A494 to A55 improvement proposals (part 1)

[Update 26/09/17]

"Economy Secretary Ken Skates has today announced the red route as the preferred option for the £250m Deeside corridor scheme." View the full statement at www.gov.wales

Background 

After a decade of delay the Welsh Government looks set to finally make a decision on how best to improve a vital link between England and Wales. The A494 - A55 link is one of the busiest border crossings between England and Wales, with the 2 lane A494 at the point where it crosses the River Dee alone carrying almost as many vehicles as the 3 lane M4 Second Severn Crossing [1][2]

The first plans to improve the link were put forward in 2007 by which time houses had already been compulsorily purchased and to this day many remain empty. The original proposal was for a 7 lane highway consisting of 4 southbound lanes (heading toward Wales), 3 northbound lanes (heading towards England) with hard shoulders and connector distributor roads either side. It was also proposed that the speed limit would be increased from 50mph to 70mph.

Existing A494 at the point where it crosses the River Dee

Just as the proposal looked to go ahead and with the majority of the land already in government hands the plans were scrapped after fierce public opposition. It was said the proposal which in places would be 11 lanes wide were excessive and disrupted too many people. It was claimed that 5000 people would be adversely affected.

The decision to cancel the proposal as it stood at the time may have had merit, unfortunately though the Welsh Government were slow to come up with an alternative and in the proceeding 10 years traffic levels have increased and congestion between the A494 and A55 has worsened, especial during holiday periods.

New proposals

Two proposals have been put forward by the Welsh Government, one known as the Blue option an adaptation of the original proposal to widen the A494 and upgrade junctions including the  A494/A55 interchange.

The other proposal known as the Red option would bypass a large section of the A494 and the A494/A55 interchange. This would be achieved with the construction of a new section of dual carriageway between Flintshire bridge and the A55 close to junction 33 near to Northop. The flat junctions along the A548 which links A494 to Flintshire bridge would also be grade separated.

Proposed Red and Blue options (source  Deeside Corridor improvement study)

The public consultation for both proposals ended on the 30th of June 2017 with the preferred route expected to be announced this summer. However the Welsh government has already signalled that it prefers the second opinion or what is known as the Red Option. Both options would have a budget of around £200m, however the Red option promises a better benefit to cost ratio and improved journey times.

The A548 Flintshire Bridge

On a more symbolic note, the Red option would see the realisation of a long talked about link from Flintshire bridge which for the last two decades has been known locally as "the bridge to nowhere" to the A55.


The consultation document can still be found here.


Part 2 of the blog descibes the Red option in more detail

Follow us on Twitter and Facebook - For more information e-mail Blog@EngineeringFocus.co.uk

Rail Live 2017: Part 2 - Highlights

Rail Live is billed as "one of the largest outdoor rail exhibitions in Europe. Based in the Rail Live offers companies the unique opportunity to showcase products and services in a real rail setting". And it certainly doesn't disappoint, with over 300 exhibitors spread over a 120 acre site.

With so many exhibitors it could be easy to get overwhelmed if you're not sure what you're looking for and with the sweltering heat of the day exploring the event wasn't easy. All I knew was I wanted to find the new, unusual and the impressive.

First stop though (for a good 10 minutes) was RVT Group's stand, talking to one of their representatives was a perfect excuse to cool off in front of one of the powerful fans that they had switched on. A perfect demonstration of how powerful and effective the ventilation systems they provide are.

After cooling off I didn't have to travel far to find "the impressive". Sonic Rail Services certainly had one of the most impressive displays at the event. SRS who provide permanent way works and electrical track maintenance, boast their own fleet of HGVs and plant machinery which they themselves maintain. What better way to demonstrate their capabilities than by hoisting a 30 tonne road rail excavator 2 to 3 meters in the air.

Keeping with the plant machine theme, Ground Control had one of their unique Menzi Muck machines on display. This wheeled excavator is able to access sites than would stop other excavators in their tracks (excuse the pun).

Each wheel is attached to an independently controlled arm, allowing the Menzi Muck walking excavator to operate safely on steep inclines and on uneven terrain making it ideal for works involving embankments and difficult to reach locations.

I think the usual title has to go to Searchwise Ltd who were demonstrating underwater equipment with the help of a container full of water and diver, who was probably happy to be inside the tank for change (given the heat outside) 

On the rails, two impressive rail machines were on display.

Balfour Beatty had brought along its High Output wiring train which they say is "capable of installing a full tension length of 2,000m of catenary and contact wire simultaneously under differing tensions in around four hours" [1]

The train is able to travel to and from possessions at a top speed of 50mph and once on site the train can operate whilst the adjacent line is open.

At the other side of the site S&C North Alliance a partnership of Amey, Rhomberg Sersa and Network Rail were demonstrating a machine which will be used for the excavation, transportation and distribution of ballast. 

On track was a specialised conveyor system which can dispense ballast between the rails or to the side of the track. This conveyor system works in tandem with MFS (Materialförder- und Siloeinheit, or material conveyor and storage) wagons. The MFS wagons on display at the event had the ability to travel both on and off the rails thanks to two pairs of crawler tracks.

The off rail capability allows the MFS wagons to transport and dispose of spoil from excavations. The MFS wagons are also designed to work in conjunction with an inline conveyor excavator which will be delivered to the UK in July.

Video of the conveyor in action

Conveyor system. here being propelled by a Unimog road rail vehicle

An MFS wagon being demonstrated off the track

Finishing where I ended my visit, with a stand that caught my eye just as I was making my way back for the return shuttle. It was hard to ignore the ordnance that First Line Defence had on display, a reminder of German bombing campaign during WWII, which has left thousands of un-exploded shells scattered across Britain.

First Line Defence are there to help identify potential risks and locations where un-exploded bombs may still remain. If shells are identified FLD can direct the MOD to dispose of them safely.

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

Follow us on Twitter and Facebook - For more information e-mail Blog@EngineeringFocus.co.uk

RailLive 2017: Part 1 - D-Train review

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

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

Background

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

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

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

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

D-Train at the temporary platform at Long Marston

Technical information

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

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

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

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

[update]

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

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

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

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

The two powerpacks underneath each driving motor vehicle. 

Interiors

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

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

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

Verdict 

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

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

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

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

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


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

Follow us on Twitter and Facebook - For more information e-mail Blog@EngineeringFocus.co.uk

Railtex 2017, rolling stock highlights

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

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

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

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

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

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

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

Model of the AT400 "British bullet train" on display

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

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

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

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

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

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

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

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

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

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

Mersey Gateway Project (Spring 2017 update)

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

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

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

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

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

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

Southern pylon (Runcorn)

Central pylon

Northern pylon (Widnes)

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

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

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

Wing traveller working its way across the northern approach viaduct

MSS Webster continues work on the southern viaduct

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

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

Follow us on Twitter and Facebook - For more information e-mail Blog@EngineeringFocus.co.uk

Building a new North South railway - Part 2

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

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

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

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

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

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

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

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

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

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

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

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

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

Follow us on Twitter - Facebook For more information e-mail Blog@EngineeringFocus.co.uk

A556 opens

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

For more information about the project click here

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

Enjoy!

Turn ON subtitles (CC) for route description 

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

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

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

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

Follow us on Twitter - Facebook For more information e-mail Blog@EngineeringFocus.co.uk