" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvjPqQlKL9IjUbnhyphenhyphenaX8vcqN_Bw-UaVQjkm9uxd4ffHPpbKLG_i3yrmYfjXrGRKDTB0uQnuunuTc9FFmjaR-qR29q1pa1sIvTonvX83DTuQUz7fkSItmG6-WdmBID7BYpim2rg33yhWr0/w640-h372/HS2+Curzon+Street+3.JPG" width="640" /></a></span></div><span style="font-size: medium;"><br /></span><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Although there wasn't a great deal of construction to see during my visit to the West Midlands it was certainly good to see that some progress is finally being made after 10 years of discussion. Looking back at my 5 years of campaigning activity from 2009 I'm not sure what, if any impact I made, but I felt strongly at the time that someone should be challenging the myths from HS2 opponents. It's frustrating to see that although over 10 years have passed, some of the old tropes such it only saving 15 minutes are still being circulated, but despite the best efforts of a well funded and vociferous anti-HS2 campaign the line is being built and there's very little the current cohort of opponents can do but add to the cost, through the need for extra security and legal fees to force the removal of protesters.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">For me, my brief foray into campaigning inspired a love of the railways which has stayed with me and has inspired me to continue campaigning, but now on more of a local level, which has seen me campaigning for improved rail links on the <b><a href="https://www.wbrua.org/" target="_blank">Wrexham-Bidston line</a></b>.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">I hope to be able to make it down the West Midlands and further south again to see how construction progresses on this monumental construction project.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="color: #ffa400;"><span style="font-size: large;"><b><span style="font-family: arial;"><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></b></span></span><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="color: #ffa400;"><span style="font-size: large;"><b> </b></span></span></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="color: #ffa400;"><span style="font-size: large;"><b> </b></span></span></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="color: #ffa400;"><span style="font-size: large;"><b></b></span></span></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="color: #ffa400;"><span style="font-size: large;"><b><a href="https://www.redbubble.com/people/EngPhotography/explore?page=1&sortOrder=recent" imageanchor="1" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="400" data-original-width="1200" height="134" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiYnhTS2WxDQ9rHP92IWJXvmrtHfOus-MeN6lH75KjTDtlxiJW2b9LujM7Tf1WUhU5MLzeKfgxgHtYbu_c_7APmYtCCcWo-SN5SYgUtTfsfdl8wnDPyQlEbPJwsrws1YZCJu0CiMo73fRY/w400-h134/Redbubble.jpg" width="400" /></a></b></span></span></span></span></span></div><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="color: #ffa400;"><span style="font-size: large;"><b><br /> </b></span></span></span></span></span><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="color: #ffa400;"><span style="font-size: large;"><b></b></span></span></span></span></span></p><p></p>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0tag:blogger.com,1999:blog-2575190720838622512.post-63165433507358113802021-06-30T10:00:00.004+00:002021-06-30T10:00:00.217+00:00Rail Live; plant and engineering innovation [part 2]<p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">In the <b><a href="http://engineeringfocusblog.blogspot.com/2021/06/rail-live-2021-rolling-stock-highlights.html" target="_blank">first part</a></b> of my Rail Live special I looked at some of the rolling stock that was on display, but primarily the event is intended to bring together a wide variety of railway infrastructure and service providers from across the sector, from specially designed rail plant to railway specific services. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><b><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">FLOW bridge</span></span></span></b></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">One of the first stands I visited was that of FLOW Bridge, this innovative curved, modular bridge has been developed by Network Rail to provide a cost-effective and visually striking alternative to traditional foot crossings.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">The bridge was developed in just 11 months and is made out of lightweight fibre-reinforced polymer (FRP), which at 20 tonnes is half the weight of an equivalent steel or concrete bridge. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span></span></span><i><span style="font-size: small;"><span style="font-family: arial;">FLOW bridge at Rail Live 2021</span></span></i></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwANppvBZfYbO8w3tS7xejWoGdrOu-2op0nKOdf5ALkkqLC-CVQ2ri9NFj8_gWrYn9VQzOotD6R_a7gfcSiRsQCdk1sRjpcb-4ryz_hy0Mr8K3T98AmZzQpbBbGWZk7E5TZN90nuIP-KY/s1600/MED+Flow+Bridge+02.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1154" data-original-width="1600" height="289" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwANppvBZfYbO8w3tS7xejWoGdrOu-2op0nKOdf5ALkkqLC-CVQ2ri9NFj8_gWrYn9VQzOotD6R_a7gfcSiRsQCdk1sRjpcb-4ryz_hy0Mr8K3T98AmZzQpbBbGWZk7E5TZN90nuIP-KY/w400-h289/MED+Flow+Bridge+02.JPG" width="400" /></a></span></div><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><br /></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">FLOW stands for;</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><ul style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><li style="background: transparent none repeat scroll 0% 0%; color: #0e101a; list-style-type: disc; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">F – Fibre Reinforced Polymer, incorporating natural and sustainable materials.</span></span></span></li><li style="background: transparent none repeat scroll 0% 0%; color: #0e101a; list-style-type: disc; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">L – Lower cost and lighter weight, in comparison to traditional steel bridges.</span></span></span></li><li style="background: transparent none repeat scroll 0% 0%; color: #0e101a; list-style-type: disc; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">O – Optimised design to incorporate both architectural forms and functional needs to maximise operational use.</span></span></span></li><li style="background: transparent none repeat scroll 0% 0%; color: #0e101a; list-style-type: disc; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">W – ‘Working’ bridge with monitoring built in to support asset management.</span></span></span></li></ul><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">The bridge is very much still in the development phase with work continuing to develop a fully accessible version, but it is hoped that bridges based on this design could be used as a cost-effective way for Network Rail to eliminate level (foot) crossings. It is estimated that FLOW could be delivered for just half the cost of a steel or concrete bridge. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Not only is the bridge visually striking but it also has some clever features which set it apart from other bridges. One feature is the concrete-less foundation, which could save on cost and Co2. The bridge instead uses a steel pad (the only steel used in the whole structure), to spread the load of the bridge. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3y5LLt5BnNabHwbGqB3wrX9Q5iQxgh21NjJTJPou_TSfG7PGs9JqNi2NWfT9hL2CGQxdHPzqcxbILYa0Tes4g2JyJLwBO6XjjikBAvwdjTnpviFtd6xPGfzSa1etKAf-1BfFL2AD8zuM/s2200/MED+FLOW+Bridge.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1000" data-original-width="2200" height="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3y5LLt5BnNabHwbGqB3wrX9Q5iQxgh21NjJTJPou_TSfG7PGs9JqNi2NWfT9hL2CGQxdHPzqcxbILYa0Tes4g2JyJLwBO6XjjikBAvwdjTnpviFtd6xPGfzSa1etKAf-1BfFL2AD8zuM/w640-h290/MED+FLOW+Bridge.jpg" width="640" /></a></span></div><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">People have commented that this isn't the first polymer-based bridge, but I think what makes this different is how it looks. Steel and concrete bridges often look unattractive and out of place within their surroundings, whereas I think this bridge looks attractive and could be adapted to fit within rural or urban environments and would be an asset to a community rather than just a functional amenity. It will be interesting to see what the ramp version looks like, as current ramp designs often look oversized and out of place.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><b><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></b></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><b><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Coombes wood chipper</span></span></span></b></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">The day before the event Nigel Harris tweeted an image of a giant piece of equipment which piqued my interest. I had a vague idea of what could it be, but wanted to check it out for myself to see what it was. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">It turned out to be an enormous wood chipper, but not an ordinary wood chipper. This 500hp beast is powered by an engine from a Scania truck mounted on John Deere 1510 E foresty forwarder, the largest forwarder John Deere manufactures. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: small;"><i>Coombes wood chipper at Rail Live 2021 </i></span><br /></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh0hi6dhUqGSTH8PxHoprkct-1fY-UljgVeFsKUnteD4J-nVnAk_yDM9u3Wz3gau5lnSigwmpS9CtjI3EIwbIPSAfiEQfTvmyNHTQVsmnU7aRNYGwMVSRPqpz2yNmgFaWipgMjew2z2uDs/s2200/MED+Coombes+wood+chipper.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1000" data-original-width="2200" height="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh0hi6dhUqGSTH8PxHoprkct-1fY-UljgVeFsKUnteD4J-nVnAk_yDM9u3Wz3gau5lnSigwmpS9CtjI3EIwbIPSAfiEQfTvmyNHTQVsmnU7aRNYGwMVSRPqpz2yNmgFaWipgMjew2z2uDs/w640-h290/MED+Coombes+wood+chipper.jpg" width="640" /></a></span></div><span style="font-size: medium;"><br /></span><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Whilst the mammoth machine wasn't designed specifically with rail in mind it is currently being used during the construction of HS2 and can be used to clear vegetation from railway sites. The chipper itself can chip trees up to 85cm in diameter, with the chips fed into a 28</span><span style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">m</span></span></span></span><span style="font-size: medium;"><span style="font-family: arial;"><span style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span>³</span></span></span><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> bin. Once full the harvester can be driven to a nearby access road to discharge the chips into a waiting high-volume walking floor biomass trailer. To discharge the chips the entire bin is lifted to the height of the top of the trailer and then tips the entire 28m</span></span></span><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span>³</span> contents directly into the trailer.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Chipping trees or vegetation on-site or directly onto railway embankments is becoming less of a common practice nowadays for several reasons. For one, wood chips are an increasingly valuable commodity, the representative from Coombes was keen to say that the chips don't simply go to waste, they can be sent off to the energy industry, to power stations such as Drax, or to the wood processing industry. Another reason why it's no longer desirable to chip onto embankments in particular, is because wood chips can make embankments unstable and as they rot down can encourage further </span></span></span><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">vegetation</span></span><i style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></i>growth.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">The representative from Coombes was also keen to stress that they're not just aimlessly cutting down trees and that a lot of planning has gone into deciding which trees to cut down. Coombes have their own team of ecologists to ensure that they're following all current guidelines and laws designed to protect wildlife. Unfortunately, it's simply a fact that to build any new infrastructure such as a new railway or road, that some trees will have to cut down. I know that felling to make way for HS2 has caused a lot of anger which is being targeted at HS2 contractors, I also know that misinformation is playing a big part in that anger. But it should be pointed out that HS2 Ltd and contractors working on HS2 are going to great lengths to ensure that they're removing trees and vegetation only where necessary.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><b><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">QTS group vegetation management </span></span></span></b></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">QTS Group also had a range of specially designed vegetation management equipment on display. The QTS range is designed more with trackside vegetation clearance in mind and the company has a wide range of road-rail vehicles at its disposal. Equipment such as the 460hp "Mega Chipper" which can chip trees up to 60cm in diameter. The chipper can propel itself overground on caterpillar tracks or rail via hydrostatically driven rail wheels. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><i><span style="font-size: small;">QTS vegetation compactor (left) and "Mega chipper" (right)</span></i><br /></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span></p><div style="text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg8GmDlfxX2LKNIgz8cnCmcbHecJ1cABRMTLtTgzoYatiJ7IAd4jbs2Ql8f2CDf0U6InF79SIL0Wuu1VD2SZJVgLsLUs8vzE9LJYjzAoF-dWGVoGIp7gOQIpnYwNkZaSTLv4d9FNqV7dFk/s2200/MED+QTS+wood+chipper.jpg"><img border="0" data-original-height="1000" data-original-width="2200" height="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg8GmDlfxX2LKNIgz8cnCmcbHecJ1cABRMTLtTgzoYatiJ7IAd4jbs2Ql8f2CDf0U6InF79SIL0Wuu1VD2SZJVgLsLUs8vzE9LJYjzAoF-dWGVoGIp7gOQIpnYwNkZaSTLv4d9FNqV7dFk/w640-h290/MED+QTS+wood+chipper.jpg" width="640" /></a></span></div><span style="font-size: medium;"><br /></span><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">If it's not possible to chip on the railway then QTS can use its one of a kind rail-mounted vegetation compactor to remove material for disposal off-site. The compactor is designed to work alongside one of their Liebherr road-rail excavators fitted with a tree shear. The trailer can hold up to 10 times the volume of a traditional trailer providing substantial efficiency savings. Also, the Liebherr RR-excavator and compactor only requires a 2 person crew which increases safety and productivity. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><b><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">JCB material handling</span></span></span></b></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Working on the UK's rail network is becoming increasingly challenging, especially in urban areas where space may be at a premium or where noise and vehicle emissions may be an issue.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">With this in mind, JCB has been leading the way in providing innovative solutions for the movement of materials on site. Pictured below is the JCB ROTO which is a telescopic handler with a difference. It can be used as a standard telehandler with forks to move materials around, working in this mode it has a 2.5-tonne capacity and a reach of 5.5m. But the ROTO is a rotating telehandler which means the body can rotate independently, making the placement of materials much easier in confined spaces. The ROTO can also be fitted with a winch and used as a 5.5-tonne crane with a 20m lift height. In addition, the ROTO can be fitted with a remote-controlled access platform, which means workers can take control of the ROTO from within the platform. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><i><span style="font-size: small;">JCB ROTO at Rail Live 2021 </span></i><br /></span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh2mj74Xfxsg5O3pJCmtCr2IY9j3bvJqhfR6WKII0PaUETYuKx_Qm9B0CeP2BskTCw3mw_E0BmvMIwghJA0l88nji6gZ-WetXo5kA4c1Uq3eBuPHRHW1opuwFl-YQ4kEdfCQB2sDgpja9I/s1000/MED+JCB+ROTO.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="668" data-original-width="1000" height="428" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh2mj74Xfxsg5O3pJCmtCr2IY9j3bvJqhfR6WKII0PaUETYuKx_Qm9B0CeP2BskTCw3mw_E0BmvMIwghJA0l88nji6gZ-WetXo5kA4c1Uq3eBuPHRHW1opuwFl-YQ4kEdfCQB2sDgpja9I/w640-h428/MED+JCB+ROTO.jpg" width="640" /></a></span></div><span style="font-size: medium;"><br /></span><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">JCB also has solutions if noise or emissions are an issue and is leading the way when it comes to battery-powered equipment. Also on display at the VP plc stand was a JCB 525-60E, which is a compact electric telehandler. The 525-60E has a 2.5-tonne lifting capacity with a lift height of 6m. It's fitted with a 24kwh battery which can provide a full days operation on a single charge. Being electric makes it perfect for working indoors or in confined spaces. </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: center;"><i><span style="font-size: small;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">JCB 520 60 E</span></span></span></i></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWNPg0HfN3L06KpiKf-wgsPWwUagwsTAl5gGArV3DX3BTRRWWT0NhNyEKt1ZQ1F9QRctVECT5GFV2f74xg4Ena2Dq7olXVGRQZ1gSJwTeZlZ7TU-Hit40QokwLGopvrtlJfAzDjuT-MJ4/s1124/JCB+525+60+E.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="731" data-original-width="1124" height="416" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWNPg0HfN3L06KpiKf-wgsPWwUagwsTAl5gGArV3DX3BTRRWWT0NhNyEKt1ZQ1F9QRctVECT5GFV2f74xg4Ena2Dq7olXVGRQZ1gSJwTeZlZ7TU-Hit40QokwLGopvrtlJfAzDjuT-MJ4/w640-h416/JCB+525+60+E.jpg" width="640" /></a></span></div><span style="font-size: medium;"><br /></span><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;">Working to maintain and upgrade the UK's railways may be increasingly challenging, but it's clear from the equipment and services on display at Rail Live 2021 that companies are always looking for innovative solutions meet those challenges.</span></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><p style="text-align: center;"><span style="font-size: large;"><span><span style="font-family: arial;"> <b><span><span style="font-family: arial;"><span><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></span></span></b></span></span></span></p><p style="text-align: center;"><span style="font-size: large;"><span><span style="font-family: arial;"><b><span><span style="font-family: arial;"><span> </span></span></span></b></span></span></span></p><p style="text-align: center;"><span style="font-size: large;"><span><span style="font-family: arial;"><b><span><span style="font-family: arial;"><span></span></span></span></b></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: large;"><b><a href="https://www.redbubble.com/people/engphotography/shop" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="100" data-original-width="400" height="160" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-RyfJ4m7IiHM3S1N_I-8_jQnQJittlBg4OsxJNHyg5KvBA0xgAjuY5e6UtUDBpi_ye2QDKYPXyh7d0RMrMkOomdn8I9ggcG5fTxe_4_Q5Mlmq4hR2xDCNoVHVk9yR6hTuypwDXrB41WI/w640-h160/Rail+photog+banner.jpg" width="640" /></a></b></span></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: large;"><b><a href="https://www.engineeringfocusmedia.co.uk/" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="416" data-original-width="1577" height="168" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJdg8zmWAA8nJlbqFO6U_CCawhfMr9gqOh_oDZjao-rfiFJ1zYvXQG1rApDzj1VQBpTssAXwcrlCGycIggSb6F_hdGqA-7GNhk82srG979zRxyDEsSYSTuNOTxt3TefVh1z0tn7ufGBfA/w640-h168/EngFocus+banner.JPG" width="640" /></a></b></span></div><p></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0tag:blogger.com,1999:blog-2575190720838622512.post-46753549655836706802021-06-24T13:00:00.036+00:002021-06-24T13:00:00.257+00:00Rail Live 2021; rolling stock highlights<div><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">Rail Live "<i>The only exhibition to bring the entire rail industry together in a real railway environment</i>" returned for 2021 after the pandemic forced organisers to cancel the event in 2020. It's no surprise then that Rail Live 2021 seemed bigger than ever, not only with the usual live demonstrations that visitors have come to expect, but this year the Honeybourne shuttle made a return courtesy of Vivarail, Transport for Wales and SLC Operations who operated the service on behalf of Vivarail. Another train that will also be serving on the Wirral was also on display, one of Merseyrail's Class 777 EMUs built by Stadler ran regular short trips carrying passengers during the two-day event. </span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><i>Class 230 010 at Rail Live 2021</i> <br /></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgSUzZtQK0HJZSKS0v-Lnm8w7vj-rNnoYqeT0hVjMYebEKq3eZbS0rep7pk3dpYIwqN3-DdOGfjtVzZlKXfl8_5TVfJitjzwtgnouZVto2LKXzKWJ8V22ruRYTd-cwIZ_r_oUL3OkxFvwk/s1600/Med+Class+230+010+04.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1003" data-original-width="1600" height="402" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgSUzZtQK0HJZSKS0v-Lnm8w7vj-rNnoYqeT0hVjMYebEKq3eZbS0rep7pk3dpYIwqN3-DdOGfjtVzZlKXfl8_5TVfJitjzwtgnouZVto2LKXzKWJ8V22ruRYTd-cwIZ_r_oUL3OkxFvwk/w640-h402/Med+Class+230+010+04.JPG" width="640" /></a></span></span></div><span style="font-size: medium;"><span style="font-family: arial;"></span></span><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">As someone who will, as a passenger benefit from the introduction of both units, I was keen to step aboard and take a look. My first port of call was the Class 230 which I was especially keen to take a look at inside for the first time, as I have been involved in campaigning for their introduction on the Wrexham-Bidston line for since 2016. I have to say that on first impression I was genuinely impressed. A small number of detractors like to remind people that they are ex London underground stock dating from the late 70s, but honestly, sitting onboard the Class 230 you would never know their past. I think even those who were sceptical at first have been won over by the transformation. <br /></span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><i>Below is a short video which shows the full interior of the Class 230</i><br /></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/8lBpfG1-Jhk" width="320" youtube-src-id="8lBpfG1-Jhk"></iframe> <br /></span></span></div><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">During the conversion from D78 stock to Class 230 the interiors were completely stripped back to the shell and the new high-quality fixtures and fittings installed. The two driving motor cars were very quiet, more akin to an electric train than a DMU, which isn't surprising as the Class 230s are diesel-electric hybrids. The middle trailer car under which the diesel gen-sets are housed was, if I'm being honest a little rattly whilst the engines were running, however nowhere near as noisy as the Class 150s which the 230s are set to replace. I was assured by Vivarail that they are working to address the rattle from the fixtures and fittings, but honestly, even with the engines on, the middle car is a lot quieter than a Class 150.</span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><i>The interior of TfW's Class 230s </i><br /></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQWIyfVbaZmBw7huSwzhuPj2ETyxr6bEN-L9pQMhXddGnTEWRiN5jamLMxfO046MVW0N9S879h1q6mQBPbkalWi_UB0tfmOKlNx3MqqDvLzuv3UiIVVgV6O6RMlkrZDaafaZh5c1OtkrE/s1600/Class+230+interior.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1000" data-original-width="1600" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQWIyfVbaZmBw7huSwzhuPj2ETyxr6bEN-L9pQMhXddGnTEWRiN5jamLMxfO046MVW0N9S879h1q6mQBPbkalWi_UB0tfmOKlNx3MqqDvLzuv3UiIVVgV6O6RMlkrZDaafaZh5c1OtkrE/w640-h400/Class+230+interior.jpg" width="640" /></a></span></span></div><span style="font-size: medium;"><span style="font-family: arial;"><br />The Class 230s feature all the modern amenities that passengers now expect, such as charging points and an accessible toilet. In addition, the Class 230 also features air conditioning, something which even the fully refurbished Class 150s don't have. <br /><br />For much more information about the Class 230 click <b><a href="http://engineeringfocusblog.blogspot.com/2021/02/reblog-d-train-class-230-from.html" target="_blank">here</a></b><br /><br />There was so much to see and do at Rail Live I had to return for day 2 to step aboard Merseyrail's Class 777 built by Stadler. If I was impressed by the Class 230 then I think I was stunned by the Class 777. When you step onboard it truly is astounding, especially when, as a passenger you are more accustomed to Class 507/8s. The sense of space is something else, looking down all 4 carriages through the extra-wide gangways it feels almost like a TARDIS. Class 777s have 4 carriages but the units are only 4m longer than Class 507/8s, at 64.98mm, compared to 3 car 507/8s which are 60.7m long. The designers have cleverly used the space to increase the 333 maximum passenger capacity of the 507/8s, to 475 seated and standing for the 777s. There is also more legroom, passengers who travel on 507/8s will be familiar with the awkward angles at which you have to sit when there are passengers sat opposite, not with the 777, there is space to comfortably seat 2 adults opposite each other, without touching knees. <br /></span></span><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><i>Below is a short video which shows the full interior of the Class 777</i></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/3Y9CMo-T3rY" width="320" youtube-src-id="3Y9CMo-T3rY"></iframe></span><span style="font-family: arial;"></span><br /><span style="font-family: arial;"></span></span></div><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">The Class 777 on display number 002 is a little bit different from the rest of the fleet, as it's fitted with a 67kwh hour battery, meaning that it can operate beyond the 3rd rail network. 002 is currently being tested on the Merseyrail network to see how well it can perform, to ensure that the added weight of the battery has no impact on its overall performance compared with the non-battery classmates, but also how well the battery itself can perform. So far 002 has been able to travel from Sandhills to Southport on battery power alone, a journey of approximately 20 miles. So far all indications are that 002 can perform just as well as units without batteries, so the added weight of the battery doesn't appear to cause any noticeable reduction in acceleration or braking performance.<br /><br />The trial of 002 opens up the very real possibility of extending the Merseyrail network, or the reach of the 777s beyond the 3rd rail network and 777s fitted with batteries could potentially operate as far as Wrexham on the Wrexham-Bidston line, or from Ellesmere Port to Helsby. For the former to happen a number of 777s would likely have to be fitted with larger batteries with a short section of 3rd rail fitted at the Wrexham end for rapid charging. If you would like to know more about the possibilities that the battery variants offer click <b><a href="http://engineeringfocusblog.blogspot.com/2021/05/re-blog-merseyrail-expanding-network.html" target="_blank">here</a></b>.</span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><i><span style="font-family: arial;"><i> </i>Class 777 interior</span><br /><span style="font-family: arial;"></span></i></span></div><span style="font-size: medium;"><span style="font-family: arial;"></span></span><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgHguWBBpq9LgI0DS3GvevJeqYdDzQgE9FR4rB1g9b2cbS9vqzPnA5Nu6O1O81VdwFlHNVrlj26N-oigmBI0xVgZNLXpWnV4REkgi-nOUexk5QLXD9_Ecf62pvmqy5XuOFxjNy9XtkR4yk/s1600/Class+777+interior.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1000" data-original-width="1600" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgHguWBBpq9LgI0DS3GvevJeqYdDzQgE9FR4rB1g9b2cbS9vqzPnA5Nu6O1O81VdwFlHNVrlj26N-oigmBI0xVgZNLXpWnV4REkgi-nOUexk5QLXD9_Ecf62pvmqy5XuOFxjNy9XtkR4yk/w640-h400/Class+777+interior.jpg" width="640" /></a></span></div><p></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">Merseytravel is currently working on a business case that may see all 777s fitted with batteries, which would mean the planned extension of the network to a new station at Headbolt Lane would not require any further electrification. Fitting all 777s with batteries would also help balance the power from regenerative braking which would otherwise be sent directly back down the 3rd rail.</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><i>Class 777 002 at Rail Live 2021</i></span><br /></span></div></div><div><span style="font-size: medium;"><br /></span></div><div style="text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh32nQ8bSedC7pGiWJsRmDR6oPlxV5HWmi9RFpzZJtrYAqVgKaMq1AU08jKrFpXMPNE_xEYYpAfk2LoN5-vQ6i4nznxTB8T-aLMmqZokwwX5Oz_MJ-hw0BlpqGyWbtT2sKnbiyideRtL2I/s1600/Class+777+002+07.JPG"><img border="0" height="437" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh32nQ8bSedC7pGiWJsRmDR6oPlxV5HWmi9RFpzZJtrYAqVgKaMq1AU08jKrFpXMPNE_xEYYpAfk2LoN5-vQ6i4nznxTB8T-aLMmqZokwwX5Oz_MJ-hw0BlpqGyWbtT2sKnbiyideRtL2I/w640-h437/Class+777+002+07.JPG" width="640" /></a><span style="font-family: arial;"></span><br /><span style="font-family: arial;"></span></span></div><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">One of the most anticipated features of the Class 777 is the step-free access that they will provide across the Merseyrail Network once in service. Merseytravel has had to make some modifications to platforms, which you can find more information about <b><a href="http://engineeringfocusblog.blogspot.com/2019/04/merseyrail-paving-way-for-new-trains.html" target="_blank">here</a></b>, but the 777s themselves have been designed with step-free access in mind. The units have been designed so that the floor of the carriage is level with a UK platform set at 915mm, with an offset of 730mm. To ensure that there is a minimal gap the units are also fitted with a retractable step which has an infrared camera fitted inside. As the step extends the camera detects the platform edge and ensures that there is no more than a 35mm gap between the step and platform. The step, combined with the camera and the 4 slightly shorter carriages helps to ensure that the gaps are equally spaced even on curved stations.</span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><i>Class 777 retractable step </i><br /></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibAlMQBwaAwVI4lV1jSBvDBeTfIfjbJNuK-lboBNRO0_-4RadhV_288KLLWi8pG6XMRCWKsNu1pfqdudvZAm78R8ZeLIahtxpbPy6yZiz9ushU5WAdyzLOwvU3LVGKPu45HUlpPBNh0uc/s1600/Class+777+002+01.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibAlMQBwaAwVI4lV1jSBvDBeTfIfjbJNuK-lboBNRO0_-4RadhV_288KLLWi8pG6XMRCWKsNu1pfqdudvZAm78R8ZeLIahtxpbPy6yZiz9ushU5WAdyzLOwvU3LVGKPu45HUlpPBNh0uc/w640-h426/Class+777+002+01.JPG" width="640" /></a></span></span></div><span style="font-size: medium;"><span style="font-family: arial;"><br /><br />Rail Live has become an event at which rolling stock manufactures want to show off their new units, but primarily the event provides infrastructure and services companies with an opportunity to display what they have to offer. In part 2 I will be taking a look at some of the plant and engineering that was also on display.<br /></span></span><p></p><p style="text-align: left;"><br /></p><p style="text-align: center;"><span style="font-size: large;"><span style="font-family: arial;"><b><span><span style="font-family: arial;"><span><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></span></span></b></span></span></p><p style="text-align: center;"><span style="font-size: large;"><span style="font-family: arial;"><b><span><span style="font-family: arial;"><span></span></span></span></b></span></span></p><p style="text-align: center;"><span style="font-size: large;"><span style="font-family: arial;"><b><span><span style="font-family: arial;"></span></span></b></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: large;"><b><a href="https://www.engineeringfocusmedia.co.uk/" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="416" data-original-width="1577" height="168" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJdg8zmWAA8nJlbqFO6U_CCawhfMr9gqOh_oDZjao-rfiFJ1zYvXQG1rApDzj1VQBpTssAXwcrlCGycIggSb6F_hdGqA-7GNhk82srG979zRxyDEsSYSTuNOTxt3TefVh1z0tn7ufGBfA/w640-h168/EngFocus+banner.JPG" width="640" /></a></b></span></div><div class="separator" style="clear: both; text-align: center;"><div class="separator" style="clear: both; text-align: center;"><span style="font-size: large;"><b><a href="https://www.engineeringfocusmedia.co.uk/" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="100" data-original-width="400" height="160" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-RyfJ4m7IiHM3S1N_I-8_jQnQJittlBg4OsxJNHyg5KvBA0xgAjuY5e6UtUDBpi_ye2QDKYPXyh7d0RMrMkOomdn8I9ggcG5fTxe_4_Q5Mlmq4hR2xDCNoVHVk9yR6hTuypwDXrB41WI/w640-h160/Rail+photog+banner.jpg" width="640" /></a></b></span></div><span style="font-size: large;"><b><span style="font-size: large;"><span style="font-family: arial;"><b><span><span style="font-family: arial;"></span></span></b></span></span><span style="font-size: large;"><span style="font-family: arial;"><b><span><span style="font-family: arial;"><span></span></span></span></b></span></span></b></span></div><p></p><span style="font-size: medium;"><span style="font-family: arial;"></span></span><p style="text-align: left;"></p>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com1tag:blogger.com,1999:blog-2575190720838622512.post-60059246822237189842021-06-10T11:00:00.007+00:002021-06-14T11:29:10.379+00:00Guest blog; Why it's a mistake to reduce HS2's Euston platforms from 11 to 10<div><p><span style="font-size: medium;"><span style="font-family: arial;">Guest blog by Independent rail planning consultant <a href="http://www.williambarter.co.uk/" target="_blank">William Barter</a><br /><br />HS2’s 10 years of development, modelling and iteration with all engineering functions has been the best ever example of such a process in my experience. Timetable development has fed back into the infrastructure design and the train service specification, and even expanded our overall knowledge of how railways work. The outcome is that every bit of the physical system is necessary to fulfil the train service specification reliably, and the combination of all elements of the system is sufficient to do so.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">In the 11-platform hybrid Bill scheme, Euston is not the constraint on HS2, for the simple reason that there is no one binding constraint on the operational capability. The London terminus, the main line headways, the intermediate stations, the junction working and the country-end termini are all in balance. But Euston would become that constraint if reduced to 10 platforms, and so prevent the rest of the system ever working to its full potential.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">There is no ‘slack’ in the hybrid Bill scheme. There are however options for absorbing and mitigating delays, and the 11th platform at Euston is one of those – somewhere between a shock-absorber and a crumple zone. To suddenly suppose that the 11th platform can just be dumped, without a hit to either service reliability or service levels, is irrational, just as removing the shock absorbers from a coach to save weight would be, and those proposing the 10 platform solution need to come clean and say which will take the hit.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">To illustrate this, take a look at the April 2021 edition of ‘Modern Railways’, where a <a href="https://www.keymodernrailways.com/article/planning-hs2-operations" target="_blank">specimen platform occupation plan for Euston station</a> is given. In its detail, such as train formations, and origins and destinations, it almost certainly won’t be the one applying throughout the life of HS2. But the broad pattern, of 25-minute turnrounds locking together like atoms in a crystal, with just the longest-distance trains taking a double turnround, almost certainly will apply, in the way that the use of parallel moves at Borough Market Junction established by the South Eastern & Chatham Railway in 1922, to maximise use of the network’s most critical asset, could still be seen until the area was remodelled in 1975.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">And clearly, in that plan, only 10 platforms are used. But that is just a plan! The question is – do we want to operate the railway like that, 18 trains per hour, 18 hours a day? And the answer is ‘No!’ </span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiTM30zA1t98QWzljrKc9dIKVUZnoMJzidT-q2ovD06HCSqUbCNyJox4eckj4SgnsTTDF7kaWPc2EIefPtwamwxnqlleob5BjhOn4nndgzXa__DnVjrGsKuvDhn9TX02g4AukzpziVEv1c/s2048/Phase+2b+TSS+from+2020+business+case.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1163" data-original-width="2048" height="228" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiTM30zA1t98QWzljrKc9dIKVUZnoMJzidT-q2ovD06HCSqUbCNyJox4eckj4SgnsTTDF7kaWPc2EIefPtwamwxnqlleob5BjhOn4nndgzXa__DnVjrGsKuvDhn9TX02g4AukzpziVEv1c/w400-h228/Phase+2b+TSS+from+2020+business+case.jpg" width="400" /></a></span></div><div style="text-align: center;"><span style="font-size: medium;"> </span><i><span style="font-size: small;"><span style="font-family: arial;">Current illustrative service pattern proposed once the whole Y network opens</span></span></i><br /></div></div><div><p><span style="font-size: medium;"><span style="font-family: arial;">What happens when trains run late? They will, despite our best efforts. Whilst a very high level of reliability can be expected from the Curzon Street shuttles, Manchester and Leeds train will be mixing it with NPR, and about half the specified service actually originates on the conventional network - as it should. The ability to run trains beyond the new infrastructure is a strength of our approach. But it has implications. And trains turning up late at Euston is one of those implications. On pre-Covid PPM, you might expect a train to turn up more than 10 minutes late roughly hourly.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Up to 10 minutes late arrival isn’t too much of a problem. The 25-minute turnround could absorb up to 10 minutes, so the late arrival doesn’t turn into a late start. The longer turnrounds of the highest risk trains, from Glasgow/Edinburgh, can absorb more. But above 10 minutes, things start to go wrong.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">The reoccupation interval between successive trains in the same platform allowed in the timetable is 5 minutes. Technically, it might be done in 4, depending on how well the p/way and signal engineers cooperate. But clearly a late start after a late arrival is very soon going to knock on to the next arrival in the same platform. Even so, Euston as designed for the hybrid Bill has a get-out – as trains alternate between the two sides of the station, and a 200m train can stand between the station pointwork and the King points separating the East and West throats, it’ll be six minutes before a 200m train ‘waiting platform’ delays another arrival. But from then on, it’ll only be another six minutes before the queue is back at Old Oak Common. And note this get out applies only with 200m trains – a 400m train, i.e. half the service at peak times, and probably more as the train service specification evolves, blocks the whole station to further arrivals immediately if it can’t run into its platform straight away.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Where does the 11th platform come in? Simply this – any train arriving more than 10 minutes late can be pointed there instead, and all other trains run as planned. Running into platform 11 is easy, as it is the ‘left hand down’ route that conflicts with nothing else; running out means finding a path amongst everything else, so you have to choose your moment carefully. Clearly if two trains in quick succession turn up more than 10 minutes late, the second has a problem, and here the more drastic option of terminating short at Old Oak Common and restarting from there comes into play. That is possible, but no easy matter – passengers have to be forwarded either by Crossrail which isn’t too good for those with heavy luggage, or on the next HS2 to Euston, which plays havoc with the dwell time. Unless the train crew are working back on the same set, their diagrams and breaks will be disrupted. And passengers for the departure have to be shipped to Old Oak, which means anyone turning up at Euston less than about 6 minutes before time will probably miss it.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">And the point is this – without the 11th platform, when a train presents more than 10 minutes late, the choice will be either extensive knock-on delay at Euston, or terminating it at Old Oak. How often do you think the latter is acceptable? Hourly? Daily? Weekly?</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">And let’s be clear about one thing. It’s not the high speed plain line that will have the problems with late presentations. The feasible headway even at 360 kph is between 2 and 2.5 minutes. So there is between 1 and 0.5 minutes buffer (not ‘slack’, please) between trains, and even if a train turns up out of course and squeezes in, the resultant delay will decay over the next 5 or 6 trains at worst. That’s even before considering that 360 kph is just a ‘get out of trouble’ capability; the timetable works at 330 kph max, so that trains in front of the late one can actually speed up to create a gap for it. Most of all, the key risk on a mixed-use line arises when a fast train gets stuck behind a stopping or slow train. But that just won’t happen on HS2, as all trains are running at the same speed, and on the core route are all calling at Old Oak Common.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">You don’t need ‘extensive modelling’ to see that running on 10 platforms with the same robustness as 11 means cutting the service. Plausibly, 16 trains per hour instead of 18 would do it, by freeing one of the 10 platforms for ‘events’. But if that’s the outcome, please take the train service specification given in the April 2020 business case and point at the trains – Stoke? Liverpool? Sheffield? Newcastle that you don’t want to run. Then go and tell the local representatives. I’ll hold your coat.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">How else could you run the 18 tph on 10 platforms:</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Shorter turnrounds so as to use less than 10 platforms in the plan? All that means is that trains turning up less than 10 minutes late, which will happen far more often, become a problem as well. So the shorter the turnrounds, the more contingency platforms you will need, and more trains will be departing off-pattern in throat, which isn’t pain free;</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Run trains on time? Well yes. So why aren’t you doing it now? And it’ll cost you, as part of the solution would be infrastructure, such as on critical mixed use sections like Crewe – Carlisle – Scotland and York – Newcastle. Even to make termination at Old Oak no more frequent than daily, PPM would need to be 99%;</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Make it 18 tph peak but less off-peak? Maybe. But you still need to tell someone they aren’t getting their off-peak service, whilst the risk persists in the peaks. And there’s almost no scope for keeping up the number of destinations by combining trains – look at that specification and ask which services you could combine. The only one I would suggest as even passingly realistic is to drop the fast Newcastles between the peaks, and extend the Leeds/York portions of the two Sheffield trains to Newcastle instead. But that’ll give you a radically different pattern on the conventional network which will probably come with an infrastructure cost, as well as a slower off-peak service. Besides, what, post-Covid, are the peak and off-peak anyway?</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Technology? I was very interested in Roger Ford’s description of the Luminate TMS at Liverpool Street, re-planning trains away from a platform with defective OHLE. But it has to have somewhere to re-plan trains to, which without the 11th platform it hasn’t, and can no more do the impossible than a human can.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">But I do not accept that loss of the 11th platform is necessary. The total of 26 platforms as now proposed is in fact more than the 24 offered by the hybrid Bill scheme. What is wrong is the split of those platforms between the conventional railway and HS2, bearing in mind that however integrated the stations are in terms of passenger facilities, the two railways at Euston are operationally as separate as are the Victoria and Northern lines. Rebuilding the station in one stage, instead of the two envisaged in the hybrid Bill, means that the conventional service needs 16 platforms up to completion when trains can transfer to HS2, but, despite then having no further need for 16 platforms, the 16 : 10 split becomes the end state.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">The challenge, then, is to enable a different split, ideally 15 : 11, before completion (and I am conscious that this implies two side platforms which takes more space than one island). No doubt just reducing the over-site development would throw up space for, say 16 : 11, but construction periods, however nasty, finish, whilst the end state is for ever. First, I would ask whether the coincidence of the Covid effect is not in fact an opportunity for a slightly reduced service on the WCML, sufficient to operate on fewer than 16 platforms, until completion of the rebuild.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Then, although terminating HS2 trains at Old Oak is operationally messy and commercially neutral at best compared with the existing conventional service, the ‘one of these and one of those’ approach tabled by the DfT in the April 2020 Business Case is the worst of all worlds. Selecting a complete service group to be converted to HS2 despite terminating at Old Oak would at least enable passengers to plan around the London stations on offer, and permit full operation of all other service groups on the reduced conventional platforms.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Those are only my suggestions. Others may well have better ones. But the proponents of the 10-platform scheme must accept the challenge of finding them, as the end state inherent in the single-stage 10-platform scheme - for Network Rail, for HS2, and thus for the new Great British Railways - is wrong. </span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"><span data-preserver-spaces="true" style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt;"> </span></span></span></p><span style="font-size: medium;"><span style="font-family: arial;">If you have something you would like to say about transport or engineering planning why not get in touch? Guest articles are more than welcome, e-mail; Info@EngineeringFocus.co.uk <br /></span></span><br /><br /></div><div style="text-align: center;"><span style="font-size: large;"><span style="font-family: arial;"><b><a href="https://twitter.com/EngFocus">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus">Facebook</a> -</b> </span></span><span style="font-size: large;"><span style="font-family: arial;"><b><span style="font-family: arial;"><a href="https://www.instagram.com/engfocus/" target="_blank">Instagram</a> -</span> <a href="https://www.blogger.com/#" target="_blank">Youtube</a></b></span></span></div><div style="text-align: center;"><span style="font-size: large;"><span style="font-family: arial;"><b> </b></span></span></div><div style="text-align: center;"><span style="font-size: large;"><span style="font-family: arial;"><b><div class="separator" style="clear: both; text-align: center;"><a href="https://www.engineeringfocusmedia.co.uk/" imageanchor="1" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="416" data-original-width="1577" height="105" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2-vdlhSl5ZTD3WBaeXHarxdltzTBonBPIQI6UOgiXgM7MuGWFi1yEzmBbZP0k1VQ5E69yLIgRaDqPZgzckuLN9WQ93EiV9TPJRaqUJe1U2uueCGzoSa-_aVn8QlZCofHVswSNzFTPEso/w400-h105/EngFocus+banner.JPG" width="400" /></a></div></b></span></span><br /></div><div><span style="font-size: medium;"><span style="font-family: arial;"></span><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://www.redbubble.com/people/EngPhotography/explore?page=1&sortOrder=recent" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="100" data-original-width="400" height="100" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-RyfJ4m7IiHM3S1N_I-8_jQnQJittlBg4OsxJNHyg5KvBA0xgAjuY5e6UtUDBpi_ye2QDKYPXyh7d0RMrMkOomdn8I9ggcG5fTxe_4_Q5Mlmq4hR2xDCNoVHVk9yR6hTuypwDXrB41WI/w400-h100/Rail+photog+banner.jpg" width="400" /></a></div><span style="font-family: arial;"></span></span></div><div><span style="font-size: medium;"><span style="font-family: arial;"><br /> </span></span></div>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0London, UK51.5073509 -0.127758323.197117063821153 -35.284008299999996 79.817584736178844 35.028491700000004tag:blogger.com,1999:blog-2575190720838622512.post-32994557344636637162021-05-28T11:17:00.005+00:002021-06-14T11:29:46.612+00:00Wirral Waters: Transforming Birkenhead's fortunes<div><span style="font-size: medium;"><span style="font-family: arial;">I think it's fair to say that for decades Birkenhead has been a town in decline, having once been a very large town with a population of 110,000 and an important hub for shipbuilding. However, by the 1980s shipbuilding had started to decline and by 1993 the last remaining shipbuilder Cammell Laird was forced to close. The name Cammell Laird has since returned to Birkenhead all be it primarily as a ship repairers, although in recent years it has won contracts to build the flight deck for HMS Queen Elizabeth and to build RRS Sir David Attenborough.</span></span><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">Despite the return of shipbuilding to Birkenhead the town has continued to decline. Whilst it does still have a large population, by the 2011 census this had shrunk to 88,000 from a peak of 110,000 in 1901. By any measure, Birkenhead remains a large town, but it has always played second fiddle to Liverpool, both in terms of shipping and commerce. Birkenhead retains a large working dock, but it is nowhere near as big as that of Liverpool. In terms of commerce, in the 1990s the town did see a significant development with the opening of the Pyramids shopping centre and up until recently had a bustling town centre. However, once again Liverpool stole the limelight in terms of shopping, with the massive Liverpool One development which formed part of Liverpool's capital of culture regeneration in 2008. Liverpool One combined with the financial crisis of 2007/08 lead to the decline of the town centre. The global financial crisis also had an impact on housing in the area, with a large number of dilapidated houses demolished prior to 2007, which were supposed to be rebuilt, however, the crisis saw finance withdrawn, which lead to areas of land sitting empty for over a decade.</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">Since then and with high demand for housing, those empty plots have finally begun to be built upon. However, one of the largest derelict sites in Birkenhead remains the Four Bridges dock area. For years Peel Ports who own the land has talked about regenerating the area with ambitious proposals for skyscrapers to rival those over in Liverpool. However up until now very little has happened, which has lead local people to be sceptical about any proposals. Before now, whenever you read articles about ambitious plans they were usually accompanied by comments such as "we'll believe it when we see it"</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">Now however, it appears that the first small steps are being taken towards the Wirral Waters development as it's being called. The developments which have begun may seem modest and far from the tall glass skyscrapers promised. However, these are the first steps towards the eventual regeneration of the entire Four Bridges area, which given its size could take decades. But what this could hopefully mean for Birkenhead is a return to population growth, and an increased population will hopefully drive increasing footfall into the town centre. Of course, Liverpool One will always be the big draw for shoppers, even in this post Pandemic era. But hopefully, the recently announced regeneration of Birkenhead's town centre and an increasing population will bring some life back into the town. There won't be a return to the heyday when thousands of people worked in the shipyards and docklands, but perhaps new housing and commercial developments will entice people who currently live on the outskirts of Liverpool to live on the "other side of the water" whilst still being able to commute into Liverpool easily, be it by regular rail service, bus, or even by ferry.</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"><b>Wirral Waters progress 2021</b> </span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">Wirral Waters is the name given to the development of the Four Bridges area as a whole, but in reality it is a long term project that will be split up into many smaller projects. The area is currently a mix of large derelict brownfield sites, active docklands and active light industrial sites.</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEig6_8rTG_hPhlJh0dMkQK8aI9LRr4UlJeyPbZbfJEeni3uYbgPwdQjGwXM6NUuqW74eW7g376gkZF3om386AvgvOWjzag07qqL-hel2IF8K878wZNOYsQFNe0551EL3M1Ow-IlXD5vqZI/s1600/Birkenhead+Canada+Works.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1024" data-original-width="1600" height="256" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEig6_8rTG_hPhlJh0dMkQK8aI9LRr4UlJeyPbZbfJEeni3uYbgPwdQjGwXM6NUuqW74eW7g376gkZF3om386AvgvOWjzag07qqL-hel2IF8K878wZNOYsQFNe0551EL3M1Ow-IlXD5vqZI/w400-h256/Birkenhead+Canada+Works.JPG" width="400" /></a></span></div><span style="font-size: medium;"><span style="font-family: arial;"></span></span><p style="text-align: left;"></p><i><span style="font-size: small;"><span style="font-family: arial;"></span></span></i><div style="text-align: center;"><i><span style="font-size: small;"><span style="font-family: arial;">The plaque reads; </span></span></i><i><span style="font-size: small;"><span style="font-family: arial;">Thomas Brassey 1805-1870</span></span></i><span style="font-size: small;"><i>. </i></span><i><span style="font-size: small;"><span style="font-family: arial;">World's foremost builder of railways in the 19th Century. </span></span></i><i><span style="font-size: small;"><span style="font-family: arial;">His Canda Works opened 1853 adjacent to this site. </span></span></i></div><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">The initial developments are currently taking place over by the East Float situated alongside Tower Rd and Dock Rd. It is unclear what will become of the active berths, but they are currently still visited by a number of vessels and Peel itself actively promotes its 60,000 sq ft storage facility for steel and metal imports.<b> </b></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"><b>Tower Road transformation</b></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">A significant step towards transforming Tower Rd started in June 2020 when work began to radically redesign the road layout. The new design aims to reduce the speed of road traffic and provide better facilities for pedestrians and cyclists.</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"></span></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"></span></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjObgMyxT0kiu4hRXTQI50tj0hHJ14qOVTgZwmEO05GsHlowYZQmZyf1VePPAhw_ToLc0ADT6dPVhGI726WBDb3mJaNa73c2Nk0XaXUTyW9XdSTDXwYO47Hqzkv4wn_0YdYiEiwR7P6idc/s1600/Tower+Road+Birkenhead.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="939" data-original-width="1600" height="235" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjObgMyxT0kiu4hRXTQI50tj0hHJ14qOVTgZwmEO05GsHlowYZQmZyf1VePPAhw_ToLc0ADT6dPVhGI726WBDb3mJaNa73c2Nk0XaXUTyW9XdSTDXwYO47Hqzkv4wn_0YdYiEiwR7P6idc/w400-h235/Tower+Road+Birkenhead.JPG" width="400" /></a></span></div><span style="font-size: medium;"><span style="font-family: arial;"></span></span><i><span style="font-size: small;"><span style="font-family: arial;"></span></span></i><br /><div style="text-align: center;"><i><span style="font-size: small;"><span style="font-family: arial;">Tower Road transformation</span></span></i></div><p></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">The £3.2m project was designed and delivered in partnership with Peel L&P, whilst the work was carried out by Wirral-based civil engineering contractor, Cambrianway. The project involved widening pavements, installation of new separate walking and cycling routes, new pedestrian crossings facilities and the planting of 130 trees.</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhbcOG0ZBN_Zj01nOUfVr4nV8Lx3C2MinbHFUahulY8iwUoeSIgJ-a_6cXr3DANUHTbMJ3MS_fkFnTnijbFEJg0jHCdTDiU6S3yETmbKXZQiUl4OG_4xNnwmAcguI0hRde2dfql0q4IZy4/s1600/Tower+Road+Birkenhead+03.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="832" data-original-width="1600" height="208" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhbcOG0ZBN_Zj01nOUfVr4nV8Lx3C2MinbHFUahulY8iwUoeSIgJ-a_6cXr3DANUHTbMJ3MS_fkFnTnijbFEJg0jHCdTDiU6S3yETmbKXZQiUl4OG_4xNnwmAcguI0hRde2dfql0q4IZy4/w400-h208/Tower+Road+Birkenhead+03.JPG" width="400" /></a></span></div><span style="font-size: medium;"><span style="font-family: arial;">
</span></span><p style="text-align: left;"></p><p style="text-align: center;"><span style="font-family: arial;"><i><span style="font-size: small;">Looking north along
Tower Rd, with the recently constructed Wirral Met College building on the left</span></i><span style="font-size: small;"><br /></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">There was some confusion about part of the new road layout, as an unusual swirl pattern was put onto the road surface, leading people to wonder if it was in fact a roundabout. A spokesperson for the authority said: "<i>Junctions like this one are 'no priority' and do not give one vehicle a right over another nor do they give vehicle drivers priority over people walking and on bikes. "They operate on the basis of all users reducing speed or stopping in order to negotiate the junction safely.</i>"</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiZ5RCt6Djf0AQat2_0-sAN2d_4WpbDMR6SqJ3Q5z32ZiTJCnaiOfaeU6_HwOdHlVaK1OBYvU621uqI4_46IaT715vNguZkTh3OyGR5JojyjgDbg7PA8w_jXqAU0908cGR2LuZQIndc8Yw/s1600/Tower+Road+Birkenhead+04.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="911" data-original-width="1600" height="228" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiZ5RCt6Djf0AQat2_0-sAN2d_4WpbDMR6SqJ3Q5z32ZiTJCnaiOfaeU6_HwOdHlVaK1OBYvU621uqI4_46IaT715vNguZkTh3OyGR5JojyjgDbg7PA8w_jXqAU0908cGR2LuZQIndc8Yw/w400-h228/Tower+Road+Birkenhead+04.JPG" width="400" /></a></span></div><span style="font-size: medium;"><span style="font-family: arial;"></span></span><p style="text-align: left;"></p><div style="text-align: center;"><i><span style="font-size: small;"><span style="font-family: arial;">The new 'no priority' junction</span></span></i></div><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">I think shared spaces such as this will take some getting used to, especially as currently Tower Rd is a high traffic road, with a mixture of local commuter traffic and heavy vehicles accessing the Twelve Quays terminal from the direction of Birkenhead. But the developers say that as the area is developed and more pedestrians and cyclists take to the street then motorists will begin to take more care and slow down.</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">It is yet to be seen whether or not the new layout and envisaged greater footfall will reduce the speed of traffic driving through the area, but the project has certainly transformed Tower Rd and made it look like a much more inviting place to walk and cycle.</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"><b>Hythe</b> </span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">In December 2020 work started on a new £7.5 development which aims to provide 25,000 sq ft of high-quality flexible office space for local businesses. The building is being constructed alongside Tower Rd which is located on the East Float.</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgLi3KYOrK-Wej4NmP6hkvpIYbgoIp7kgno8MlThemcBmb_6-Lfei6NTw8ble4XQr2W3O2auxdMCq-yYgAGjF9iACY9Iivu6iQyEstHL-DLrykqh78LfMRmL15mM-OhZW1grLv4b9LV-vM/s1600/Wirral+Water+hythe+development+02.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1016" data-original-width="1600" height="254" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgLi3KYOrK-Wej4NmP6hkvpIYbgoIp7kgno8MlThemcBmb_6-Lfei6NTw8ble4XQr2W3O2auxdMCq-yYgAGjF9iACY9Iivu6iQyEstHL-DLrykqh78LfMRmL15mM-OhZW1grLv4b9LV-vM/w400-h254/Wirral+Water+hythe+development+02.JPG" width="400" /></a></span></div><span style="font-size: medium;"><span style="font-family: arial;"></span></span><p style="text-align: left;"></p><div style="text-align: center;"><i><span style="font-size: small;"><span style="font-family: arial;">Steelwork forming the hythe structure</span></span></i></div><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">Hythe as it is called, formally known as No1 Tower Road South is due for completion in late 2021. Funding for the new office space was provided by Peel L&P, Liverpool City Region Combined Authority and the Merseyside Pension Fund. </span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"><b>East Float</b> </span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">Site clearance for a new 350 home development continued through 2020 and now work has begun on the construction phase. The East Float development is a joint venture between Urban Splash and Peel L&P, which promised to deliver "<i>a brand new waterside neighbourhood on the left bank of the Mersey. With communal open spaces, pedestrianised streets, 1500 trees and soothing open waters</i>"</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjYyFsOx66yQ3p95XqMAOACNbFHZwo6nUCcdDtGffko_fKBHYhNCAorwO7XztGRDT2flaUbYYQIDNMlLcxhiAuPV2_EMpFnHNucNz5lz5I2LgI6obQycoySFOkrfQXiVKS8CQJ92ioWXFg/s1680/house_web_Wirral_Waters_CGIs_Aerial_0421_001_3-2_5d53fffa318cbb08ebfd709f79e655e4.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1120" data-original-width="1680" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjYyFsOx66yQ3p95XqMAOACNbFHZwo6nUCcdDtGffko_fKBHYhNCAorwO7XztGRDT2flaUbYYQIDNMlLcxhiAuPV2_EMpFnHNucNz5lz5I2LgI6obQycoySFOkrfQXiVKS8CQJ92ioWXFg/w400-h266/house_web_Wirral_Waters_CGIs_Aerial_0421_001_3-2_5d53fffa318cbb08ebfd709f79e655e4.jpg" width="400" /></a></span></div><span style="font-size: medium;"><span style="font-family: arial;">
</span></span><p style="text-align: left;"></p><p class="western" style="margin-bottom: 0cm; text-align: center;"><i><span style="font-size: small;"><span style="font-family: arial;">Artist's representation of the new East Float development. Image Credit <a href="https://www.urbansplash.co.uk/" target="_blank">Urban Splash</a></span></span></i>
</p>
<p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">A total of 347 homes will be constructed which will be comprised of three-storey townhouses, row houses and apartments. The developers also say there will be "<i>quiet pedestrianised streets and large communal gardens.</i>"</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"><b>Maritime Knowledge Hub</b></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">The iconic Grade II-listed Hydraulic Tower is set to be transformed after ambitious plans for £23m Maritime Knowledge Hub was agreed. The new hub will feature a maritime technology centre, space for offshore survival training, a marine simulation and training centre, a hydrobab, 60,000 sq ft of collaborative space and state of the art research and development facilities.</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxaevSweG0WXjfr9pmXwpkRMkC_xupxaHnCBowPswhADYgu98urmgk7WrvjvZ5txFgYeoXdhqihVNeTj6KKLDecQ4AEcnXPT2m8JbxOOmEe2RQ6CEmBJz2mox3HxnOir0cFI9lk4wVqUE/s1600/Hydraulic+Tower+Birkenhead+02.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="788" data-original-width="1600" height="198" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxaevSweG0WXjfr9pmXwpkRMkC_xupxaHnCBowPswhADYgu98urmgk7WrvjvZ5txFgYeoXdhqihVNeTj6KKLDecQ4AEcnXPT2m8JbxOOmEe2RQ6CEmBJz2mox3HxnOir0cFI9lk4wVqUE/w400-h198/Hydraulic+Tower+Birkenhead+02.JPG" width="400" /></a></span></div><p style="text-align: left;"></p><p class="western" style="margin-bottom: 0cm; text-align: left;">
</p><i><span style="font-size: small;"><span style="font-family: arial;"></span></span></i></div><div style="text-align: center;"><i><span style="font-size: small;"><span style="font-family: arial;">Hydraulic tower, Tower Road </span></span></i></div><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">Wirral Council has agreed on a 250-year lease of the building and to invest in its redevelopment to help maintain the momentum of regeneration in the area. The next stage in the development will be to secure detailed planning permission and Listed Building consent before work can start on the site.</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"><b>Egerton Village</b></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">Plans for the £4m Egerton Village development were agreed in 2019 however, work has yet to begin. The new space which will be located next to hythe will provide shops and arts and events space, which according to Peel, will be a "<i>creative and community hub for visitors, students, businesses and residents</i>".</span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">The waterside village has been designed by OMI Architects and will be be "<i>modularly constructed</i>", which will provide work experience opportunities for construction students at Wirral Metropolitan College. <br /></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"><br />The projects described may seem modest by themselves but collectively will transform a large part of the East Float, and will hopefully in time make the area look much more attractive and in doing so encourage more investment in the Four Bridges area. Redeveloping the whole 52 acres site will probably take decades, but these first tentative steps could transform the area and in turn transform the fortunes of Birkenhead as a whole.<br /></span></span></p><p style="text-align: left;"></p><p style="text-align: left;"></p><p style="text-align: left;"></p><p style="text-align: left;"></p><p style="text-align: left;"><br /></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><b><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.blogger.com/#" target="_blank">Youtube</a></b></span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><b></b></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><b><a href="https://www.engineeringfocusmedia.co.uk/" imageanchor="1" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="416" data-original-width="1577" height="105" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjR715Wpj45jCn16SVp-AxN8_yBkVVNJX8CzLLNo9DkN2qZkAZ-mJhGL2BILmU4CWJMsGScx0Xq-APiExLe2peCKLNAf9vAdVN7k0DiWy_e_tCD3M1qGZNKnwHYHDqcwV0x1IM2UlxEPKQ/w400-h105/EngFocus+banner.JPG" width="400" /></a><span style="font-size: medium;"><span style="font-family: arial;"><b> </b></span></span></b></span></span></div><p></p><p style="text-align: center;"> <span style="font-size: medium;"><b><a href="https://www.redbubble.com/people/engphotography/shop" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="100" data-original-width="400" height="100" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-RyfJ4m7IiHM3S1N_I-8_jQnQJittlBg4OsxJNHyg5KvBA0xgAjuY5e6UtUDBpi_ye2QDKYPXyh7d0RMrMkOomdn8I9ggcG5fTxe_4_Q5Mlmq4hR2xDCNoVHVk9yR6hTuypwDXrB41WI/w400-h100/Rail+photog+banner.jpg" width="400" /></a></b></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p><p style="background: transparent none repeat scroll 0% 0%; color: #0e101a; margin-bottom: 0pt; margin-top: 0pt; text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span></p>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0tag:blogger.com,1999:blog-2575190720838622512.post-55195572501053013372021-05-11T09:00:00.015+00:002021-06-14T11:31:16.465+00:00Re-Blog: Merseyrail: Expanding the network<p><span style="font-family: arial;"><span style="font-size: medium;"><span>Originally published in <b><a href="https://www.railmagazine.com/" target="_blank">Rail Magazine</a></b> issue 920<br /><br /> The Merseyrail network currently consists of 75 miles of railway, 6.5 miles of which are underground, split between 2 lines serving a total of 68 stations. The line is electrified by means of 750v DC third-rail and is served by 56 Class 507 and 508 EMUs, however, these units are due to be replaced by new, Class 777 trains over the next couple of years.<br /><br />Prior to the outbreak of Covid 19 the network carried 110,000 passengers per day and Central Station where the Wirral Line intersects with the Northern Line was the second busiest station in the North West with over 14 million entries and exits between 2018-2019.</span></span></span></p><p style="text-align: center;"><span style="font-family: arial;"><span style="font-size: medium;"><span><span style="font-size: small;"><i>Current extent of the Merseyrail network </i></span><br /></span></span></span></p><p style="text-align: center;"><span style="font-family: arial;"></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-family: arial;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgFP2iBQG0D4v8YIFPjLRDBO67xXgLAZPts9S8M_hNU18lI39Q0NUvjetSr-sBCzbimonY1EaEEFZ5SR0Ds2EROPWcZgCDpvuxPlEjk4QBmcD7NDmMpoZYRODp5AA8CfaXXROsLJUj1Umg/s800/copyright+merseyrail+map.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="332" data-original-width="800" height="165" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgFP2iBQG0D4v8YIFPjLRDBO67xXgLAZPts9S8M_hNU18lI39Q0NUvjetSr-sBCzbimonY1EaEEFZ5SR0Ds2EROPWcZgCDpvuxPlEjk4QBmcD7NDmMpoZYRODp5AA8CfaXXROsLJUj1Umg/w400-h165/copyright+merseyrail+map.jpg" width="400" /></a></span></span></div><span style="font-family: arial;"> </span><div style="text-align: center;"><span style="font-family: arial;"><span style="font-size: small;"><i><span><a href="https://www.redbubble.com/i/mug/Merseyrail-Network-Map-by-EngPhotography/56708964.9Q0AD">Rail maps on Redbubble, available on mugs, prints and much more </a></span></i></span><br /></span></div><div style="text-align: left;"><p style="text-align: left;"><span style="font-family: arial;"></span></p><p><span style="font-family: arial;"><span style="font-size: medium;"><span>The Merseyrail network is, in effect a self-contained network which has 8 termini, 6 of which join the national rail network where passengers can transfer on to services which operate beyond the Merseyrail network. These include Southport, Ormskirk, Kirkby, Ellesmere Port, Chester and Hunts Cross. Ellesmere Port currently only has a limited service beyond the Merseyrail Network with 1 arrival from Leeds at 18:08 and a service to Liverpool Lime Street via Warrington Bank Quay departing at 18:25.<br /><br />The network also has a number of other stations which have connections to the national rail network. They include Liverpool Lime St, Liverpool South Parkway, and Bidston where passengers can join Wrexham-Bidston line services.</span></span></span></p><p style="text-align: center;"><span style="font-family: arial;"><span style="font-size: medium;"><span><span style="font-size: small;"><i>Outgoing Class 507/8s are due to be replaced by Class 777s over the next couple of years.</i></span><br /></span></span></span></p><p><span style="font-family: arial;"></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-family: arial;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjoqvmZeIQMhMBr9LfMl1AAtEjQk8cDMrxSNLb6wGR-Mk7GWwNsuzau1w7VCyllhYiNYkNzvUk0JKGST5d1ve9FReKH5uwzP4f0Yg-MzjdR4fZQ6oHQNwSfrPkvQaH5odBmkOBgK2kUlJQ/s1000/Class+508+115+6016+x+4000.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="665" data-original-width="1000" height="265" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjoqvmZeIQMhMBr9LfMl1AAtEjQk8cDMrxSNLb6wGR-Mk7GWwNsuzau1w7VCyllhYiNYkNzvUk0JKGST5d1ve9FReKH5uwzP4f0Yg-MzjdR4fZQ6oHQNwSfrPkvQaH5odBmkOBgK2kUlJQ/w400-h265/Class+508+115+6016+x+4000.JPG" width="400" /></a></span></span></div><span style="font-family: arial;"><span style="font-size: medium;"> </span></span><p><span style="font-family: arial;"><span style="font-size: medium;"><span>Currently, Merseyrail services are unable to travel beyond those 8 termini because that is the extent of the third-rail network. It is unlikely that the third-rail network will be extended, as the Department for Transport and Network Rail have little appetite for future expansion of the UK third-rail lines.<br /><br />When compared to 25kv overhead electrification, 750v DC third-rail is less efficient, more expensive to install and maintain, and with a live conductor rail at ground level is also more dangerous. Having said that, in terms of efficiency, third-rail electrification is still vastly more efficent than diesel traction.<br /><br />Taking this into account you could be forgiven for thinking it is unlikely that the Merseyrail network will be expanded in future and that services are destined to remain limited to third-rail lines. However, there is some good news on the horizon and Merseytravel which is the strategic transport advisor to the Liverpool City Region is certainly not content with terminating services at the current stations.<br /><br />The Class 777 units being delivered to Merseyrail are set to provide serious opportunities for expansion beyond the third-rail network and Merseytravel is working with the train manufacture Stadler to investigate technologies that would allow just that. Firstly, units on which Class 777 are based can be constructed with a pantograph and transformer to take power from 25kv overhead wires. Or could be fitted with batteries, and in fact, one of the Class 777s which is being delivered to Merseyrail will be fitted with batteries and trialled on the Merseyrail Network.<br /><br /><span style="color: red;">Update.</span> The first Class 777 fitted with batteries, <a href="https://twitter.com/chris_billows/status/1389914888710066184" target="_blank">777 002</a> arrived in the UK last week and was spotted in Crewe on the 5th of May. <br /><br />Merseytravel plans to test how well the battery-powered Class 777 can perform, initially limited to operating on the third-rail network to provide a fail-safe should the batteries fail. However, Merseytravel will be able to put the battery-powered unit to the test across the Merseyrail network. Particular attention will likely be paid to how the unit performs on the steep incline on either side of the tunnel underneath the Mersey. The standard Class 777 units will have much better acceleration characteristics when compared to the outgoing Class 507/8s, so much so, when all Class 777s are in service the timetable will be sped up. This will allow Merseyrail to provide the same level of service (pre Covid19) with fewer vehicles, the order for new units stands at 52, compared to the current 56 units. For the battery trail to be successful the unit must perform comparably under all conditions to the Class 777s which are not fitted with batteries.</span></span></span></p><i><span style="font-size: medium;"><span style="font-family: arial;"></span></span></i><div style="text-align: center;"><span style="font-size: small;"><i><span><span style="font-family: arial;">Class 777s at Kirkdale TMD</span></span></i></span></div><div style="text-align: center;"><span style="font-size: small;"><i><span><span style="font-family: arial;"> </span></span></i></span></div><div style="text-align: center;"><i><span style="font-size: medium;"><span style="font-family: arial;"><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgO1hMUGlxqYwgOZk6L43yj-dtQs4TgRcNzjL8s1hZuPCIi_w9Bd-F0KLg6rxgq5_fsSz8ZmjLIDCWmy8Kas27u7dxkWINApBy7DeiPxjMMkNscK197Hv1eVJvLQNGudTxtsiLrlkYaIJI/s1928/E1DIpg3WEAMwP9x.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1029" data-original-width="1928" height="214" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgO1hMUGlxqYwgOZk6L43yj-dtQs4TgRcNzjL8s1hZuPCIi_w9Bd-F0KLg6rxgq5_fsSz8ZmjLIDCWmy8Kas27u7dxkWINApBy7DeiPxjMMkNscK197Hv1eVJvLQNGudTxtsiLrlkYaIJI/w400-h214/E1DIpg3WEAMwP9x.jpg" width="400" /></a></div></span></span></i><span style="font-family: arial;"><span style="font-size: medium;"><span></span></span></span></div><span style="font-family: arial;"><span style="font-size: medium;"><span></span></span></span><p></p><p><span style="font-family: arial; font-size: medium;"><span><span>Merseytravel isn't paying lip service to future expansion with this trial, they have serious ambitions to extend the network and are already working on plans for an initial modest extension from Kirkby to a new station to be constructed at Headbolt Lane, but they have more ambitious plans to extend services to Skelmersdale, which would require reinstating a former route which was closed in the 1960s and the construction of a new station. Plans for Skelmersdale link are currently at the GRIP 3 stage. The new Headbolt Lane station would become the new eastern terminus on the Kirkby branch, until such time that services can be extended further. The new station would require a short section of third-rail from Kirkby, although if the battery trial is successful the new station could instead be served by Class 777s fitted with batteries.<br /><br />Merseytravel also has a long term goal to extend services from Ellesmere Port to Helsby or Warrington Bank Quay, they would also like to extend services from Ormskirk to Preston and from Bidston to Wrexham. In order to ensure that any further extensions can become a reality Merseytravel has an option to purchase a further 60 units from Stadler, should the need arise. These units could be fitted with either pantographs or batteries, depending on how further extensions are to be delivered.</span></span></span></p><p><span style="font-family: arial; font-size: medium;"><span><span><b>Wrexham-Bidston Line extension </b> <br /></span></span></span></p><p><span style="font-family: arial; font-size: medium;"><span><span>Electrification of the Wrexham-Bidston line was discounted back in 2008 when Network Rail published a report which estimated the cost of electrifying 27 miles of railway with 750v DC third-rail to be £207m, a figure which was said to be 3 times higher than that estimated by Merseytravel. This meant that it seemed as if through services to Liverpool from Wrexham would be put on hold indefinitely. However, the introduction of Class 777s does provide a reason to be optimistic that, in the medium to long term services could operate from Wrexham Central through to Liverpool on the Wrexham-Bidston line.<br /><br />One option that was investigated was electrifying the Wrexham-Bidston line with 25kv overhead wires, this was thought to be a cheaper option than third-rail electrification, and with the option for Class 777s variants to be constructed to take power from both third-rail and overhead wires, that could have been a real option. However, the publication Network Rail's traction decarbonisation network strategy suggests that the Wrexham-Bidston will not be electrified. The report now suggests that through services will be provided by battery-powered units.<br /><br />It is likely that if the Class 777 battery trial is a success and proposals for the Wrexham-Bidston line are taken forward, that some infrastructure would be required at the Wrexham end of the line in order to re-charge the units. Vivarail which is currently delivering class 230 hybrid units to Transport for Wales for use on the Wrexham-Bidston line, has been working on battery technology for some time and they say one of their units fitted with batteries could travel as far as 60 miles on a single charge.</span><br /></span></span></p><p style="text-align: center;"><span style="font-family: arial; font-size: medium;"><span><span><span style="font-size: small;"><i>Class 230 diesel-electric hybrid built by Vivarail currently being tested on the Wrexham-Bidston line before their introduction later this year</i></span><br /></span></span></span></p><p><span style="font-family: arial; font-size: medium;"></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-family: arial; font-size: medium;"><span><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhyT_ssjuaDj5P99SxmmftRzUAl0Fx1M8X1_f64oKNwqRnqDHS3yIPhW3yLlNrRkgNdcJje53u7dWz9dxOUT2qJL-4_1d-J56Pb8jHPs4AbThKfkkUU2ShB5D_9WHETPXpI0oOyIEvP2es/s1280/MED+Class+230+008+at+Neston+station+EngFocus.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="851" data-original-width="1280" height="265" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhyT_ssjuaDj5P99SxmmftRzUAl0Fx1M8X1_f64oKNwqRnqDHS3yIPhW3yLlNrRkgNdcJje53u7dWz9dxOUT2qJL-4_1d-J56Pb8jHPs4AbThKfkkUU2ShB5D_9WHETPXpI0oOyIEvP2es/w400-h265/MED+Class+230+008+at+Neston+station+EngFocus.JPG" width="400" /></a></span></span></div><span style="font-family: arial; font-size: medium;"><span><br />If we assume that a Stadler unit could be fitted with enough batteries to travel up 60 miles between charge, whilst maintaining the same acceleration characteristics as the non-battery variants, it is still thought that the 54 mile round trip from Bidston to Wrexham and back on one charge would be difficult. This is due to the steep gradients on the route from Shotton towards Buckley and the frequent stops spaced closely together from Shotton to Wrexham Central. Therefore it is likely that a short section of third-rail would have to be installed leading into Wrexham Central.<br /><br />Rapid charging via third-rail is another area in which Vivarail is leading the way. The system which Vivarail is developing has interim Network Rail approval and is set to become the UK standard system. Their system is capable of providing enough charge in just 8 minutes to power a class 230 battery variant for up to 60 miles. The system uses a short section of third-rail to charge the batteries via third rail shoe gear. This power can either be provided directly from the National Grid, or via stationary second-life batteries, which could be charged more slowly and then used to provide rapid charging to a unit.<br /><br />Ormskirk to Preston and Ellesmere Port have been classified by Network Rail's report as “multiple (proposed battery)”, which could mean partial electrification with batteries being used to bridge the gap between electrified and non-electrified sections. This raises the question about which means of electrification would be used, as the DfT, Network Rail are against expansion of third-rail. Class 777 variants could only be built to take third-rail and 25kv overhead power, or third-rail and batteries. This is because the batteries would occupy the same space in which the transformers to convert the 25kv AC to 750v DC would. But Merseytravel is also investigating using 750v DC overhead, this means it could potentially be possible to produce units that could draw power from third-rail, overhead 750v DC and also be fitted with batteries.<br /><br />So, whilst the expansion of the Merseyrail network isn't something that is going to happen in the short term, with new more adaptable units on the way and ever-improving battery technology, it is a real possibility that the network can be expanded in the medium to long term.</span></span></div><div><span style="font-family: arial; font-size: medium;"><span> </span></span><p></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span><b><span style="font-size: large;"><span style="font-family: arial;"><span><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></span></span></b></p><p style="text-align: center;"><b><span style="font-size: large;"><span style="font-family: arial;"><span></span></span></span></b></p><div class="separator" style="clear: both; text-align: center;"><b><span style="font-size: large;"><span style="font-family: arial;"><span><a href="https://www.engineeringfocusmedia.co.uk/" imageanchor="1" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="416" data-original-width="1577" height="105" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJdg8zmWAA8nJlbqFO6U_CCawhfMr9gqOh_oDZjao-rfiFJ1zYvXQG1rApDzj1VQBpTssAXwcrlCGycIggSb6F_hdGqA-7GNhk82srG979zRxyDEsSYSTuNOTxt3TefVh1z0tn7ufGBfA/w400-h105/EngFocus+banner.JPG" width="400" /></a><b><span style="font-size: large;"><span style="font-family: arial;"><span> <br /></span></span></span></b></span></span></span></b></div><p></p><div style="text-align: center;"><a href="https://www.redbubble.com/people/EngPhotography/explore?asc=u&page=1&sortOrder=recent" target="_blank"><b><span style="font-size: large;"><span style="font-family: arial;"><span></span></span></span></b></a><span style="font-size: large;"><span style="font-family: arial;"><span><div style="text-align: center;"><a href="https://www.redbubble.com/people/EngPhotography/explore?asc=u&page=1&sortOrder=recent" target="_blank"></a><a href="https://www.redbubble.com/people/engphotography/shop" target="_blank"><img border="0" data-original-height="100" data-original-width="400" height="100" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-RyfJ4m7IiHM3S1N_I-8_jQnQJittlBg4OsxJNHyg5KvBA0xgAjuY5e6UtUDBpi_ye2QDKYPXyh7d0RMrMkOomdn8I9ggcG5fTxe_4_Q5Mlmq4hR2xDCNoVHVk9yR6hTuypwDXrB41WI/w400-h100/Rail+photog+banner.jpg" width="400" /></a></div></span></span></span></div></div>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com1Liverpool, UK53.4083714 -2.9915726-24.972619303050827 -143.6165726 90 137.6334274tag:blogger.com,1999:blog-2575190720838622512.post-30791837034461534882021-04-28T09:00:00.086+00:002021-06-14T11:30:44.903+00:00Northgate redevelopment and St Martin's Way roadworks<p><span style="font-size: medium;"><span style="font-family: arial;"> The redevelopment of Chester's Northgate quarter has been progressing at pace since my last visit back in August 2020, with several new structures already starting to taking shape.<br /> <br />A 250 tonne crane has been on site for a number of weeks helping to install pre-cast concrete panels and steelwork. A large concrete core has already been constructed using concrete panels, this will house the stairwell and lift shafts for the multi-story car park. The structure of car park itself like the other buildings is being built out of steel.<br /></span></span></p><p style="text-align: center;"><i><span style="font-size: small;"><span style="font-family: arial;">Concrete core being constructed for the multi-story car park <br /></span></span></i></p><p><span style="font-size: medium;"></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgIsa_2ltTzkGqgy4a5KdaUZtn8BBavnH6ZDd20BMhyphenhyphenE2d0BD6NZmwNPbixYR5JfF9Z1Q96_GFovoV4MY78NSbNGx0ptaXdcwyFEpoLdJEdml1xeVaZcFRmbI4f1pwN13qgofleggjWEPU/s1600/Chster+Northgate+redevelopment+01.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1010" data-original-width="1600" height="253" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgIsa_2ltTzkGqgy4a5KdaUZtn8BBavnH6ZDd20BMhyphenhyphenE2d0BD6NZmwNPbixYR5JfF9Z1Q96_GFovoV4MY78NSbNGx0ptaXdcwyFEpoLdJEdml1xeVaZcFRmbI4f1pwN13qgofleggjWEPU/w400-h253/Chster+Northgate+redevelopment+01.JPG" width="400" /></a></span></div><span style="font-size: medium;"><br /><span style="font-family: arial;">One of the larger buildings which is already taking shape is the new cinema. The image below shows the steel framework which forms what will become the cinema, it also shows a stepped concrete structure which is where cinema-goers will eventually sit.<br /></span></span><p></p><p style="text-align: center;"><span style="font-size: small;"><i><span style="font-family: arial;">Cinema structure taking shape</span></i></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgwuQJGFhd25csdd2ZFFsnpsNwUqCQJgi-xQ9n-Fwyy8YgkvKLy75z8SXS3_krqIYiKYEjwz50QSBGkqQgQO1M65GmCTM1ljGS8LcFJCto3eT7wb2d3zsM6chesJgFpz7STCbFRkKvE1ko/s1600/Chster+Northgate+redevelopment+Cinema.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="935" data-original-width="1600" height="234" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgwuQJGFhd25csdd2ZFFsnpsNwUqCQJgi-xQ9n-Fwyy8YgkvKLy75z8SXS3_krqIYiKYEjwz50QSBGkqQgQO1M65GmCTM1ljGS8LcFJCto3eT7wb2d3zsM6chesJgFpz7STCbFRkKvE1ko/w400-h234/Chster+Northgate+redevelopment+Cinema.JPG" width="400" /></a></span></div><p><span style="font-size: medium;"><span style="font-family: arial;">The multi-use space which is being constructed directly behind the old library is also starting to take shape. Its multiple roof spans appear to be an attempt to mirror the local architecture so that the building fits in with the surroundings. </span></span></p><p style="text-align: center;"><i><span style="font-size: small;"><span style="font-family: arial;">Structure being built behind library </span></span></i></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgedTw1cJPdyaQULW2AI28KSKG-zE4-IWr4rreSiX22GX8c4o1Yreaf6Hyle9W0xMx2oc9r5oIHHhRHpMM2X4mOA5zmvExwRkzcxISfELbKjsuof-R_wTaLOBk0NakmFqkWsKDacVDgJ3w/s1600/Chster+Northgate+redevelopment+Library.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1039" data-original-width="1600" height="260" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgedTw1cJPdyaQULW2AI28KSKG-zE4-IWr4rreSiX22GX8c4o1Yreaf6Hyle9W0xMx2oc9r5oIHHhRHpMM2X4mOA5zmvExwRkzcxISfELbKjsuof-R_wTaLOBk0NakmFqkWsKDacVDgJ3w/w400-h260/Chster+Northgate+redevelopment+Library.JPG" width="400" /></a></span></div><p><span style="font-size: medium;"><span style="font-family: arial;">Whilst work continues on the Northgate redevelopment another large construction project is also underway. If you live or work in Chester then you have probably already felt the impact of this work, as it has forced the closure of 2 lanes of St Martin's Way and Nicholas St, resulting in Chester's ring road being turned in effect, into a giant roundabout. This is because </span></span><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-size: medium;"><span style="font-family: arial;">St Martin's Way and Nicholas St are</span></span> currently closed in the southbound direction from Fountains Roundabout to Grosvenor Roundabout. The local authority decided that this would be the best solution for dealing with traffic, rather than just having a single lane in each direction from Fountains Roundabout to Grosvenor Roundabout </span></span><br /><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">The works themselves are part of the wider Northgate redevelopment and will help to future proof the Northgate quarter against flooding and "drain bursts". The works involve building a 1km long tunnel underneath St Martin's Way, Nicholas Street, Grosvenor Road and Castle Drive, then out to the River Dee. The new drain which will have sections up to 1.2m wide will help direct rainwater away from the Northgate Quarter and the sewer system so that it isn't overwhelmed during heavy rain.<br /></span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-size: small;"><i>Looking up Nicholas St / St Martin's Way from Grosvenor Roundabout</i></span><br /></span></span></p><p><span style="font-size: medium;"></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiVumMUSeyJQWXy6UdcVfiurJ6NCjYtNkpy32qP_aoSNorhVfG8h4MPfW7GoRb9-c9Ek9Rmo3pLrp7G5TmU2myY-Im8v81O1pg4PgjoTc7aPLUgwIoeMiWgYni35n799atUCNLZ34llU8Q/s1600/Chester+St+Martins+Way.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1023" data-original-width="1600" height="256" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiVumMUSeyJQWXy6UdcVfiurJ6NCjYtNkpy32qP_aoSNorhVfG8h4MPfW7GoRb9-c9Ek9Rmo3pLrp7G5TmU2myY-Im8v81O1pg4PgjoTc7aPLUgwIoeMiWgYni35n799atUCNLZ34llU8Q/w400-h256/Chester+St+Martins+Way.JPG" width="400" /></a></span></div><span style="font-size: medium;"><span style="font-family: arial;"></span></span><p></p><p><span style="font-size: medium;"><span style="font-family: arial;">The main contractor VINCI Construction is using 2 TBMs (<i>tunnel boring machines</i>) to construct 85% of the tunnels via a "pipe jacking" method. The remaining 15% will be constructed using a more conventional surface excavation method.<br /><br />The 2 TBMs, one which is 1.2m in diameter the other 1m in diameter will bore the tunnels </span></span><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-size: medium;"><span style="font-family: arial;">underneath St Martin's Way, Nicholas Street, Grosvenor Road and Castle Drive. As the</span></span> TBMs progress forward sections of concrete pipe will be pushed in from behind using hydraulic rams to form the new drainage tunnel. <br /><br />The TBMs have been launched from 12m deep access shafts which have been sunk into St Martin's Way and Nicholas St. 9 access shafts will be required in total to construct the tunnel.</span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-size: small;">One of the shafts which has been used to launch one of the TBMs</span><br /></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQft0qhHSJtrNQiRr6ClN3eqih6op2Lrm63Aar65tF2gwP6HdGyB1cqri4UM30IdFttZSurq07rJF_7YunmdacoHNoslip6Eu-9C9PkLPyjqmHlu_tVj2TZkF2H9tiSL5yKp1l1m6ebqQ/s1600/_DSC0924.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1091" data-original-width="1600" height="272" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQft0qhHSJtrNQiRr6ClN3eqih6op2Lrm63Aar65tF2gwP6HdGyB1cqri4UM30IdFttZSurq07rJF_7YunmdacoHNoslip6Eu-9C9PkLPyjqmHlu_tVj2TZkF2H9tiSL5yKp1l1m6ebqQ/w400-h272/_DSC0924.JPG" width="400" /></a></span></div><br /></div><span style="font-size: medium;"><span style="font-family: arial;">The TBMs are using a "closed slurry system" to remove waste material from the tunnel. Water is pumped to a TBM and is mixed with waste material to form a slurry which is then pumped back to the surface. Once at the surface the slurry is filtered on-site to seperate soil and rocks from the water, once seperated the water is sent back down to the TBM for re-use. </span></span><p></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span><i><span style="font-size: small;"><span style="font-family: arial;">The slurry filtering system which separates waste material from the water </span></span></i><br /></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p><span style="font-size: medium;"></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3495ixpgfcY3GVDK9P6_Ojzlop-gNSxSsgEANV_8taWxm6Ak7IIP5S_Q302dvLh1gKTPh04mB6NxIc3SsaYqF5M_wcINycOHnPV-c_yztvmiv9PpO8g7JgHtWTxhDTCPWnXXy3BQ-Nqg/s1600/_DSC0922_01.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1064" data-original-width="1600" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3495ixpgfcY3GVDK9P6_Ojzlop-gNSxSsgEANV_8taWxm6Ak7IIP5S_Q302dvLh1gKTPh04mB6NxIc3SsaYqF5M_wcINycOHnPV-c_yztvmiv9PpO8g7JgHtWTxhDTCPWnXXy3BQ-Nqg/w400-h266/_DSC0922_01.JPG" width="400" /></a></span></div><p><span style="font-size: medium;"><br /><span style="font-family: arial;">The drainage works which started in November 2020 are estimated to be completed by November this year. I'm sure the completion of the work will come as a relief to many who live and work in Chester, undoubtedly as Covid restrictions begin to ease traffic levels will begin to increase in and around Chester, so it is vital are completed on schedule. <br /><br />If you would like to know more about the Northgate redevelopment check out my earlier <b><a href="http://engineeringfocusblog.blogspot.com/2020/08/work-begins-on-chesters-northgate.html" target="_blank">post from my first visit in August 2020</a></b>.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"> </span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="https://youtu.be/G9kzQk6Kn-M" target="_blank"><i>Short video clip showing the extent of progress so far</i></a><br /></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/G9kzQk6Kn-M" width="320" youtube-src-id="G9kzQk6Kn-M"></iframe></span></span></div><p><span style="font-size: medium;"><span style="font-family: arial;"> </span></span></p><p style="text-align: center;"><b><span style="font-size: large;"><span style="font-family: arial;"><span><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></span></span></b></p><p style="text-align: center;"><b><span style="font-size: large;"><span style="font-family: arial;"><span></span></span></span></b></p><div class="separator" style="clear: both; text-align: center;"><b><span style="font-size: large;"><span style="font-family: arial;"><span><a href="https://www.engineeringfocusmedia.co.uk/" imageanchor="1" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="416" data-original-width="1577" height="105" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJdg8zmWAA8nJlbqFO6U_CCawhfMr9gqOh_oDZjao-rfiFJ1zYvXQG1rApDzj1VQBpTssAXwcrlCGycIggSb6F_hdGqA-7GNhk82srG979zRxyDEsSYSTuNOTxt3TefVh1z0tn7ufGBfA/w400-h105/EngFocus+banner.JPG" width="400" /></a><b><span style="font-size: large;"><span style="font-family: arial;"><span> <br /></span></span></span></b></span></span></span></b></div><p></p><div class="separator" style="clear: both; text-align: center;"><b><span style="font-size: large;"><a href="https://www.redbubble.com/people/engphotography/shop" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="100" data-original-width="400" height="100" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-RyfJ4m7IiHM3S1N_I-8_jQnQJittlBg4OsxJNHyg5KvBA0xgAjuY5e6UtUDBpi_ye2QDKYPXyh7d0RMrMkOomdn8I9ggcG5fTxe_4_Q5Mlmq4hR2xDCNoVHVk9yR6hTuypwDXrB41WI/w400-h100/Rail+photog+banner.jpg" width="400" /></a></span></b></div><p></p><p><span style="font-size: medium;"><span style="font-family: arial;"> </span><br /></span></p>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0Chester, UK53.193392 -2.89307524.883158163821157 -38.049325 81.503625836178855 32.263175tag:blogger.com,1999:blog-2575190720838622512.post-30994860406308753752021-04-22T10:44:00.021+00:002021-05-10T20:04:15.374+00:00RIA calls for rolling programme of electrification<div><div style="text-align: right;"></div><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">Today the Railway Industry Association along with 16 other rail bodies has written an <a href="https://riagb.org.uk/RIA/Newsroom/Railway_Industry_urges_programme_of_Electrification_to_meet_Net_Zero_Targets.aspx" target="_blank">open letter to the Secretary of State for Transport Grant Shapps</a> urging the Government to begin a rolling programme of electrification.<br /><br />The letter coincides with the release of a report produced by the RIA called "'<a href="https://riagb.org.uk/RIA/Newsroom/Publications%20Folder/Why_Rail_Electrification_Report.aspx" target="_blank">Why Rail Electrification?</a>". They say "<i>The report urges the Government to begin a programme of rail electrification now, in order to meet Net Zero legal commitments. It complements Network Rail’s Traction Decarbonisation Network Strategy by explaining why electrification is both a future-proof technology and a good investment.</i>"<br /><br />The 80-page report sets out the case for a rolling programme of electrification and deals with potential sticking points such as cost, the report also looks at other forms of traction such as battery and hybrid technologies. The report does not dismiss battery or hybrid traction as an option but states that electrification is the "<i>optimal choice for the majority of lines on the network</i>"</span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-size: medium;"><span style="font-family: arial;"><i><span style="font-size: small;">Wires above the WCML</span></i></span></span> <br /></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhe1CmjL6MBFqv5hmlcH-IfjqJs7oNSqMAApE9-RXhncK5BVwycM5N81dlqshYaN78-TrU4igEmxnpJbBu238-xmROnbKIF68j_UNuMY_yuOuD9ALVPX72T0cJuMp5_AjXoS3Ke2QrXry4/s1000/EwHij7jXEAIy-_X.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="750" data-original-width="1000" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhe1CmjL6MBFqv5hmlcH-IfjqJs7oNSqMAApE9-RXhncK5BVwycM5N81dlqshYaN78-TrU4igEmxnpJbBu238-xmROnbKIF68j_UNuMY_yuOuD9ALVPX72T0cJuMp5_AjXoS3Ke2QrXry4/w400-h300/EwHij7jXEAIy-_X.jpg" width="400" /></a></span></div><p style="text-align: left;"></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">The case for electrification seems clear, I and many others would probably go as far as to say it's a no brainer, however it seems that the government has been dragging its heels since the GWML electrification debacle. <br /><br />The fact that electrification of the GWML was delivered late and 3 times over budget wasn't so much the fault of the rail industry, but a failure of the Government to properly plan for the massive electrification project that it had promised to deliver. Put simply, during the CP5 (<i>Control Period</i>) HLOS (<i>High Level Output Specification</i>) covering the period from 2014 to 2019, the Government promised too much and failed to realise the enormity of the challenge and the fact that the industry lacked the skills to achieve such large amount of electrification in a relatively short space of time. <br /><br />A graph shared on Twitter produced by rail electrification engineer Garry Keenor demonstrates clearly what went wrong with CP5. The industry went from no new electrification schemes leading up to 2012, then by the end of 2013 there were more than 20 schemes either in progress or in the pipeline. <br /><br />20+ active schemes from 0 in the space of 5 years is not what the industry means when it says it wants to see a "rolling programme of electrification". <br /><br />The sudden burst of activity meant that the industry had to rapidly tool up and find enough people with the necessary skills to carry out the work. Skills and equipment that at the time the industry simply did not have. And when new equipment such as Network Rail's High Output Plant System (HOPS) did arrive, it simply did not live up to expectations. </span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-size: medium;"><span style="font-family: arial;"><i><span style="font-size: small;">CP5 HLOS map, showing projects that were completed, delayed or cancelled</span></i></span></span> <br /></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEift41UtWjREmLzQhWmDoYSgyQdXFHJgnZq0JVC7jCQXo7XihOAtLEH-WSEK4oBLvsiiI9CpxKMb_cLS10enm_7lduUwc2oDM6VuMxZO9Ow5qPlAeeRdeSeZt_2RWiDtgsFrRWQwTrpVF4/s2048/CP5+HLOS+Map+full.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="2048" data-original-width="2048" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEift41UtWjREmLzQhWmDoYSgyQdXFHJgnZq0JVC7jCQXo7XihOAtLEH-WSEK4oBLvsiiI9CpxKMb_cLS10enm_7lduUwc2oDM6VuMxZO9Ow5qPlAeeRdeSeZt_2RWiDtgsFrRWQwTrpVF4/w400-h400/CP5+HLOS+Map+full.jpg" width="400" /></a></span></span></div><span style="font-size: medium;"><span style="font-family: arial;"> <br />The CP5 debacle lead to schedule and cost overruns which ultimately lead to the Government abandoning plans for the "electric spine". Since then electrification plans have either been delayed, put on hold or cancelled altogether. <br /><br />It's not as if anyone didn't see this coming, the industry for years has been calling on the government to continue with electrification, all be it at a more manageable pace than the previous famine and feast.<br /></span></span><p></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"></div><span style="font-size: medium;"><span style="font-family: arial;">Even I, a relative outsider have been writing about the lack of skills and the government's failure to properly plan for the electrification of Britain's rail network. Listed below are some of the blogs I've written about skills and electrification over the past 5 years. </span><br /></span><p></p><p style="text-align: left;"><a href="http://engineeringfocusblog.blogspot.com/2020/09/cp5-hlos-not-all-doom-and-gloom.html" target="_blank"><span style="font-size: medium;"><span style="font-family: arial;"><br />CP5 HLOS: "Not all doom and gloom" </span></span></a></p><p style="text-align: left;"><a href="http://engineeringfocusblog.blogspot.com/2017/08/the-problem-with-crossrail-north.html" target="_blank"><span style="font-size: medium;"><span style="font-family: arial;"> The problem with Crossrail North </span></span></a></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span><a href="http://engineeringfocusblog.blogspot.com/2017/08/trans-pennine-electrification-and.html" target="_blank"><span style="font-size: medium;"><span style="font-family: arial;">Trans-Pennine electrification and Crossrail North </span></span></a></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="https://engineeringfocusblog.blogspot.com/2017/07/electrification-what-went-wrong.html" target="_blank">Electrification - what went wrong?</a> </span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span><a href="http://engineeringfocusblog.blogspot.com/2015/07/northern-powerhouse-or-powercut.html" target="_blank"><span style="font-size: medium;"><span style="font-family: arial;">Northern - Powerhouse or Powercut?</span></span></a></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="http://engineeringfocusblog.blogspot.com/2019/02/northern-rail-industry-leaders-building_21.html" target="_blank">Northern Rail Industry Leaders, Building the North's New Railway</a></span></span></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"> </span></span><span style="font-size: large;"></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: large;"><a href="https://www.redbubble.com/people/EngPhotography/explore?asc=u&page=1&sortOrder=recent" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="100" data-original-width="400" height="100" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-RyfJ4m7IiHM3S1N_I-8_jQnQJittlBg4OsxJNHyg5KvBA0xgAjuY5e6UtUDBpi_ye2QDKYPXyh7d0RMrMkOomdn8I9ggcG5fTxe_4_Q5Mlmq4hR2xDCNoVHVk9yR6hTuypwDXrB41WI/w400-h100/Rail+photog+banner.jpg" width="400" /></a></span></div><p></p><span style="font-size: large;"><span style="font-family: arial;"></span></span></div><div style="text-align: center;"><span style="font-size: large;"><span style="font-family: arial;"><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></span></div>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0tag:blogger.com,1999:blog-2575190720838622512.post-55076149815215463352021-04-13T14:38:00.007+00:002021-05-10T20:06:19.064+00:00East-West Rail progress so far<p><span style="font-size: medium;"><span style="font-family: arial;">East-West Rail once completed promises to transform rail travel across Oxfordshire, Buckinghamshire, Bedfordshire and Cambridgeshire. This step-change in connectivity will be achieved by upgrading and re-building railway lines between Oxford and Cambridge, which were either downgraded or in the case of the section between Bedford and Cambridge, removed altogether.<br /><br />The first tentative steps towards the delivery of the full East-West route were taken in 2016 when a major upgrade of the existing railway line from Oxford to Bicester was completed. The upgrade involved doubling the railway between Oxford and Bicester and the construction of a new section of track between Bicester and the Chiltern Mainline. The project also involved the construction of 2 new stations, one at Oxford Parkway and another at Bicester Village.<br /><br />The upgrades and new infrastructure allowed Chiltern Railways to begin operating Oxford to London Marylebone services on the Chiltern Mainline. Services initially began operating from Oxford Parkway in October 2015 and then from Oxford in December 2016.<br /><br />This first phase of what has since become East-West Rail was funded through a partnership between Network Rail and Chiltern Railways, with Network Rail providing the initial £250m funding, which was to be paid back via a “facility charge”. The charge was to be paid over a period of 30 years, initially paid by Chiltern Railways which is owned by Arriva UK. However this franchise is due to come to an end in 2022 and it is uncertain if the railway will be re-franchised, as the outbreak Covid19 has forced the government to look again at the franchise system as a whole.<br /><br />Work on £760m second phase began in 2020 when Network Rail started to undertake preparatory works along the corridor from Bicester to Bletchley. Phase 2 involves building a new station at Winslow, partial re-building of Bletchley flyover, construction of new high-level platforms at Bletchley and installation of new tracks on part of the old Varsity Line between Bicester and Bletchley via Claydon Junction.<br /><br />A key element of phase 2 which is now well underway is the partial rebuilding of the Bletchley Flyover. Built in 1959 to carry the Varsity Line over the West Coast Main Line, it was later closed to passenger traffic in 1968 and then to goods traffic in 1993, since then the flyover has remained unused.<br /><br />Now Network Rail is replacing 14 of the 37 spans which make up the flyover in order to bring the structure up to modern standards. Since April 2020 Network Rail has been working to remove sections of the flyover, some of which weighed 295 tonnes. 8 sections that crossed the WCML required the closure of the railway in May 2020, however, the remaining spans were dismantled without the need for any further closures. </span></span></p><p style="text-align: left;"></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbTQLgyUnwwrei8s-sS4cuc90-dWisU90qAGvqcgQwEUWZRMfx7ZCjU2UTAL-s9ovXjtmHUxbb-YVorV6PD0IX1uUariD7AlSWeK8SdJXvZDjezilI-lOCn2QUmFI__KR5Fbcd9nAfBNs/s1920/Span+lifted+out+of+Bletchley+flyover+-+East+West+Rail+project+%25281%2529.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="960" data-original-width="1920" height="200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbTQLgyUnwwrei8s-sS4cuc90-dWisU90qAGvqcgQwEUWZRMfx7ZCjU2UTAL-s9ovXjtmHUxbb-YVorV6PD0IX1uUariD7AlSWeK8SdJXvZDjezilI-lOCn2QUmFI__KR5Fbcd9nAfBNs/w400-h200/Span+lifted+out+of+Bletchley+flyover+-+East+West+Rail+project+%25281%2529.jpg" width="400" /> </a></div><div class="separator" style="clear: both; text-align: center;"> </div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: small;"><i><span style="font-family: arial;"> Span lifted out of Bletchley flyover - East West Rail project </span></i></span></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: small;"><i><span style="font-family: arial;">source <a href="https://www.blogger.com/#">Network Rail</a></span></i></span><br /></div><p></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Speaking in May 2020 Tim Shoveller, managing director for Network Rail’s North West and Central region, said: “This is a major milestone for East West Rail - a new railway which will transform connectivity and journey times across the heart of the country. It promises to provide a greener, low carbon transport system which will bring huge benefits to passengers and businesses - driving economic growth and creating opportunities for housing and new jobs.”<br /><br />Work will continue through 2021 to rebuild sections of the flyover and build new high-level platforms at Bletchley, It is expected that this will be completed by 2022. Once the works at Bletchley have been complete Network Rail will focus on the installation of new tracks between Bicester and Claydon Junction. Then in 2023 new tracks will be laid between Claydon Junction and Bletchley.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p style="text-align: center;"><span style="font-size: medium;"></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhKrIVLW2GhXDkFcIyZLe6scViqqC6q2pmbS58fcx7N6Q_ZaMDveGiAwx7b-ManEyrrH1RXsKOGWopF2K9v1tBSbQi2jta4mWxGL2OuGkPgUJvumxF4-4kD-OjJwdWlC15Ckrx6GmJkdbM/s864/East+West+Rail+route+clearance.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="576" data-original-width="864" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhKrIVLW2GhXDkFcIyZLe6scViqqC6q2pmbS58fcx7N6Q_ZaMDveGiAwx7b-ManEyrrH1RXsKOGWopF2K9v1tBSbQi2jta4mWxGL2OuGkPgUJvumxF4-4kD-OjJwdWlC15Ckrx6GmJkdbM/w400-h266/East+West+Rail+route+clearance.jpg" width="400" /></a></span></div><p></p><p style="text-align: center;"> <i><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-size: small;">East-West Rail: mothballed section of railway between Bicester and Bletchley <br />Source </span><a href="https://www.blogger.com/#"><span style="font-size: small;">Network Ra</span>il </a></span></span></i><br /></p><p></p><p><span style="font-size: medium;"><span style="font-family: arial;">Work to install and upgrade signalling and communications systems will begin in 2023 and be completed by 2024. Once this is complete Network Rail will be able to move on to the testing and commissioning phase, when it is hoped that train testing will begin.<br /><br />Phase 2 is estimated to be completed by 2025 allowing services to operate between Oxford and Bedford for the first time since sections of the Varsity Line were closed in the 1960s. It is proposed that there will be 2 trains per hour from Oxford to Milton Keynes, 1 train per hour between Oxford and Bedford and 1 train an hour between Milton Keynes and Aylesbury.<br /><br />The next phase of East-West Rail will be the most costly and challenging to complete, as parts of the Varsity Line between Bedford and Cambridge which was closed in the 1960s have been built upon.<br /><br />In January 2020 Secretary of State for Transport Grant Shapps announced that the preferred route between Bedford and Cambridge had been selected. The preferred option which was chosen will run from Bedford Station heading northeast to a new station at Tempsford, the route will then head east to another new station to be constructed at Cambourne, from there the route will head south of Cambridge where it will connect into the existing line into Cambridge railways station.</span></span></p><div class="separator" style="clear: both; text-align: center;"><a href="https://www.blogger.com/#" style="margin-left: 1em; margin-right: 1em;"></a><br /></div><div class="separator" style="clear: both; text-align: center;"><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjoF0BQI9zZ8oBST6pZA690h40T_X7uHUOWMe5rU8D9PIH8Tc22Zk1TxrlnszU7VLR2M1HF8dY3dOjXrk9S9tEEiSbwGagPs7rEtkDuUG5o2t4C84TRpMS1QocXR_RGxF53atkmz4vpEgg/s1108/Prefered+Route+E.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="767" data-original-width="1108" height="276" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjoF0BQI9zZ8oBST6pZA690h40T_X7uHUOWMe5rU8D9PIH8Tc22Zk1TxrlnszU7VLR2M1HF8dY3dOjXrk9S9tEEiSbwGagPs7rEtkDuUG5o2t4C84TRpMS1QocXR_RGxF53atkmz4vpEgg/w400-h276/Prefered+Route+E.png" width="400" /></a></div><i><span style="font-size: small;"><span><span style="font-family: arial;"> </span></span></span></i></div><div class="separator" style="clear: both; text-align: center;"><i><span style="font-size: small;"><span><span style="font-family: arial;">Preferred option, route E </span></span></span></i><br /><span style="font-size: medium;"><span style="font-family: arial;"></span></span></div><p><span style="font-size: medium;"><span style="font-family: arial;"> The preferred option (route E) has now moved to the public consultation stage, those wishing to have their say can do so <b><a href="https://eastwestrail.co.uk/consultation" target="_blank">here</a></b>. Once the final route has been decided detailed design work carried out and then </span></span><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-size: medium;"><span style="font-family: arial;">funding will have to be sought</span></span>. There's no firm date for the start of construction, but it is hoped that the line could be open by 2030, allowing passenger trains to operate directly from Oxford to Cambridge for the first time since 1960s.<br /></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-size: large;"><span style="font-family: arial;"><b><span face=""arial" , "helvetica" , sans-serif"><span> <span style="font-size: large;"> </span></span></span></b></span></span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-size: large;"><span style="font-family: arial;"><b><span face=""arial" , "helvetica" , sans-serif"><span><span style="font-size: large;"><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></span></span></b></span></span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-size: large;"><span style="font-family: arial;"><b><span face=""arial" , "helvetica" , sans-serif"><span><span style="font-size: large;"></span></span></span></b></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><b><a href="https://www.redbubble.com/people/EngPhotography/explore?asc=u&page=1&sortOrder=recent" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="100" data-original-width="400" height="100" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-RyfJ4m7IiHM3S1N_I-8_jQnQJittlBg4OsxJNHyg5KvBA0xgAjuY5e6UtUDBpi_ye2QDKYPXyh7d0RMrMkOomdn8I9ggcG5fTxe_4_Q5Mlmq4hR2xDCNoVHVk9yR6hTuypwDXrB41WI/w400-h100/Rail+photog+banner.jpg" width="400" /></a></b></div><b> </b><p></p>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0The Mansion, Bletchley Park, Sherwood Dr, Bletchley, Milton Keynes MK3 6EB, UK51.9976597 -0.740686323.687425863821154 -35.8969363 80.307893536178852 34.4155637tag:blogger.com,1999:blog-2575190720838622512.post-81915217897613326462021-03-19T10:00:00.020+00:002021-05-10T20:06:35.102+00:00Will Transport for Wales deliver for North Wales and Borders?<p><span style="font-size: medium;"><span style="font-family: arial;"> In 2018 Transport for Wales Rail Services took over the franchise to operate Wales and Borders services, which were previously operated by Arriva Trains Wales. Transport for Wales Rail Services the company initially owned by a Keolis Amey joint venture managed day-to-day running of rail services, as well as overseeing the development of South Wales Metro and the introduction of new trains. Transport for Wales was established as the government body to oversee road and rail transport, whilst TfWRS would have been best described as a railway company owned and operated by KeolisAmey.</span></span></p><p class="western" style="margin-bottom: 0cm;"><span style="font-size: medium;"><span style="font-family: arial;">When TfWRS took over the franchise, several promises were made, including the introduction of new trains, investment in existing rolling stock, as well as service improvements and station upgrades. On the face of it, TfWRS has so far appeared to have started to come good on some of its promises. £700m has already been spent or earmarked for the South Wales Metro scheme and orders for new trains have been placed, although it looks as if the class 197s ordered from CAF will not start to arrive by 2021 as originally planned and the 769s Flex units, which were </span></span><span style="font-size: medium;"><span style="font-family: arial;">intended as a stop-gap measure to release Class 150s so that they could be refitted to comply with accessibility standards</span></span><span style="font-size: medium;"><span style="font-family: arial;"> are 2 years late, although some are now finally beginning to enter service.</span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-size: small;"><i><span style="font-family: arial;">Original timeline for rolling stock replacement </span></i></span><br /></span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj7B7RhyvVzKg2rnwNGqe76GkbxH-12oi3JiTk6xKIXegQk385nURJ8AtctwvM83IYW3Lz-gXe7_t_eVXP-wfqW6FqNy2DCiLK81j0X8gaIUUR-d1M4Df1C0u3CPQWL1PM3AIIu1WqMn9o/s2048/De4DENrXkAAbSDU.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1335" data-original-width="2048" height="261" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj7B7RhyvVzKg2rnwNGqe76GkbxH-12oi3JiTk6xKIXegQk385nURJ8AtctwvM83IYW3Lz-gXe7_t_eVXP-wfqW6FqNy2DCiLK81j0X8gaIUUR-d1M4Df1C0u3CPQWL1PM3AIIu1WqMn9o/w400-h261/De4DENrXkAAbSDU.jpg" width="400" /></a></span></span></div><i><span style="font-family: arial;"></span></i><p></p><p><span style="font-size: medium;"><span style="font-family: arial;">As far as North Wales and the Borders goes, very little has happened. In fact, one of the first things TfWRS attempted to do was cut the first AM off-peak service calling at <a href="https://www.shropshirestar.com/news/local-hubs/oswestry/chirk/2019/10/22/petition-to-reverse-train-decision-launched/" target="_blank">Gobowen, Chirk and Ruabon</a>. The decision was made in an attempt to ensure the Cardiff-Holyhead express service could achieve the journey in under 4 and a half hours.</span></span><span style="font-size: medium;"><span style="font-family: arial;"> A BBC article written at the time stated "<i>A TfW spokesman said: "We have made a commitment to introduce a new Cardiff-Holyhead service departing from Cardiff Central with a total journey time of under four hours 30 minutes, using better trains to provide an improved service.</i>"</span></span></p><p></p><p><span style="font-size: medium;"><span style="font-family: arial;">Such a move would have breached the terms that Welsh ministers had agreed with the Department for Transport when they were given powers to control Wales and Borders services. The agreement states "<i>they shall not act in a manner that directly or indirectly unfairly prejudices the interests of passengers using English services in favour of the interests of passengers using the Welsh component of a Welsh service or a Wales only service</i>" <span style="font-size: small;"><i><a href="https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/737916/180531-ageny-agreement-number-3.pdf" target="_blank">[1]</a>.</i></span> In the end, TfWRS reversed the decision, but it was a worrying proposal, especially for passengers in England who rely on Wales and Borders services.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj5BLZ1MS0QXNYSiTGta87r7ws9ah6kpQrkVH-FIO3jFfPGyPlUMhnEtjmusKemNST__xxux3Isee7hCQ-aZGlXPpuCb23VumAI0lCv75ahAFGbXcos9KhrN_ATKXNkmEBpuUkcpjvkf28/s1000/Med+Arriva+Train+Wales+class+175%252C+150+and+85+5804x3441.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="593" data-original-width="1000" height="238" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj5BLZ1MS0QXNYSiTGta87r7ws9ah6kpQrkVH-FIO3jFfPGyPlUMhnEtjmusKemNST__xxux3Isee7hCQ-aZGlXPpuCb23VumAI0lCv75ahAFGbXcos9KhrN_ATKXNkmEBpuUkcpjvkf28/w400-h238/Med+Arriva+Train+Wales+class+175%252C+150+and+85+5804x3441.JPG" width="400" /></a></span></span></div><p></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="https://www.redbubble.com/shop/ap/35595120" target="_blank"><span style="font-size: small;"><i> Holyhead-Cardiff loco haued "WAG Express" service in ATW colours at Chester Station</i></span></a><br /></span></span></p><p></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"></span></div> <p><span style="font-size: medium;"><span style="font-family: arial;">The outbreak of Covid19 has, of course, had an impact on the rail network as a whole and the industry remains in a precarious position. The dramatic fall in passenger numbers combined with poor service performance prior to the pandemic forced the Welsh Government to change the nature of the agreement with KeolisAmey and decide to take control of the day-to-day running of rail services. KeolisAmey will still oversee the development of South Wales Metro, but the Welsh Government has taken ownership of TfWRS in order to manage the day-to-day operation of rail services.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Of course, the dramatic decline in passenger numbers means that the Welsh Government now has less money to play with and has already spent or earmarked £700m of the funding initially granted by the DfT to TfW to transform rail services.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">But it does appear that TfW has started to quietly cancel or curtail plans instigated before the pandemic to improve services and stations. One such promise which was made in 2019, was to install ticket machines "<i>to all stations that do not have one by 2022</i>". Now in 2021 this has been curtailed to just a few key stations, with busier stations seeing upgraded machines, whilst older machines will be moved to a few select stations based on passenger estimates.</span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-family: arial;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhyT_ssjuaDj5P99SxmmftRzUAl0Fx1M8X1_f64oKNwqRnqDHS3yIPhW3yLlNrRkgNdcJje53u7dWz9dxOUT2qJL-4_1d-J56Pb8jHPs4AbThKfkkUU2ShB5D_9WHETPXpI0oOyIEvP2es/s1280/MED+Class+230+008+at+Neston+station+EngFocus.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="851" data-original-width="1280" height="265" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhyT_ssjuaDj5P99SxmmftRzUAl0Fx1M8X1_f64oKNwqRnqDHS3yIPhW3yLlNrRkgNdcJje53u7dWz9dxOUT2qJL-4_1d-J56Pb8jHPs4AbThKfkkUU2ShB5D_9WHETPXpI0oOyIEvP2es/w400-h265/MED+Class+230+008+at+Neston+station+EngFocus.JPG" width="400" /> </a></span></span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-family: arial;"><span style="font-size: small;"><i><span style="font-family: arial;">TfW Class 230 on test on the Wrexham-Bidston line</span></i></span> <br /></span></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">This may seem on the face of it to be a minor issue, but for rural lines which are perceived to serve relatively few passengers, the installation of ticket machines was seen as a way to boost revenue. For example, ticket sales on the Wrexham-Bidston line have for years been relatively low and as such, it is has been assumed that the line serves a small number of passengers. However the sale of tickets is also low because passengers cannot buy tickets at the majority of stations, and yet whilst it is true that conductors can sell tickets onboard (<i>although they have not done so since the outbreak of Covid</i>), it was never always the case that a conductor checked or issued tickets. Often during the morning and evening commute with stations stops spaced closely together, particularly towards Wrexham, conductors are not able to issues tickets to all passengers whilst remaining in charge of the safe operation of the doors. So many passengers get a free ride, TfW loses vital revenue and passenger numbers go under-reported.</span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjeEHqo6vxfshGQ1RUttnG7AurcL4dNCeZtWQd1vI0Xw7a_m0NNa1V2CGKZTWjwEeb8_LZQUCj4BqCzCr0u_1Y2eRL2Xj-KfRWxnkPIHU3E91MPbNBmo1Ctj95ycHXdL3VL_3JIC2C9_gM/s1000/Ticket+machines.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="500" data-original-width="1000" height="200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjeEHqo6vxfshGQ1RUttnG7AurcL4dNCeZtWQd1vI0Xw7a_m0NNa1V2CGKZTWjwEeb8_LZQUCj4BqCzCr0u_1Y2eRL2Xj-KfRWxnkPIHU3E91MPbNBmo1Ctj95ycHXdL3VL_3JIC2C9_gM/w400-h200/Ticket+machines.jpg" width="400" /></a></span></span></div><span style="font-size: small;"><span style="font-family: arial;"> </span><i><span><span style="font-family: arial;">On the left a tweet from TfW regarding ticket machines from 2019, on the right a tweet from 2021</span></span></i></span><br /><p></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-size: small;"><i></i></span></span></span></span></span></div><p></p><p style="text-align: center;"></p><p><span style="font-size: medium;"><span style="font-family: arial;">Sticking with the Wrexham-Bidston line, TfW decided after the second lockdown that passenger services should be reduced to 2 hourly until further notice, and be served by a single Class 150. Hopefully, services will quickly revert to hourly as restrictions ease and, by December 2021 service frequency should increase to half-hourly, as this was another key promise made by TfW when they took over. It was also promised that class 230s constructed by Vivarail would begin to enter service by 2020.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Granted the late delivery of class 230s was for the most part out of TfW's control. Several factors including Covid19 resulted in it taking longer than originally hoped to manufacture the units. Covid has also meant that crew training is taking longer than expected. The delivery of Class 769s in South Wales has also run late for similar reasons.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">But the key promise of a half-hourly service by Dec 2021 will not, in the end, be entirely what was expected. Whilst there is no hint yet that TfW is going to reverse plans for a half-hourly service, the service itself will not be implemented in full. Instead one of the additional services per hour will not stop at every station and therefore some communities will miss out on the benefit of the new service. <a href="https://twitter.com/WGEconTransport/status/1227523841725018112" target="_blank">In an open letter to the Prime Minister</a> calling for more investment, Minister for the Economy Ken Skates said a half-hourly service “<i>will only be delivered by skipping stations along the route</i>”. He explained that the full half-hourly service cannot be implemented because of “<i>capacity and signalling constraints</i>”. Certainly, the current service turnaround is tight, with trains taking an hour to get from Wrexham to Bidston and there are a limited number of freight movements per day which use the line between Deeside and Wrexham.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Those who have campaigned for improvements to be made to the Borderlands Line argue that the improved performance of the Class 230s compared to Class 150s, combined with speed improvements between Shotton and Bidston means that valuable minutes can be saved to provide a timetable buffer, without the need to miss stops. They are also willing to accept that a short break in the half-hourly service may have to operate when freight paths are needed, but there are currently usually only 2 freight movements each way during the daytime between Dee Marsh and Wrexham.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Ken Skates has gone on to say that full implementation of what is being called the "North Wales Metro" will require funding from the DfT. Initially, it was suggested that an additional block section would need to be installed by Network Rail in order to implement a full half-hourly service. But now Mr Skates along with Liverpool City Region Metro Mayor Steve Rotheram are asking for £100m worth of investment to introduce 4 trains per hour from Wrexham directly into Liverpool. Now, of course, calls for investment are welcome and I like many other passengers would like to see services operating directly into Liverpool. But what hope is there really of this happening if relatively modest improvements such as a half-hourly service and ticket machine installation cannot be delivered in full?</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">I realise I'm talking a lot about the Wrexham-Bidston line, it is the line that is local to me and it is one that I have actively been involved in calling for improvements for almost 7 years! Some people have been calling for improvements for over 30 years. And just as it seems that improvements are beginning to happen TfW could be about to backtrack on some of its promises.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">I understand the initial funding provided to TfW to improve rail services did not stretch to improving Wales and Borders services. But as TfW now has full control of services that serve both England and Wales it only seems reasonable that passengers should expect that some of the money be invested in Borders services and not just South Wales Metro. Some English towns and cities will benefit from new Class 197 DMUs and the Wrexham-Bidston line will hopefully one day soon benefit from Class 230s. But with South Wales benefiting from £700m worth of investment and a raft of new bespoke trains, passengers could easily be forgiven for thinking that the "Borders" part of Wales and Borders has been forgotten about.<br /><br /><br />[1] page 6 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/737916/180531-ageny-agreement-number-3.pdf</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"> <br /></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="https://www.redbubble.com/people/EngPhotography/explore?asc=u&page=1&sortOrder=recent" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="100" data-original-width="400" height="100" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-RyfJ4m7IiHM3S1N_I-8_jQnQJittlBg4OsxJNHyg5KvBA0xgAjuY5e6UtUDBpi_ye2QDKYPXyh7d0RMrMkOomdn8I9ggcG5fTxe_4_Q5Mlmq4hR2xDCNoVHVk9yR6hTuypwDXrB41WI/w400-h100/Rail+photog+banner.jpg" width="400" /></a></span></span></div><span style="font-size: medium;"><span style="font-family: arial;"><br /></span></span><p></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-size: large;"><span style="font-family: arial;"><b><span face=""arial" , "helvetica" , sans-serif"><span> <span style="font-size: large;"><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></span></span></b></span></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"> </span></span></p>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0North Wales, UK53.0711149 -3.808078324.760881063821152 -38.9643283 81.381348736178836 31.3481717tag:blogger.com,1999:blog-2575190720838622512.post-60120234319781974442021-03-12T10:00:00.046+00:002021-05-10T20:05:36.228+00:00Mersey Gateway, 3 years on<p><span style="font-size: medium;"><span style="font-family: arial;"> The Mersey Gateway opened in October 2017 providing improved links from the M56 and Runcorn across the Mersey to Widnes and on to Liverpool. The £600m project which took 3 years to complete, comprised of a new 6 lane cable-stayed bridge spanning the river Mersey and substantial upgrades to the A553 which runs through Runcorn connecting the M56 to the new bridge.<br /><br />The new crossing received a mixed reaction from locals and motorists when it first opened, as for the first since the Silver Jubilee Bridge opened, motorists would have to pay to cross the Mersey from Runcorn to Widnes. There were also teething problems with the barrier-less toll system. People complained that signage warning people that they must pay online to use the bridge was poor, this in part lead to almost £20m worth of fines being issued within the first 20 months of operation. </span></span></p><div class="separator" style="clear: both; text-align: center;"><a href="https://www.redbubble.com/shop/ap/71855159" style="margin-left: 1em; margin-right: 1em;" target="_blank"></a><div class="separator" style="clear: both; text-align: center;"><a href="https://www.redbubble.com/shop/ap/71855159" style="margin-left: 1em; margin-right: 1em;" target="_blank"></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhPiNSg6e5OFQXfXg6zDkeO4X9GpbU7NpAfaet-FbNeM-QdtH_RdVLdP7hM73KYW_Cc9XXYvxzd7iwUcGsZ1FaaXWJ6Z3DV4-oKTFsjmm_8ld4fWgOFRaETHgUNMy6V3DafaHK7otD1qRk/s1000/Mersey+Gateway+Bridge+01.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="432" data-original-width="1000" height="173" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhPiNSg6e5OFQXfXg6zDkeO4X9GpbU7NpAfaet-FbNeM-QdtH_RdVLdP7hM73KYW_Cc9XXYvxzd7iwUcGsZ1FaaXWJ6Z3DV4-oKTFsjmm_8ld4fWgOFRaETHgUNMy6V3DafaHK7otD1qRk/w400-h173/Mersey+Gateway+Bridge+01.JPG" width="400" /></a></div><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-size: medium;"><span style="font-family: arial;"><span style="font-size: small;"><i><br /></i></span></span></span></span></span></div><div style="text-align: center;"><a href="https://www.redbubble.com/shop/ap/71855159" target="_blank"><i><span style="font-size: small;"><span style="font-family: arial;">Mersey Gateway bridge viewed from Wigg Island in Runcorn</span></span></i></a></div><p><span style="font-size: medium;"><span style="font-family: arial;">Other problems occurred with people using rental vehicles, who thought they were paying for their crossing, but had in fact paid for crossings made by another person who had previous used the same vehicle.<br /><br />Many people simply just forgot about the toll and missed the 11:59pm day after deadline, which if you miss generates a £20 fine + £2 toll charge in each direction. This fine increases steeply if you do not pay within 14 days.<br /><br />Residents who live in Halton can apply for a residents pass, at a cost of £10 per year, which allows for unlimited crossings at no extra charge. And regular users can also create an account online which can be topped up and provides users with as much as a 10% discount for each crossing, depending on if they choose to use the sticker option or not. In December 2019 Emovis Operations which operates the toll system released an app which has made it easier for users to keep track of and pay for crossings. </span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilrvrWBZcsqjNgwNGBnbY3fni5zc8AJRmArjkluZLOe6H6PQohMj1ZaZgveXjPeARvPYAg0UVLkTP5r8Rb47G9bjCV6U2eYxrzfQ4bJtsUH0QeKdT1Qv5ePdoAW9i5DHStFmMYSIHk4Lo/s1000/Mersey+Gateway+Bridge+02.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="665" data-original-width="1000" height="265" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilrvrWBZcsqjNgwNGBnbY3fni5zc8AJRmArjkluZLOe6H6PQohMj1ZaZgveXjPeARvPYAg0UVLkTP5r8Rb47G9bjCV6U2eYxrzfQ4bJtsUH0QeKdT1Qv5ePdoAW9i5DHStFmMYSIHk4Lo/w400-h265/Mersey+Gateway+Bridge+02.JPG" width="400" /></a></span></span></div><p></p><p></p><p></p><p style="text-align: center;"><a href="https://www.redbubble.com/shop/ap/71854384" target="_blank"><i><span style="font-family: arial;"><span style="font-size: small;">View of the bridge from below the viaduct carrying traffic from the A533 to the bridge</span></span></i></a><br /></p><p style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Despite the teething troubles and an ongoing campaign to remove the toll, the bridge had up until the outbreak of Covid19, been a success, carrying 67,000 vehicles each day between October and November 2019. It had also reduced congestion, particularly on A557 Weston Point Expressway, which regularly saw queues of 10 minutes or more.<br /></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"></span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"><b>Mersey Gateway in numbers <br /></b></span></span></p><ul style="text-align: left;"><li><span style="font-size: medium;"><span style="font-family: arial;"><b>Bridge length 2.1km</b></span></span></li><li><span style="font-size: medium;"><span style="font-family: arial;"><b>Tallest supporting pylon 125m</b></span></span></li><li><span style="font-size: medium;"><span style="font-family: arial;"><b>146 stay cables</b></span></span></li><li><span style="font-size: medium;"><span style="font-family: arial;"><b>Longest single span 318m</b></span></span></li><li><span style="font-size: medium;"><span style="font-family: arial;"><b>Carrying as many as 67,000 vehicles a day (pre-Covid)</b></span></span></li><li><span style="font-size: medium;"><span style="font-family: arial;"><b>Cost £600m</b></span></span></li></ul><p><span style="font-size: medium;"><span style="font-family: arial;">Even if you do not consider the number of vehicles using the bridge to be a measure of success, the new bridge is a local landmark comparable to the existing and iconic Silver Jubilee Bridge. Its 3 tall concrete pylons support a relatively slender deck via 146 stay cables, and yet, whilst the tallest of the 3 concrete pylons reaches 125m high, the bridge itself manages to compliment rather than overshadow the existing road and rail bridges. <br /><br />Speaking of the existing bridge, it had reached its design capacity some decades ago and was in need of urgent repairs, this despite recent extensive works to repair the road and deck and repaint the distinctive steel arch structure. The fact is, the bridge simply wasn't designed to carry the volume of traffic which crossed the bridge each day. The original plan was to close the bridge for up to a year once the new crossing had opened to carry out repairs and convert 1 lane in each direction to cycling and pedestrian provision. </span></span></p><p></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiyK_HN98hQn1qjG8ATLRKkHmuIUdCQHRt0V6AtvibbE0gGSUZbDTDmsRWM5AJ8bjmQcz6KjhQ64ApN2ZG32h9p7L8ITRCGyn7laXdXUbHXPewXVinenod6LAG1zVVpwkmDkMFV12-sD4w/s1000/Silver+Jubilee+Bridge+Runcorn.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="546" data-original-width="1000" height="219" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiyK_HN98hQn1qjG8ATLRKkHmuIUdCQHRt0V6AtvibbE0gGSUZbDTDmsRWM5AJ8bjmQcz6KjhQ64ApN2ZG32h9p7L8ITRCGyn7laXdXUbHXPewXVinenod6LAG1zVVpwkmDkMFV12-sD4w/w400-h219/Silver+Jubilee+Bridge+Runcorn.JPG" width="400" /> </a></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><i><span style="font-family: arial;"><span style="font-size: small;">The iconic Silver Jubilee Bridge has been part of Runcorn's skyline for over 50 years </span></span></i><br /></div><p><span style="font-size: medium;"><span style="font-family: arial;">In the end, the Silver Jubilee bridge didn't fully reopen until February 2021. This was, in part due to changes to the proposals made by Halton Borough council. They wanted the bridge to integrate better with the town centre in order to tie in with the redevelopment plans they have. Under the original plans, the bridge would have been accessible by cyclists and pedestrians, but would have been less well connected to the town centre. Road access would have been maintained to the A557 via the existing junction arrangement. Instead, the grade separated junction that connected the A557 to the bridge has been replaced by a single at-grade roundabout. </span></span></p><p></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgPsN2c8_RJbNmVlVrtzqQpkacehK2KY49RM6vXFHcr1YMctvB4Ru1PwGLoWlzesbQFOO3A3OTVapgNtpE0p1h8T5YG7WCHbOqc2JbO9kVZxsxOWa4ZqQkuU8HXaeUQeRGRPkQLKVIA8lI/s1280/_DSC0670.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="655" data-original-width="1280" height="205" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgPsN2c8_RJbNmVlVrtzqQpkacehK2KY49RM6vXFHcr1YMctvB4Ru1PwGLoWlzesbQFOO3A3OTVapgNtpE0p1h8T5YG7WCHbOqc2JbO9kVZxsxOWa4ZqQkuU8HXaeUQeRGRPkQLKVIA8lI/w400-h205/_DSC0670.JPG" width="400" /> </a></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: small;"><span style="font-family: arial;">The new roundabout connecting the A557 to the SJ Bridge </span></span><br /></div><span style="font-size: medium;"><span style="font-family: arial;"><br />The Silver Jubilee Bridge is once again open to vehicle traffic and is now tolled, costing £2 to cross. This arrangement wasn't without its critics, but it does seem to be the only logical approach. Keeping the existing bridge free to motorists would of course encourage people to use the bridge instead of the new crossing, despite the journey time over the existing bridge being much longer, which would have been compounded by increased congestion as people attempted to avoid the tolls. </span><br /></span><p></p><p></p><p style="text-align: center;"><i><span style="font-size: medium;"><span style="font-family: arial;">Video</span></span></i><span style="font-size: medium;"><span style="font-family: arial;"><i> trip across the <a href="https://youtu.be/PWQ-1Oh08kc">Mersey Gateway bridge</a> from Widnes along the A533 through Runcorn to the M56.</i></span></span></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><i></i></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-family: arial;"><i><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/PWQ-1Oh08kc" width="320" youtube-src-id="PWQ-1Oh08kc"></iframe></i></span></span></div><p></p><p><span style="font-size: medium;"><span style="font-family: arial;">Speaking as someone who infrequently uses the bridge, it would have been nice if the bridge were free to cross, as it is now nigh on impossible to get from West Cheshire or the Wirral to Liverpool without paying a toll. If you really wanted to avoid paying the toll to use the Mersey Gateway bridge, the only option would be a 10-mile detour via the congested roads of Warrington town centre. To avoid paying £1.80 to use either of the Mersey tunnels would entail a detour of 30 miles.<br /><br />Having said that, I do appreciate that the £600m project had to be funded somehow, and the government seemed unwilling at the time to fund the construction of a new crossing. This despite tolls being removed from the Severn crossings in 2018 and around the same time the Scottish Government funding a new £1bn bridge across the Firth of Forth, which is also toll-free. <br /><br />But in the end, a new and in my opinion attractive bridge has been constructed which people in the region will continue to feel the benefits of for years to come. <br /><br />Want to know more? You can find out about how the bridge was constructed in the series of blogs I wrote as I was following the project. Click <b><a href="https://engineeringfocusblog.blogspot.com/2017/08/mersey-gateway-nears-completion.html" target="_blank">here</a></b> to find out more.</span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;"> </span><br /></span></p><p><span style="font-size: medium;"></span></p><p><span style="font-size: medium;"></span></p><p></p><div class="separator" style="clear: both; text-align: center;"><a href="https://www.redbubble.com/people/EngPhotography/explore?asc=u&page=1&sortOrder=recent" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="100" data-original-width="400" height="100" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-RyfJ4m7IiHM3S1N_I-8_jQnQJittlBg4OsxJNHyg5KvBA0xgAjuY5e6UtUDBpi_ye2QDKYPXyh7d0RMrMkOomdn8I9ggcG5fTxe_4_Q5Mlmq4hR2xDCNoVHVk9yR6hTuypwDXrB41WI/w400-h100/Rail+photog+banner.jpg" width="400" /></a></div><br /><p></p><p style="text-align: center;"><span style="font-size: medium;"><span style="font-size: large;"><span style="font-family: arial;"><b><span face=""arial" , "helvetica" , sans-serif"><span> <span style="font-size: large;"><a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></span></span></b></span></span></span></p><p></p>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0Runcorn, UK53.342078 -2.72967325.031844163821155 -37.885923 81.652311836178853 32.426577tag:blogger.com,1999:blog-2575190720838622512.post-34569968115101237442021-03-05T10:00:00.009+00:002021-05-10T20:07:03.673+00:00Parc Adfer - Turning trash into energy<p><span style="font-family: arial;"><span style="font-size: medium;">Parc Adfer is the name given to a £800m waste to energy facility located on the Deeside Industrial Park in Flintshire, North Wales. The plant which became fully operational in December 2019 can process up to 200,000 tonnes of non-recyclable waste per year and generate up to 17MW of electricity which is fed to the national grid, enough electricity to power up to 30,000 homes.</span></span></p><p><span style="font-family: arial;"><span style="font-size: medium;">The facility was built through a public-private partnership (PPP), with Wheelabrator Technologies chosen to deliver and manage the project, Wheelabrator which operates other waste-to-energy facilities in the UK and US will operate the plant for 25 years. The company processes over 8 million tonnes of waste per year across its 25 sites, generating 732 MW of electricity, enough to power 671,000 homes. <br /></span></span></p><p style="text-align: center;"><span style="font-family: arial;"><span style="font-size: medium;"> </span></span><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj8N-ACO1QlqDNyDUDwx5CcNcpPpZCSAlflCsIDFnKSmaulIp8aehQTxG4y5Xmc3ubXQkKNPGxxvGBhxrpmLt2mq6L-IAJaMroH_0xfyQAhmoMHrJYokv1hFZtt2s3erMVZIUFlUdjiy08/s2048/_DSC0150.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1362" data-original-width="2048" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj8N-ACO1QlqDNyDUDwx5CcNcpPpZCSAlflCsIDFnKSmaulIp8aehQTxG4y5Xmc3ubXQkKNPGxxvGBhxrpmLt2mq6L-IAJaMroH_0xfyQAhmoMHrJYokv1hFZtt2s3erMVZIUFlUdjiy08/w400-h266/_DSC0150.JPG" width="400" /></a></span></p><p></p><p style="text-align: center;"><i><span style="font-family: arial;"><span style="font-size: medium;">The building itself seems relatively modest for a plant capable of proccessing </span></span></i><span style="font-family: arial;"><span style="font-size: medium;"><i><span style="font-family: arial;"><span style="font-size: medium;">200,000 tonnes of waste a year</span></span></i> <br /></span></span></p><p><span style="font-family: arial;"><span style="font-size: medium;"></span></span></p><p><span style="font-family: arial;"><span style="font-size: medium;">Five Welsh authorities worked in collaboration with assistance from the Welsh Government to develop the proposal, which is known as the North Wales Residual Waste Treatment Project (NWRWTP). The 5 local authorities are Flintshire, Isle of Anglesey, Gwynedd, Conwy, and Denbighshire. It is from these 5 local areas where the majority of waste is collected. <br /><br />Local waste from Flintshire is generally brought in directly by refuse vehicles, whilst waste from further afield is brought in by articulated vehicles with high volume capacity trailers. Waste transfer sites receive waste from refuse vehicles, which is then transferred to the trailers which can each carry up to 27 tonnes. In this way, local authorities can reduce the number of vehicles that are needed to deliver waste to the facility. </span></span> </p><p><span style="font-size: medium;"><span style="font-family: arial;">The construction of the plant generated some local opposition, with people raising concerns about air pollution, however, Wheelabrator say “<i>Our facilities use the most advanced environmental control systems to meet and exceed some of the most stringent environmental standards in the world</i>” adding “<i>Waste-to-energy facilities are required to comply with strict air quality limits established by the European Waste Incineration Directive</i>”. <span style="font-size: small;"><i><a href="https://www.wtiparcadfer.co.uk/environment-and-benefits/environmental-performance/" target="_blank">[1]</a> </i></span></span></span> </p><p><span style="font-size: medium;"><span style="font-family: arial;">Indeed, modern waster-to-energy facilities are nothing like the incinerators of old. High burning temperatures up to 1110°C and filtration systems can burn off and then filter out much of the particulate matter. The facilities themselves can reduce the volume of the original waste material by 95-96%. Whilst Metals which remain within the waste can be removed and sent on to be recycled, the remaining ash can also be recycled and is used within the construction industry as secondary aggregate. </span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Further to this, Wheelebrator refer to a study that was undertaken on behalf of the German Federal Environmental Agency <a href="https://www.wtienergy.com/sites/default/files/German%20BDE_klima_abfall_en.pdf" target="_blank"><i><span style="font-size: small;"></span></i></a><i><span style="font-size: small;"><a href="https://www.wtienergy.com/sites/default/files/German%20BDE_klima_abfall_en.pdf" target="_blank">[2]</a></span></i>. The report demonstrates that waste-to-energy facilities can have a positive net impact on greenhouse gas emissions through the reduction of methane emissions, which would normally be generated by waste which has been sent to landfill. Whilst methane only accounts for 10% of greenhouse gases globally it can trap 84 times more heat per mass unit than carbon dioxide </span></span></p><p><span style="font-family: arial;"><span style="font-size: medium;"></span></span></p><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUGOw9FUk_ZF_gOp6xLdLKlxbY2bIqnIam1hSzOO4b407unsshz5oW7kj6vGbnk1CZUpmRdp2HzJznc2FkmAHO_k1_d_iPIpU9cNMtP83TOnaHNlxTuaSfAlHE3LMreFcD0BCzKxFP5EQ/s2048/_DSC0151.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1362" data-original-width="2048" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUGOw9FUk_ZF_gOp6xLdLKlxbY2bIqnIam1hSzOO4b407unsshz5oW7kj6vGbnk1CZUpmRdp2HzJznc2FkmAHO_k1_d_iPIpU9cNMtP83TOnaHNlxTuaSfAlHE3LMreFcD0BCzKxFP5EQ/w400-h266/_DSC0151.JPG" width="400" /></a></span></div><p></p> <div style="text-align: center;"><i><span style="font-size: medium;"><span style="font-family: arial;">View from Weighbridge Rd</span></span></i></div><p><span style="font-size: medium;"><span style="font-family: arial;">Of course, there remain pros and cons, as such facilities do still emit Co2 into the atmosphere and very small amounts of other particulates, even if the amounts are so small, as not to pose a risk to the environment or people living close by. In general though, energy recovery from waste can play a crucial role in managing the waste that we the public produce. </span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">Flintshire Country Council recycles 58,000 tonnes of waste per year, but this still only accounts for about 69% of the total amount of waste that is recycled. This is significantly above the national average for Wales, which stands at 60% of waste recycled. However, this still leaves a huge volume of waste that either can't be recycled or isn't yet being recycled by the public </span></span></p><p><span style="font-size: medium;"><span style="font-family: arial;">So, whilst as much as 40% of the waste generated by households in Wales and across the UK remains un-recycled or un-recyclable, we must find solutions to disposing of the waste which we produce, a solution which doesn't involve burying it in the ground for future generations to deal with. </span></span><br /><span style="font-family: arial;"><span style="font-size: medium;"></span></span></p><p><span style="font-family: arial;"><span style="font-size: medium;"><span style="font-size: small;"><i> </i></span></span></span></p><p><span style="font-family: arial;"><span style="font-size: medium;"><span style="font-size: small;"><i>[1] </i></span></span></span><span style="font-family: arial;"><span style="font-size: medium;"><span style="font-size: small;"><i><span style="font-family: arial;"><a href="https://www.wtiparcadfer.co.uk/environment-and-benefits/environmental-performance/">https://www.wtiparcadfer.co.uk/environment-and-benefits/environmental-performance/</a></span></i></span> <br /><br /><span style="font-size: small;"><i>[2] <a href="https://www.wtienergy.com/sites/default/files/German%20BDE_klima_abfall_en.pdf">https://www.wtienergy.com/sites/default/files/German%20BDE_klima_abfall_en.pdf</a></i></span></span></span></p><p><span style="font-family: arial;"><span style="font-size: medium;"><span style="font-size: small;"><i> </i></span></span></span></p><p><span style="font-family: arial;"><span style="font-size: medium;"><span style="font-size: small;"><i></i></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-size: small;"><i></i></span></span></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-size: small;"><i></i></span></span></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><span style="font-size: small;"><i><a href="https://www.redbubble.com/people/EngPhotography/explore?asc=u" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="100" data-original-width="400" height="100" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-RyfJ4m7IiHM3S1N_I-8_jQnQJittlBg4OsxJNHyg5KvBA0xgAjuY5e6UtUDBpi_ye2QDKYPXyh7d0RMrMkOomdn8I9ggcG5fTxe_4_Q5Mlmq4hR2xDCNoVHVk9yR6hTuypwDXrB41WI/w400-h100/Rail+photog+banner.jpg" width="400" /></a></i></span></span></div><p><span style="font-size: medium;"><span style="font-size: small;"><i></i></span></span></p><p><span style="font-size: medium;"><span style="font-size: small;"><i></i></span></span></p><p><span style="font-size: medium;"><span style="font-size: small;"><i></i></span></span></p><p><span style="font-size: medium;"><span style="font-size: small;"><i></i></span></span></p><div style="text-align: center;"><span style="font-size: large;"><span style="font-family: arial;"> </span></span></div><div style="text-align: center;"><span style="font-size: large;"><span style="font-family: arial;"> <b><span face=""arial" , "helvetica" , sans-serif"><span> <a href="https://twitter.com/EngFocus" target="_blank">Twitter</a> - <a href="https://www.facebook.com/EngineeringFocus" target="_blank">Facebook</a> - <a href="https://www.youtube.com/channel/UCrffHlssphfdkzTkVfBdo5w" target="_blank">Youtube</a></span></span></b></span></span></div><p><span style="font-size: medium;"><span style="font-size: small;"><i> </i></span></span></p><p></p>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0Deeside CH5, UK53.1997351 -3.032972324.889501263821153 -38.1892223 81.509968936178836 32.1232777tag:blogger.com,1999:blog-2575190720838622512.post-69820394565047054242021-02-26T11:45:00.003+00:002021-05-10T20:07:39.396+00:00Reblog: D Train (Class 230), from passionate supporter to future passenger [2021 update]<p><span style="font-family: arial; font-size: medium;"><i>First published in <a href="https://www.railmagazine.com/" target="_blank">Rail magazine</a> in 2019</i><br /></span></p><p><span style="font-family: arial; font-size: medium;">In 2014 I become aware of an idea to fit diesel engines to redundant London Underground stock, an idea which if proposed by anyone else would have seemed, well a bit out-there. However this idea was proposed by Adrian Shooter, the highly respected ex chairman of Chiltern Railways, who decided to try to help solve the looming shortage of DMUs. <br /><br />By November 2014 Vivarail chaired by Mr Shooter had begun purchasing ex LU D78 stock intended for conversion to DEMUs. In total 156 driving motor and 70 trailer vehicles were purchased and taken to Long Marston. Reaction from the industry was mixed and the mainstream media's response was harsh. I can remember it being said that "<i>we don't want cast offs from the London</i>" when it was suggested they could be used by Northern.</span></p><p><span style="font-family: arial; font-size: medium;">However, negative press reaction wasn't enough to deter Vivarail from pressing ahead with the project and by 2019 the fruits of their labour began to pay off. 3 class 230s entered passenger service on the Martson Vale line and 5 units were ordered by Transport for Wales Rail for use on the Wrexham-Bidston Line.</span></p><p><span style="font-family: arial; font-size: medium;">Around the time that I learned about the D-train project I became involved with the Wrexham-Bidston Rail Users' Association (WBRUA). The Association had been battling for improvements on the line for 3 decades with little success; but not through lack of trying. Throughout the 90s it seemed as if the line was being wound down and if it wasn't for the freight services that used the line it could of closed all together. </span></p><p><span style="font-family: arial; font-size: medium;">In 2016/17 the WBRUA begin to actively support the introduction of class 230 on the line, with the proviso that the units were used in order to facilitate the introduction of a half hourly service. This would require 5 units and was at the time a big ask, however the WBRUA believed that a reliable half hourly service would unlock the potential of the line. </span></p><p><span style="font-family: arial; font-size: medium;">The WBRUA was, and remains confident that 230s which have been </span><span style="font-family: arial; font-size: medium;">delivered</span><span style="font-family: arial; font-size: medium;"> to TfW will outperform class 150s and provide a superior customer experience. In terms of performance, 4 diesel engines will provide 600kw of power to 4 rafts of batteries and with double the number of powered axles, will ensure the class 230s will be able to out-perform the class 150s.<span style="font-family: arial;"> </span></span></p><p><span style="font-family: arial;"><span style="font-family: arial; font-size: medium;">The WBRUA estimated that despite
having 3 cars instead of 2, the class 230s with their all aluminium
bodies will have a 30% better power to weight ratio than a 2 car class
150. </span><br /></span></p><p style="text-align: center;"><span style="font-family: arial;"><i> Class 230 vs Class 150 side by side comparison </i><br /></span></p><p><span style="font-family: arial;"></span></p><div class="separator" style="clear: both; text-align: center;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/ZiHTFtHfKME" width="320" youtube-src-id="ZiHTFtHfKME"></iframe></div> <p><i><b><span style="font-family: arial;"> <span style="font-size: medium;">Now in 2021,</span></span></b></i></p><p class="western" style="margin-bottom: 0cm;"><span style="font-size: medium;"><span style="font-family: arial;">The class 230s were supposed to enter service on the line in early 2020, with 2 units intended for use on the Wrexham-Bidston line to maintain the hourly service, the other units were to be put to work on the Conwy Valley line, it was also suggested 1 unit could be used on the Chester-Crewe shuttle. However, it was soon established that a class 230 with a top speed of 60mph, despite its superior acceleration (when compared to class 150) would not be able to maintain the current Chester to Crewe journey time. It was intended that by December 2021 all 5 units would transfer to the Wrexham-Bidston line so that the half hourly services could commence. <br /><br />In the end the first class 230 did not arrive in Wales until July 2020 owing to problems with the supply of crucial components and the added features stipulated by TfW such as wide gangways, for which parts had to be specially fabricated. </span></span><br /></p><p style="margin-left: 40px; text-align: center;"></p><p style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjp4Rw0NovA9MCYlzelOtAa3k1kov-4-LL4P9pOdLWCbycGrdnGtMfNle6d2_Ekznye6283omVVv0drGRtLLnh9L4FIAu9jeCfUsC_G0DtmEAaG438esgimYN023HkMObtntBAza4sDIYg/s1600/Class+230+04+MED.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="959" data-original-width="1600" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjp4Rw0NovA9MCYlzelOtAa3k1kov-4-LL4P9pOdLWCbycGrdnGtMfNle6d2_Ekznye6283omVVv0drGRtLLnh9L4FIAu9jeCfUsC_G0DtmEAaG438esgimYN023HkMObtntBAza4sDIYg/w400-h240/Class+230+04+MED.JPG" width="400" /></a><span style="font-family: arial;"><i><span style="font-family: arial;"> </span></i></span></p><p style="text-align: center;"><span style="font-family: arial;"><i><span style="font-family: arial;"> </span></i></span><i><span style="font-family: arial;">230 006 at Wrexham General, having arrived from Long Martston that day.</span></i></p><p><span style="font-family: arial;"><span style="font-size: medium;">230 006 was the first unit to
arrive, it was driven from Long Marston to Wrexham General under its own
power, with a Vivarail crew onboard. Soon after its arrival, 006 began
testing on the line and completed between 2 and 3 runs each day from
Wrexham General to Birkenhead North EMU Depot.
Transport for Wales Rail had struck a deal with Merseytravel to use 1 of
the roads at Birkenhead North EMUD to stable class 230s overnight. In
August 2020 006 was joined by 007 and that same month 002, 006, 007 and
008 were authorised for passenger use by the ORR. 008 and 009 have now
also arrived with 010 expected in the coming months. </span></span></p><p><span style="font-family: arial; font-size: medium;"></span><span style="font-family: arial; font-size: medium;">There is currently no secure stabling provision for the class 230s at Wrexham, so all class 230s are being stabled at the Merseyrail EMUD overnight. Refuelling currently takes place at Chester TMD, which is used to maintain TfW's fleet of class 175s. On a handful of occasions 6 car class 230s have been seen making the journey from Birkenhead to Chester for refuelling. </span></p><p style="text-align: center;"></p><div class="separator" style="clear: both; text-align: center;"><span style="font-family: arial; font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh082zFRClRyeDzDhtIUNNlqElDY7CmRhiFc2w6WJ7PisQ_XmX88bSB272LSD84vkwcAGnZEySTO0oLT3_vKFVLN1Khi2RKrzpqOqlnNKIr2l25afglJmEGVr_YmA1HEuPs6-VIFouPem4/s1280/MED+Class+230+008+at+Neston+station+EngFocus.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="851" data-original-width="1280" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh082zFRClRyeDzDhtIUNNlqElDY7CmRhiFc2w6WJ7PisQ_XmX88bSB272LSD84vkwcAGnZEySTO0oLT3_vKFVLN1Khi2RKrzpqOqlnNKIr2l25afglJmEGVr_YmA1HEuPs6-VIFouPem4/w400-h266/MED+Class+230+008+at+Neston+station+EngFocus.JPG" width="400" /></a></span></div><p style="text-align: center;"> <i><span style="font-family: arial;">230 008 approaching Neston station during testing</span></i><br /></p><p></p><p><span style="font-family: arial; font-size: medium;">TfW have now taken ownership of a number of units and it appears as if they are gearing up to begin driver training. TfW staff members have been seen aboard class 230s making runs on the Wrexham-Bidston line and a class 153 has also been making a number of runs each day from Chester to Birkenhead North via Wrexham for route familiarise. </span><span style="font-family: arial; font-size: medium;"> </span></p><p><span style="font-family: arial; font-size: medium;">A sufficient number of crews must be trained to operate the class 230s by December 2021 in order for the half hourly service to commence. Despite the outbreak of Covid19 and subsequent reduction to the services on the Wrexham-Bidston line, there has been no hint that the half hourly will be shelved. The half hourly service to be introduced from December 2021 was contractual agreement agreed by Transport for Wales and its private partner KeolisAmey when it took over operation of Wales and Borders services from Arriva Trains Wales in 2018. The Welsh Government through TfW has now taken over day to day running of the railway from KeolisAmey. However KeolisAmey still has a role to play in delivering the upgrade of the Valley Lines. </span><span style="font-family: arial; font-size: medium;"> </span></p><p><span style="font-family: arial; font-size: medium;">There is no date yet for when the class 230s will enter service, however with the crews finally beginning familiarisation and training it is hoped that the first units could enter service by May this year (2021).</span></p><p><span style="font-family: arial;"> </span></p><p><span style="font-family: arial;"></span></p><div class="separator" style="clear: both; text-align: center;"><a href="https://www.redbubble.com/people/engphotography/shop" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="100" data-original-width="400" height="100" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-RyfJ4m7IiHM3S1N_I-8_jQnQJittlBg4OsxJNHyg5KvBA0xgAjuY5e6UtUDBpi_ye2QDKYPXyh7d0RMrMkOomdn8I9ggcG5fTxe_4_Q5Mlmq4hR2xDCNoVHVk9yR6hTuypwDXrB41WI/w400-h100/Rail+photog+banner.jpg" width="400" /></a></div><br /> <p></p>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0Shotton, Deeside CH5, UK53.2115447 -3.038024224.901310863821152 -38.1942742 81.521778536178843 32.1182258tag:blogger.com,1999:blog-2575190720838622512.post-6565107565977302182020-09-22T11:11:00.011+00:002021-05-10T20:08:03.963+00:00Railway maps on Redbubble<div style="text-align: left;"><span style="font-size: medium;"><span style="font-family: arial;">A series of railway network maps are now available on Redbubble. The stylised maps have been designed to fit perfectly on mugs, but also work well on a variety of other media such as t-shirts and prints.<br /><br />The collection so far includes the Merseyrail network, West Coast Main Line and Great Wester Railway, but I will be adding to the collection over the coming weeks and months. If you'd like to suggest a network map then let me know in the comments below. <br /><br />Don't see anything that takes your fancy? Let me know in the comments or e-mail Info@EngineeringFocus.co.uk and I'll consider making one of your choosing. New designs will be added, so keep checking back to see if there's the one you want. </span></span></div><div style="text-align: left;"><span style="font-family: arial;"><span style="font-size: medium;"></span></span></div><div style="text-align: left;"><span style="font-family: arial;"><span style="font-size: medium;"></span></span></div><div style="text-align: left;"><span style="font-family: arial;"><span style="font-size: medium;"></span></span></div><div style="text-align: left;"><span style="font-family: arial;"><span style="font-size: medium;"></span></span></div><div style="text-align: left;"><span style="font-family: arial;"><span style="font-size: medium;"><br /><br /><b><a href="https://www.redbubble.com/people/engphotography/shop?artistUserName=EngPhotography&collections=1680606&iaCode=all-departments&sortOrder=relevant" target="_blank">Railway maps on Redbble</a></b></span><br /><br /></span></div><div style="text-align: center;"><span style="font-family: arial;"><span style="font-size: large;">CrossCountry</span><br /></span></div><div style="text-align: center;"><span style="font-family: arial;"><a href="https://www.redbubble.com/i/mug/CrossCountry-trains-network-map-by-EngPhotography/73251738.9Q0AD" target="_blank"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEic96bgqloEpcNt_yaWiXJ42Igcty-qJ_48a-ABqfY5YhtkxgNe4gDZaOIlNqbG_NXQjxaeSD8B0jR9E0vANwapb4IFoZyBh09o-Q0VAjsxFtzEfS9eJQfk2ID8Pu6cnjOyx4cNFneq660/w400-h166/WM+MED+CrossCountry+Final+2021.jpg" /></a><br /></span></div><div style="text-align: left;"><span style="font-family: arial;"><br /></span></div><div style="text-align: center;"><span style="font-family: arial;"><span style="font-size: large;">Great Western Railway</span><br /></span></div><div style="text-align: center;"><span style="font-family: arial;"><a href="https://www.redbubble.com/i/mug/Great-Western-Railway-network-map-by-EngPhotography/72092145.9Q0AD" target="_blank"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijiHy_UUDE8gIs9t8BbgDMx92SkHowq7iJSVGKT86n1ShXjJ52WECj04lL62siCBAzU7_GaN9h47k8SdM3yasgr4meSSYuP_WVoOwEIHVbmrG3-ivuT_0pRumVueEUYtptJFre641Fjmo/w400-h166/GWR+Map+WM.jpg" /></a><br /></span></div><div style="text-align: left;"><span style="font-family: arial;"><br /></span><div style="text-align: center;"><div style="text-align: center;"><span style="font-family: arial;"><span style="font-size: large;">West Coast Mainline</span></span><br /></div><span style="font-family: arial;"></span></div></div><div><span style="font-family: arial;"></span></div><div style="text-align: center;"><span style="font-family: arial;"><a href="https://www.redbubble.com/i/mug/West-Coast-Mainline-Map-by-EngPhotography/58109270.9Q0AD" target="_blank"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgU1e03vjLVfNFHF9VDjiK3RP66Zzm9N-M9RLKQElLZ-bkrXR0s4epDJGs1yPsLKnusOcjXej9z0UMheOH4WOanc47ULmZY5HThfddM6eydjca_x0yMbbnrklig7yidlw5iUpVXnzkQy0c/w400-h166/copyright+WCML+Map+Final.jpg" /></a><br /></span></div><div><span style="font-family: arial;"> </span></div><div style="text-align: center;"><span style="font-family: arial;"><span style="font-size: large;">Merseyrail Network</span><br /></span></div><div style="text-align: center;"><div style="text-align: center;"><span style="font-family: arial;"><a href="https://www.redbubble.com/i/mug/Merseyrail-Network-Map-by-EngPhotography/56708964.9Q0AD" target="_blank"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgA7gXRDSWT7i7o2lTCqZEdGbuTBVANRYCs-S91CSyDVZR-fE5ERfED2pR4iJQjt5jM65C7uoCe-0pYCHqwB8M5BHeTR4PaOzS-erOug0VvzUR75SI5h1JOYe_PSYFNaVsmRyGfT9FwPUg/w400-h166/copyright+merseyrail+map.jpg" /></a></span><br /></div><span style="font-family: arial;"></span></div><div><span style="font-family: arial;"><br /><br /> <br /> <br /><br /></span></div>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0tag:blogger.com,1999:blog-2575190720838622512.post-91874074772518932252020-09-11T00:09:00.004+00:002021-11-19T13:34:50.872+00:00CP5 HLOS: "Not all doom and gloom"<span style="font-family: arial;"><span face=""arial" , "helvetica" , sans-serif" style="font-size: medium;"><span><span face=""arial" , "helvetica" , sans-serif">This is article was originally published in <b><a href="https://www.railmagazine.com/" target="_blank">Rail Magazine</a></b> in 2019. <br /><br />In 2012 the Department for Transport published its high-level output specification (HLOS) for control period 5 (CP5), covering the period from April 2014 to March 2019. The 5 year, £38bn plan promised to deliver 1,360 route km of electrification by 2019, and to transform rail travel across the length and breadth of the country. 4 months prior to the start of CP5 <b><a href="https://www.railmagazine.com/" target="_blank">Rail magazine</a></b> published a map created by Engineering Focus, which highlighted many of the schemes which were promised to be completed by 2019. Now that CP5 has come to an end and CP6 has begun, it is a good time to see what has been achieved, which schemes were postponed, which were cancelled and which schemes are behind schedule. <br /><br />As work got underway at the start of 2014 passengers were reassured that any disruption between 2014 and 2019 would pay off, as new services, new trains and quicker journeys would be delivered once the work had been completed. Unfortunately only 1 year into CP5 it was clear that electrification of the GWML between London Paddington, Bristol, Cardiff and Swansea was not going to plan. By the summer of 2015 the original budget of £800m had more than tripled to £2.8bn, therefore in a bid to keep costs under control and to keep electrification of the GWML on track, the government announced that a number of electrification schemes would be "paused". <br /><br />Initially, it was announced that Midland Main Line (MML) and Transpennine electrification would be paused, whilst electrification of a number of GWML routes would be deferred. The routes deferred included Didcot Parkway to Oxford, Bristol Parkway to Bristol Temple Meads, and lines to Henley and Windsor. The electric spine which promised to provide an electrified route for freight services from Southampton to the Midlands and across to the MML was also paused. <br /><br />The pause was intended to allow the DfT and Network Rail to assess which schemes should receive priority and it was thought that some schemes would simply be pushed into CP6. However in 2017 the government made the announcement that the line between Cardiff and Swansea would not be electrified at all, and worst still electrification of the Valleys lines would also be cancelled altogether. Electrification of the Midland Main Line north of Kettering and Corby was also cancelled, as was the electrification of the line between the WCML and Windermere. <br /><br />Funding for the electrification of the East-West route between Oxford and Bedford was withdrawn and electrification between Reading and Oxford was deferred. It is now unclear if any part of the proposed electric spine will be delivered. Conversion of the line between Basingstoke and Southampton from 3rd rail to overhead is also now off the table, so any hopes that freight operators had of an electrified link between Southampton and the North have been dashed. <br /><br />It is now hoped that electrification between Bristol Parkway and Cardiff will be completed by January 2020, over a year behind schedule. Whilst passengers have benefited from the introduction of new class 800 bi-mode units which began to enter service in late 2017, those travelling from South Wales have yet to feel the full benefits of electrification, such as the promised reduction of the Cardiff to London journey time of 15 minutes. </span></span></span><span style="font-size: medium;"><br />
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<span style="font-family: arial;"><span style="font-size: medium;"><i><span face=""arial" , "helvetica" , sans-serif"><span><span face=""arial" , "helvetica" , sans-serif">The original article was accompanied by a map which showed which projects were completed, delayed or cancelled. Correct as of spring/summer 2019. A full-size PDF can also be viewed <a href="https://drive.google.com/file/d/1fH0XxAnPFo42dapyxwBZf80MXHyFiNJx/view?usp=sharing" target="_blank"><b>here</b></a></span></span></span></i></span></span></div><span style="font-family: arial;"><span style="font-size: medium;">
<span face=""arial" , "helvetica" , sans-serif"><span><span face=""arial" , "helvetica" , sans-serif"><br />The North West electrification programme (NWEP) also suffered a number of setbacks. Whilst Transpennine Express did begin to operate electric services between Manchester Airport and Scotland via Chat Moss/WCML from December 2013, electric services between Liverpool Lime St and Manchester Airport did not begin until <b><a href="https://engineeringfocusblog.blogspot.com/2015/03/northern-goes-electric.html" target="_blank">March 2015</a></b>, 3 months behind schedule. The 3 month delay although relatively modest, was a sign of further delays to come. As the NWEP progressed the timescale for the opening of subsequent phases began to slip. Poor ground conditions, known and unknown mine workings were blamed for the delays, which in August 2015 led to Balfour Beatty pulling out of the project after completing only 2 out of 7 phases. The route from <b><a href="https://engineeringfocusblog.blogspot.com/2015/08/north-west-electrification-farnworth.html" target="_blank">Manchester to Preston</a></b> via Bolton was originally scheduled to be complete by December 2016, however delays meant that class 319s did not begin to operate on the line until February 2019.</span></span></span><br />
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<span style="font-family: arial;"><span face=""arial" , "helvetica" , sans-serif" style="font-size: medium;"><span face=""arial" , "helvetica" , sans-serif"><i> 319 362 stands at Liverpool Lime St before setting off for one of the first electric services between Liverpool and Manchester in March 2015.</i></span></span></span></div><span style="font-family: arial;"><span style="font-size: medium;">
<span face=""arial" , "helvetica" , sans-serif"><span face=""arial" , "helvetica" , sans-serif"><br />A report by the Nation Audit Office p<span>ublished in November 2016 found that there were major failings by Network Rail which lead to the cost of electrification of the GWML between Maidenhead and Cardiff to rise to £2.8 billion. The NAO stated that Network Rail “<i>was too optimistic about the productivity of new technology</i>”, and that “<i>It [NR] underestimated how many bridges it would need to rebuild or modify</i>”. The report also highlighted the fact that NR failed to manage the challenges of using new electrification equipment, which had not been tried or tested previously anywhere in the world. </span></span></span><br />
<span face=""arial" , "helvetica" , sans-serif"><span><span face=""arial" , "helvetica" , sans-serif"><br />The NAO report acknowledged that electrification of the GWML was complex and the fact that the railway passed through heritage areas and areas of outstanding natural beauty, which provided additional challenges. The report also attributed some of the blame to the DfT, which it said: “<i>did not produce a business case bringing together all the elements of what became the Great Western Route Modernisation industry programme until March 2015</i>”. This was more than 2 years after placing the order for new trains and over a year after Network Rail began work to electrify the route. <br /><br />So far, of the electrification schemes paused or deferred, announcements have only been made regarding Transpennine and MML electrification. Transpennine electrification will now take place during CP6, although NR is yet to release any concrete plans. As for the MML, it will now only be electrified as far north as Market Harborough, in order to provide a connection of the newly electrified sections between Kettering and Corbyn to the National Grid. <br /><br />It wasn't only electrification schemes that faced cutbacks and delays, with the full Northern Hub programme yet to be realised and uncertainly remains over when or if key elements will be delivered. A crucial element of the Northern Hub project was to unblock the bottleneck between Manchester Piccadilly and Oxford Rd, this was to be achieved with the construction 2 new through platforms at Piccadilly and widening of the viaduct between Oxford Rd and Piccadilly, in addition, Oxford Rd station was to be substantially remodelled. Yet to date no work has taken place and there are questions over whether or not the proposal will ever commence. <br /><br />The £85m <b><a href="https://engineeringfocusblog.blogspot.com/2017/02/ordsall-chord-key-milestone.html" target="_blank">Ordsall Chord</a></b> which formed part of the Northern Hub project was complete in 2017, allowing trains to travel between Manchester Victoria and Manchester Piccadilly for the first time, and a number of smaller schemes have been completed or are underway across the Pennines, which seek to improve reliability and reduce East-West journey times. <br /><br />It's impossible to talk about CP5 without mentioning Crossrail, although no strictly part of the CP5 HLOS, it was expected that trains would begin operating from Heathrow and Reading through central London to Shenfield and Abbey Wood by the end of 2018. However, just months before services were expected to begin it was announced that the opening date would be pushed back to autumn 2019. Now it is thought the section through central London will not be fully completed until 2020 or possibly 2021. The budget for the project has risen by £3bn, with the cost rising from £14.8bn to £17.6bn. </span></span></span><br />
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<span style="font-family: arial;"><span face=""arial" , "helvetica" , sans-serif" style="font-size: medium;"><i><span face=""arial" , "helvetica" , sans-serif"> The newly constructed Crossrail station at Canary Wharf pictured in 2015</span></i></span></span></div><span style="font-family: arial;"><span style="font-size: medium;">
<span face=""arial" , "helvetica" , sans-serif"><span><span face=""arial" , "helvetica" , sans-serif"><br />It's not all doom and gloom however, the North West electrification programme was largely completed during CP5, with the exception of the line between the WCML and Windermere. Despite the delays, services across the North West have been transformed and now finally new trains are beginning to enter service. <br /><br />In Scotland the Edinburgh Glasgow Improvement Programme (EGIP) saw the electrification of 150 route kilometres of railway between Cumbernauld and Newbridge Junction which allowed new class 385 EMUs to enter service between the 2 cities. Electric services between Edinburgh Waverley and Glasgow Queen Street via Falkirk High commenced in 2017, initially operated by class 365s and class 380s up until summer 2018, when class 385s built by Hitachi at Newton Aycliffe were finally signed off for passenger use. <br /><br />Although improved East-West connections across London are delayed for now, North-South connectivity has been transformed, thanks to the £7bn Thameslink programme which had been underway since 2009 and was complete towards the end of CP5, allowing trains to operate from Bedford and Cambridge through the capital to Brighton and Gatwick Airport. <br /><br />I think to say that CP5 didn't go to plan is somewhat of an understatement, however, whilst the updated version of the map does highlight those schemes which have been delayed or cancelled, it should also serve to highlight some of the great achievements accomplished during the 5 years between 2014 and 2019. And many passengers are starting to see the benefits, now that a large number of new trains are finally beginning to enter service.</span></span></span><br />
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Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0tag:blogger.com,1999:blog-2575190720838622512.post-48866556567990673972020-08-31T11:53:00.001+00:002021-05-10T20:09:17.765+00:00Work begins on Chester's Northgate development<span face=""arial" , "helvetica" , sans-serif"><span style="font-size: small;">In <a href="https://engineeringfocusblog.blogspot.com/2016/05/chesters-renaissance.html" target="_blank">2016 it appeared as if the redevelopment of Chester's Northgate</a> quarter was finally going to get underway, after years in the planning, false starts, and a number of major re-designs. The redevelopment of the area was originally supposed to begin in 2010, but the financial crisis saw funding withdrawn, which lead the company behind the plans to revise the proposal in order to reduce the scale and therefore the cost of the development. <br /><br />However Cheshire West and Chester Council and the developer were unable to agree on a way forward, therefore the authority took the decision to develop it's own plans and to seek ways in which it could fund any future development itself. </span></span><br />
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<span face=""arial" , "helvetica" , sans-serif"><span style="font-size: small;">In 2015 work got underway to transform the old Odean Cinema into a cultural centre, which now includes a theatre, cinema, restaurant and library. Then in 2016 work got underway to construct a new bus station on George Street, which, once complete would allow for the construction of the Northgate development on the site of the old bus station.</span></span><br />
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<span face=""arial" , "helvetica" , sans-serif"><span style="font-size: small;"><i>The image above is probably what most people imagine when picturing Chester, black and white mock Tudor rows, complete with Roman Centurion. </i></span></span></div>
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<span face=""arial" , "helvetica" , sans-serif"><span style="font-size: small;"><br />Cheshire West and Chester Council continued to develop and redraw plans over a number of years as shopping habits changed and high streets across the country continued to struggle. The original plans put forward included a large department store and were much large in scale. However, the final plans look much smaller in scale and will not include any new shops. The emphasis has instead been on providing a new indoor market space, new 6 screen cinema and a new multi-story car park. The new car park will not however lead to a net increase in city centre parking, as Trinity St and Market St car parks will eventually be closed and demolished in the future to make way for the next phase of the development.<br /><br />The reduced scale of the development is highlighted by the expected cost for phase 1, which is estimated to be just £72m. Compared to the cost of the original 2010 redevelopment which had a budget of £460m. Unlike the original proposals which were drawn up by a private developer, the cost for the new proposal will be borne by the local authority. The <a href="https://chesternorthgate.com/" target="_blank">development website</a> states the development will be funded on a "<i>traditional public sector ‘payback’ basis which will ensure that the capital expenditure is written down over a period of 25 years and is factored into the Council’s annual budget</i>"</span></span><br />
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<span face=""arial" , "helvetica" , sans-serif"><span style="font-size: small;"><i>Part of the development site, with the modern extension to the Storyhouse pictured to the left in the background.</i></span></span></div>
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<span face=""arial" , "helvetica" , sans-serif"><span style="font-size: small;"><br />The original proposals which were much larger in scope would have encompassed the old bus station, market building, Forum shopping centre and Crowne Plaza hotel. Whereas the proposals for phase 1 only include the site of the old bus station. A decision is yet to be made on the future of the existing market building and Forum shopping centre, but CWaC says that plans will be drawn up in late 2020 and that work cannot begin on the existing market hall until the new one is complete.<br /><br />The proposals for phase 1 may be modest in comparison to the original plans, but they still have the potential to transform the area, which for a long time has been neglected. This despite the site sitting within the heart of the city, close to Chester Cathedral and behind the striking Town hall which was built in the Gothic Revival style in 1869. The site is also next to the grade II listed building which now houses the Storyhouse, which is an art deco brick building, built in 1930s, albeit with a modern, but complementary extension. The terracotta façade which formed the entrance to the former library is also grade II listed.</span></span><br />
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<i><span face=""arial" , "helvetica" , sans-serif"><span style="font-size: small;">The Grade II listed facade of the former library, which will act as the entrance to the new inclosed market </span></span></i></div>
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<span face=""arial" , "helvetica" , sans-serif"><span style="font-size: small;"><br />Thankfully the face of the former library will be retained and will in fact form a key part of the development. The main structure of the building will be largely removed, it had no architectural merit and was a relatively recent development. The faced itself however will serve as a striking entrance to the new indoor market and cinema leading people through into a new modern development. One which the authority hopes will sit well within its surroundings, unlike the concrete and brick building which currently sits at the rear of the town hall and houses the existing market.</span></span><br />
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<i><span face=""arial" , "helvetica" , sans-serif"><span style="font-size: small;">The image above shows work taking place to clear the site, in the distance is the clock tower of the Town hall and to the far right, part of the building which houses the existing market.</span></span></i><br />
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<span style="font-size: small;"><span face=""arial" , "helvetica" , sans-serif">Work on the Northgate development officially got underway in June 2020, when a modest socially distanced sod-cutting ceremony was held. The main contractor Vinci Construction has now taken possession of the site which is currently in the process of being cleared. The steel and glass bus shelters have already been removed so there was little in the way of demolition required. But that still left the not unsubstantial job of clearing the huge brick paved area which formed the old bus station. A small amount of careful deconstruction is also taking place to remove the building which housed the former library, whilst keeping the facade intact. </span></span><br />
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<span style="font-size: small;"><span face=""arial" , "helvetica" , sans-serif">As well as site clearance, work is also underway to redirect utilities and to construct a new drainage tunnel. In addition, archaeological work is also taking place, with several <a href="https://chesternorthgate.com/2020/08/first-archaeological-finds-revealed-from-chester-northgate-site/">Roman artifacts</a> already discovered. </span></span></div>
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<span face=""arial" , "helvetica" , sans-serif"><span face=""arial" , "helvetica" , sans-serif"><span style="font-size: small;"><i>The image above shows the remaining structure of the former library as of Augst 2020</i></span></span></span></div>
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<span face=""arial" , "helvetica" , sans-serif">Work is also taking place on the A5628 St Martin's way to remodel the junction, with Hunters St now closed to traffic. Eventually, a new junction will be constructed to replace the existing Sens Cl junction which will connect to the new Hunters St alignment, leading to Northgate St.</span></div>
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<span face=""arial" , "helvetica" , sans-serif">The dual carriageway has temporarily been reduced from 4 lanes to just 2, which is causing congestion, this despite the overall reduction in traffic volume brought about by Covid-19. With work expected to take until Summer 2021 to complete, and schools set to re-open in September it is possible that congestion could start to become more of an issue over the next few months. It's probably advisable to avoid that section of the A5628 all together if possible. </span></div>
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<span face=""arial" , "helvetica" , sans-serif">Whilst the upheaval will undoubtedly be frustrating for motorists and local residents, it will only be temporary, it is hoped, transform a large part of the city centre, helping the city to attract more visitors and secure the future for the city's independent market traders.</span></div>
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<span face=""arial" , "helvetica" , sans-serif">There is a video on Youtube which shows the scale and the development and progress on site clearance as of August 2020. [see below]</span></div>
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<iframe allowfullscreen="" class="YOUTUBE-iframe-video" data-thumbnail-src="https://i.ytimg.com/vi/sgLFIgEaLbw/0.jpg" frameborder="0" height="266" src="https://www.youtube.com/embed/sgLFIgEaLbw?feature=player_embedded" width="320"></iframe> </div>
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Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0Chester, UK53.193392 -2.89307524.883158163821157 -38.049325 81.503625836178855 32.263175tag:blogger.com,1999:blog-2575190720838622512.post-346394408297695112020-08-18T12:27:00.005+00:002021-05-10T20:10:36.138+00:00End of the line nearing for Merseyrail's 508s and 507s<div class="tr_bq">
<span style="font-size: medium;"><span style="font-family: arial;"><span><span face=""arial" , "helvetica" , sans-serif">On Sunday 16th of August, a pair of Merseyrail class 508s left Birkenhead North depot for the last time. The units were hauled by a class 57 operated by Rail Operations Group over the Wrexham-Bidston line, then on to Craven Arms, there they would remain overnight before being taken to Newport docks, where they are to be scrapped.<br /><br />The scrapping of Merseyrail's fleet of class 508 and 507 units has been on the cards for some time, as they are to be replaced by new class 777 units built by Stadler. However, 110 and 134 have been retired much earlier than their classmates and months before the expected introduction of the first class 777.<br /><br />It appears 110 and 134 had reached their mileage limit and were in need of an overhaul, therefore with new units on the way it wasn't deemed cost-effective to keep them in service. Space at Metseyrail's Birkenhead North and Kirkdale depots will also start to become limited as more class 777s arrive. 6 have arrived so far and are being stabled at the recently rebuilt Kirkdale depot. There is space for overnight stabling at some stations for 508/7s, but it is likely that depot space will still start to become constrained soon.</span></span></span></span></div><span style="font-size: medium;"><span style="font-family: arial;">
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<span><span face=""arial" , "helvetica" , sans-serif">It is however unlikely that we will see more 508 or 507s being sent off-lease just yet, at least not until the first class 777s begin to enter service later this year. Before Covid-19, 52 class 508/7s were required to be in service each day. With 110 and 134 now sent for scrap, that leaves a total of 57 class 508s and 507s remaining in service. With the fleet approaching 40 years old it can be assumed that a number of the units will be out of service for maintenance or repair at any given time. 134 hadn't been used since January 2020, however 110 was in service as recently as Wednesday the 12th of August. </span></span><br />
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<span style="font-size: small;"><span style="font-family: arial;"><i><span face=""arial" , "helvetica" , sans-serif">507 003 at Chester Station </span></i></span></span></div><span style="font-size: medium;"><span style="font-family: arial;">
<span><span face=""arial" , "helvetica" , sans-serif"><br />Merseyrail has ordered just 52 class 777s, with only 50 being required each day. This reduction in the requirement will be achieved through the speeding up of the timetable, which will reduce the number of diagrams. The new units should also be much more reliable and therefore fewer will be out of service each day for maintenance or repairs. Merseyrail does have the option to purchase a further 60 units, but this is on the basis that services are extended in future to places such as Helsby, Skelmersdale or Wrexham. With extension dependant on the success of a battery trial and or further electrification. One class 777 is to be fitted with batteries and tested on the Merseyrail network, this will be to test the feasibility of future extensions without the need for costly electrification. </span></span><br />
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<span style="font-size: small;"><span face=""arial" , "helvetica" , sans-serif"><i> 507 001 alongside a Network Rail measurement train at Hooton Station</i></span></span></span></span></div><span style="font-size: medium;"><span style="font-family: arial;">
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<span><span face=""arial" , "helvetica" , sans-serif">I posted a video to Youtube of the move on Sunday night and was surprised by the number of people who were saying that they will be sad to see the 508/7s go. I assumed that people would be glad to see the old making way for the new, but thinking about it, it is easy to see why people may think fondly of the old class 508s and 507s. They have served the Merseyrail network well for almost 40 years, with Merseyrail as an operator regularly sitting at or near the top of National Rail Passenger Survey. The refurbishment carried out between 2002 to 2004 also means that the units still look fairly modern to this day, both inside and out. </span></span><br />
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<span><span face=""arial" , "helvetica" , sans-serif"><br />However, their days are numbered, so if you want to experience a Merseyrail class 508 or 507 you probably have about 18 months left in which to do so, before they're all sent off for scrap.</span></span><br />
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<span><span face=""arial" , "helvetica" , sans-serif">In 2019 I wrote about how Merseyrail are adapting station platforms to provide step-free access once the new 777s enter services, find out more: <b><a href="https://engineeringfocusblog.blogspot.com/2019/04/merseyrail-paving-way-for-new-trains.html" target="_blank">Paving the way for new trains </a></b></span></span><br />
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<br /></span></span>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com7Liverpool, UK53.4083714 -2.9915726-3.9114625528243252 -73.3040726 90 67.3209274tag:blogger.com,1999:blog-2575190720838622512.post-55873936036733059582020-08-04T12:44:00.002+00:002021-05-10T20:10:59.054+00:00HS2 connecting the Northern Powerhouse to the Midlands Engine<div class="western" style="margin-bottom: 0cm; orphans: 2; widows: 2;">
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<span style="font-family: "arial";"><span>Many proponents of HS2, myself included have over the years tried to ensure that the benefits of building HS2 are focused mainly on capacity, which is the most important reason for building the new railway. The journey time improvements that will be brought about by the introduction of HS2 services are welcome, and are indeed also important, but in terms of absolute need for the project, cutting journey times is secondary. <br /><br />This is undeniably true for phase 1 between London and the West Midlands, which serves to alleviate the chronic capacity shortage on the existing southern section of the West Coast Mainline. Even heading further North, between the West Midlands and Crewe there is limited to no remaining capacity available on the WCML, this despite upgrades to the existing infrastructure, such at the £250m <b><a href="https://www.blogger.com/#">Stafford AreaImprovement Programme</a></b>, which involved grade separation of Norton Bridge junction.<br /><br />The East Coast Main Line is also nearing capacity and will benefit from construction of the eastern arm of HS2. The eastern section will benefit both the ECML and MML by releasing capacity on those lines for more local and regional services. With express services from Edinburgh, Newcastle, Leeds, Sheffield and others transferred onto HS2. <br /><br />It seems however that the debate about whether or not to build the eastern section has resurfaced once again. There are those who ague; that the section from the West Midlands to Leeds and the ECML should not be built at all. They argue that it isn't required and capacity could be increased more cost effectively on the existing Midland and East Coast Main Lines.<br /><br />I for one think this argument is nonsense and that the capacity argument which is true for the WCML is equally true for the ECML and MML. However I also think that a massive benefit of HS2 from the West Midlands to Leeds and Manchester is often overlooked.<br /><br />That benefit being; the slashing of journey times from Leeds to Birmingham and from Manchester to Birmingham. A phrase which I often use (which is yet catch on) is "<i>HS2 connects the Northern Powerhouse to the Midlands Engine</i>". It's corny I know, but it does say simply what the northern section of HS2 is capable of delivering. Connecting regions covered by the Northern Powerhouse partnership with regions covered by the Midlands Engine partnership.</span></span></span></div><div class="western" style="margin-bottom: 0cm; orphans: 2; widows: 2;"><span style="font-size: medium;"><span style="font-family: "arial";"><span> </span></span><br /></span>
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<span style="font-size: small;"><i><span style="color: #202124;"><span style="font-family: "roboto" , "arial";"><span>HS2 Ltd map showing phases 2a and 2b</span></span></span></i></span></div><span style="font-size: medium;">
<span style="font-family: "arial";"><span><br />Currently to get from Manchester to Birmingham takes 1 hour 30 minutes. To get from Leeds to Birmingham takes up to 2 hours! In this day and age it seems crazy that it takes so long. But it does highlight the fact that there simply isn't space on the existing infrastructure to improve services which connect 3 of the UK's largest cities.<br /><br />If HS2 is delivered in full these journey times will be dramatically reduced. Manchester to Birmingham slashed to just 40 minutes, with Leeds to Manchester cut by over a half, to just 49 minutes. Journey time reductions such as these simply would not be possible without the construction of HS2. <br /><br /></span></span><b><span style="font-family: arial;">HS2 Manchester to Birmingham - 40 minutes<br /><br />HS2 Leeds to Birmingham - 49 minutes</span></b><span style="font-family: "arial";"><span><br /><br />Currently the fastest services from Leeds and Manchester to Birmingham are also some of the most crowded. The problem being that the Cross Country services which currently connect Leeds and Manchester to Birmingham also serve other routes, continuing south from Birmingham to Plymouth and Bournemouth. In effect Cross Country services serve two different markets, long distance to the south coast and regional to Birmingham. As vital as these sorts of long distance routes are, it does mean that passengers end up with busy, suboptimal regional links.<br /><br />So whilst I agree it is absolutely critical that proponents of HS2 continue to push the message that HS2 is needed for capacity, I also think not enough emphasis is given to Leeds - Manchester - Birmingham connectivity. The connection of which with fast and frequent rail services could boost the economies of the Midlands and the North and shift the balance the UK economy north of Watford Gap. <br /><br />I must point out however, that I do not subscribe to the argument that we should be building the northern sections first. Building the section between London and the West Midlands is needed to unlock capacity on the southern section of WCML. Providing extra capacity into London still remains vital and in addition unlocks the potential for even greater connectivity with other parts of the south via Old Oak Common. <br /> <br /><br />I would like to discus Old Oak Common in more detail in a future blog..... </span></span><br />
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<br /></span>Engineering Focushttp://www.blogger.com/profile/09138664245199790865noreply@blogger.com0Birmingham, UK52.486242999999988 -1.89040124.176009163821142 -37.046651 80.79647683617884 33.265849