Wessex S&C renewal successes
PWI Wessex Section meeting (Hybrid)
31 October 2023
Um so during this talk I’m going to tell you a little bit about myself my background where I came from how I got to be a project manager um a little bit about why we undertake trap rals um the process and procedures that we have to follow as a delivery outfit um going
Into things like standards um design all that kind of stuff um point4 touches on problems that we can encounter and there’s an example believe it or not on drainage which you mentions which I’m um which is coming up in one of the Rena I’m going to be delivering next year but
It’s worth pointing out um and obviously example of the track Ren we’re that that I undertake undertook recently at Easter which is based like great Junction so in terms of me I’m an next Network ra track Apprentice in 2007 um I worked out the hav depot for three years within the permanent way
Team I moved into tracks track access planning after my apprenticeship uh eastly du um working with a work work plan coordinator in the track access Co coordinator and for around about a year and a half then I moved into trap rals under the rt24 contract working with
Bala Bey as a network ra project management assistant uh I work my away from PMA the scheme project manager um I then left the eastle rals team and joined the initial um s Alliance prior to the ra Systems Alliance I’m in now because it’s been two um and I worked
From scheme project manager to my current position as project manager for West XC in plan line and then moved over to the southw systems I’m in now I’ve delivered well over 100 track rovs um SEC planing line I’ve done a lot of enhancement work as well um and as well
As delivering day-to-day renewals um long-term plan stuff we also been part recovery projects such as easily dment and I was the project manager for the fisherton ra disaster in 2021 so that’s a little bit about me um this just demonstrates that the the companies that we work with as part
Of the ra systs Alliance so we’re in Alliance with Kass ra is our delivery contractor project management being based around Network ra being being myself and aom are our design partner so it’s a sort of widespread Alliance we’ve got every utility we could possibly need within that Alliance to deliver the
Track RS that we need to deliver um this has been this has been the sort of St War for cp6 this has always been a about we’ve been there in it five years and going into cp7 we actually changed to as Paul mentioned the um sou renewal
Uh Enterprise so we lose collap and we go to go to work with Vale so vcal have been awarded the contract for the track delivery um at the moment we’re in a bit of a transitional period with them some good bits some bad bits but you’re going to get that when you get
Contract change over anyway there’s sort of changes in Personnel whether the people that work there currently want to stay there whe they’re going to TP so there all a bit of a jle at the moment we’re just trying to make things work and continue delivering as much as we
Can at the moment so that comes into fruition in April next year the new Financial year um Co us deliver up to week four the come week five vocal vocal walk in and take the Reigns and start delivering the RS that we do currently so we shouldn’t see much change it
Should be a smooth transition across with all the work that we do beyond beyond the scenes with disposition statements in terms of projects that we’ve got currently going on um any kind of remaining Works we’re just identifying that with sort of the 50 or 60 projects that we’ve got sort within
The three routs currently rolling and up to the end of the financial year so while we under State RS this isn’t exhaustive this is just a few reasons so there could be component issues um historical issues with the actual assemblies themselves change in operational requirements and standards formation
Issues um bring the asset up to Modern equivalent format so if new technology gets introduced and everybody wants it in because they want bet they want a betterment in terms of operations obviously putting passengers first is a big thing for us um every minute counts we get crucified for any kind of delays
Or if there’s any issues then we’re held to account for it as some of the guys in this room now I recognize some faces um it’s a Hot Topic so we try to do the best we can with what we got to make it make it a nice new shiny Railway um as
Well as that tra H can take anywhere between 12 and 36 months from concept to delivery in terms of its life cycle um it all depends on the urgency and the outline requirements so as we currently sit at the moment um I’m delivery but before me there’s a is a development
Team so they’ll they’ll get hold of the project initially from the problem statement so once once our asset Engineers ter and say what we want that done they’ll turn around and say okay no problem let’s work out the requirements for the projects they’ll develop it and around about TT 84 from deployment
That’s when I take the reins into into delivery so they’re in the new world it’s called pace so they’re effectively Pace one and I’m in the world of pace two three and four which more realm covers um development delivery and handback so that’s what I do in terms of
My role um track RS are arranged into years within a control period and they can also be deferred and move I mean Paul used to be the track r w so Paul knows this all too well sort of working out where they’re going to fit how
Long’s the asset going to last is it do we need to do it earlier do we need can we move it around is there funding available for the work that wants the mo the control period as well so that’s always a big always a big thing for us
To nailing down a work Bank um and the other one is the maintain abili causing an issue big one Bas of stoke great wst Junction historically absolute nightmare to maintain um countless failures as you alluded to the rt60 it was it it was awful it was just an awful set up from
The from the day went in until myself and my team went in and actually delivered what’s there today so that’s a little bit about why we um undertak track rals process and procedures we have to follow this is this list is non-exhaustive as well there’s a lot of
Red tape we have to that we have to jump over get through just in orderers for us to be able to deliver a trap R all um so 02009 that’s all about engineering so that’s um accountabilities identifying roles and responsibilities managing non-compliances and all that kind of
Good stuff um paac as I alluded to is the new grit for track that’s the process that we as the deliverer have to abide by um and you’ll notice there there’s phase Gates which at the end of every Pace stage we’ll have to go for a
Stage gate So within my world it’s T4 2 t21 T4 and then once we hand the job back and it’s and the final se’s been and the final sets been um issued we go to something called t plus 8 which is all records returned which obviously
Records so it’s a hot topic for us at the moment um so that’s pace and phase Gates CDM 2015 construction design management we have to buy that it’s it groups together all the legislation and everything um that’s something that we have to follow as a as a principal
Contractor as a as a delivery mechanism dci’s design construction interface meeting this is where we get into the down and dirty of the designs so we have our Engineers sat together project management construction we’ll talk about what’s been designed what we think could be improved um does it work
Does it fit and then we develop developed the design through those um through those sessions funnny enough today was DC day in tumbridge where I came from before I came in so was sort of a full day s the room of a load of Engineers working out what working out
Yet is good we’re happy um and we go from there amp is the asset management plan and health and safety files this forms part of CDN 2015 obviously we have to be able to provide the asset owner with a record to say that what we’ve installed is fit for purpose so within
The amp um process itself there’s 17 documents that we issue and we request that signatures are provided from the asset owner to make sure that they’re happy on top of that there’s other bits and pieces like designs we have to give them we have to give them um track
Geometry acceptance certificates to say the track geometry is good um so that’s so that’s scored for us um trying to think what else we give you as well it I mean that proc that process is mandated we have to follow it there’s no way of getting around it we have to it’s
It’s it’s a regulation or like a procedure that’s put in place to say that asset is completely fine we can take it back there’s no more work for the delivery team off to maintenance it goes um we have to abide to 2102 and 20419 so those are two standards that we
Live by in terms of tracks 2102 is the track construction standard and 2049 is the secc design standard so doing what I do those are the two big standards for me and off the back of that on once we’ve actually physically delivered the track itself I have to do something
Called entry into service which um gr knows the guy that I deal with is a guy called Pat Butler he’s the senior tested commissioning engineer for the route so anytime I’ve got works I have to sit with P pat on the hand back go through what deliverables he wants to prove that
What I’ve delivered is fit for purpose and he has to sa off on it so it’s so it’s an extra step to to make sure that what we’re delivering abides by every process procedure standard it’s all fit for purpose there’s no problems and it it does what it’s going to do um
Approval process for designs that’s with the engineers and obviously the root team so we’ll submit a design to the asset Engineers we’ll have reviews um they’ll make comment if they make comment we have one two and three that we go through so that’s a classification of how good the design is they make
Comment on it we go back we revise the design we go back again we have a further review but on top of that we have odc’s which are inter interdisciplinary checks and RRS which are interdisciplinary reviews as well so all for all forms part and parcel of
Sort of getting the design from Outlaw design except for construction uh usually it can it can take a long time I mean Bas is like took 70 weeks to get from the outline design to the actual acceptive for construction design that we delivered and put in the ground um
DWP is delivering working possessions this is another sort of network R process I have to Appo to it’s things like doing quantitive risk assessments with risk analyst to make sure that my project plan which is like the Gant chart the bar chart which shows you the
Timings of of the project to make sure it all fits in with um all fits in the plans the plan time that’s there available so it’s done for a system called um called perk Master we call it the Monte Carlo system because it’s a bit of a roulette because you don’t know
Whether it’s going to go through or it’s not so we have so we have to give men’s matches and most likely times against each of the activities within the bar chart and it’s spit and it goes through 10,000 iterations of different scenarios based on those times and it spits out a
Result so if we have to abide by P90 so we have to be 90% certain that the plan that we’re putting in the table and the plan that we’re walking into the say the 52-hour possession or the the nday blockade that that’s we’re going to hand
Back on time for the for the end user we have to have a 90% confidence rate that we go we have we we can deliver it within that time um if it doesn’t obviously we have to go back and rethink it and try and work out where we can put
Other bits and pieces see what have to what we have to sacrifice take out but it’s to follow up um Summit reviews Paul you’ve been a part of these as well um we sit with Mike Salen I don’t know if anybody knows Mike so we sit with Mike get hammered um apologies but
I I had a few emails from Mike about he was a little bit GED he could be to give me a hard on but um so yeah we were sit in the room together so when we have a possession it’s not just one piece of
Work that’s going on we try to make it as efficient as possible try and get as much done as we can with at least disruption to the passenger as we can um sometimes it works sometimes it doesn’t but we do try to make the most of it
Especially if we get block a like we’ll have a n we got a nday block coming up at Petersfield F piz for re signaling it’s absolutely jam-packed and B and Stoke although it was only four days it was was absolutely rounded full of work
And we had to make sure that all of it worked and we could still deliver the S Ser all it itself as well that’s an all day session it’s quite hot and heated um you walk out of there basically crawling so but yeah that’s another one and also
We have to follow discipline specific standards so to ciles to track to s& to electrification all those get bought into the Trap and all the design phase make sure we’re doing it um if there’s any non-compliance we tried to IR try to get rid of them as part of the design so
They so instead of being existing they were forgotten so we always try to improve on what we’re doing but like I said this is just to name a few there’s a lot of red tape um it takes up a lot of time to get through all of this um me
Personally I’ve got me and a scheme project manager so I’ve got me and one other that deliver the S RS on wesex alongside our engineering team as well um and our construction team it’s it’s pretty busy pretty frantic um you know to well pool we we’re at it constantly
Delivering every single weekend when we’ve got work um but yeah that’s just to name a few of the processes we go through problems we encounter as a delivery organization again this is non-exhausted there are more um lack of experience can be a real problem for us
So anybody that is more in relation to sort of resources and stuff like that so if we get like you get your blue ATS on site and stuff like that that can be quite um quite challenging trying to bring them up speed if it’s their first
Shift on a renewal it’s kind of like getting them into the working methodologies they could have been working with a maintenance Team all of a sudden they’re walking onto a playing on Ren that’s a thousand yards and they’re looking at it and they like a rabbit in headlights so lack of experience does
Come to it funding is a big thing as well as I touched on earlier um sometimes there’s money to do it sometimes there’s not so when we get a scope of work sent over we’re saying well we can afford that but we can’t afford that what do we sacrifice to make
Sure that happens and off the back of that as well I mean we could have the requirements set fre from our asset engineers and from the route but sometimes they’ll change so if we discover something while we’re designing we send in a technical query um with a
Cost attached to it for example um I did work in after work in Junction after basing Stoke and we ended up with an extra 130,000 wor the power works we had to do there wasn’t account for with the specification so what they had requested required us to upgrade this dno so it
Cost us an extra £130,000 which is obviously no small Fe no small cost to anybody especially to the taxpayer um but we couldn’t deliver what we what the actual physical outline requirements of the project were without doing it maintenance uh yeah maintenance can be a
Bit of a problem for us as well so um we can go and survey and soting they could do something like Go Tampa Dayton Road so then we have to go back out and resurvey it or M M maintenance will come in after we’ve delivered a renewal and
Then where we set assemblies up to construction standards 22 the maintenance standards for say switch are completely different to what ours are and they’ll go banging shims in or something like that and we’re just like well you can’t do that because we it’s part of the amp process if you step in
And do anything before we’ve handed it back it’s it’s called a t Toc taking over sir so until we’ve given you that you can’t touch the asset is under our ownership but we have countless countless times where this happens and not through not through fault we could
Have a failure that could mean that they have to do it but it’s all about breakdown in comms and who’s responsible but yes just to touch on two that they’re two of the big things for us tamping the dayon row is probably the worst one because we spend I don’t know
Four four to six weeks at there surve someone comes through with a tamper just TS TS it so you can you can imagine how much trouble it causes us um assembly is not being approved so in relation to snc um so technical Authority has to approve
The layout for us to to be able to deliver it so at work at working it was requested that I install a sgv switch sgv Crossover with hard drive it wasn’t approved so we had to go back through and do a load of integration testing
With won so we had to go and buy a new a new crossover and get out them out and work out where they put the so units for the hard drive and then we had to get approved by ta but it was only because we looked at the standard and said well
That’s not that that’s not a proof of what we do and that costs a lot of extra money as well I think that cost an extra £1,000 P to do it but that’s no fault with anybody’s it’s just something that while the new technology being sort of
Bought in and integrated into like the working world as we see it now it just got missed because we don’t install that many SGS as a as a business anyway especially on Wes route that I can only think of a couple of locations where they are so that was so that’s that as
Well um preconstruction information can be poor um mainly in relation to records so you could have other projects working on the same footprint of grounds say a year beforeand they’ they’ve undertaken the work but they haven’t updated the records so when they get sent back to the National records group we’re working
Off the old records and we’re like well it doesn’t match so we have to go through all of that as well um a lot of the time it’s in relation to drainage and signaling drainage being the worst it’s a nightmare um but yeah so the preconstruction information be be poor
Which means we have to take all of the all of the fact finding into the actual development delivery itself so we’re still sort of learning ourselves as we go through the go through the natural process of development um resources we could have a really busy weekend on the route where you’ve got
Four track rals you’ve only got a fin engineering trains and wagons you have to try and work think outside the box so an example of being at Bas so West Junction we had ring snc on and we had a couple of snc jobs over in Kenton Sussex
There were no tilt maggin so tilt maggin are the wagons I don’t know if You’ seen them where they sort of they they arve tilted and they come down hydraulically with the SCC on it so we didn’t have any of those so we had to think outside the
Box we had to have all of thec delivered and stacked up in a siding prior to the works so then the kirov came in took it kov came in we had no because it was already there ready to run and we just run run the panels from the side in so
It’s cheaper as well um to do it that way believe it or not if weuse set of tilt mag it’s around about 50 Grand it’s a lot of money once everybody’s had their little piece of the party um and if you get it pre- delivered it kind of
Turns into about half the cost so it’s a big efficiency if if you can do it as well um again touching on records some places are good some places are bad some companies are good at doing it some contractors are bad at doing it it all depends it’s a bit bit luck but
Following on from sort of the carel disaster that happened up in Scotland a few months ago and all that record is a massive thing now there’s like a real driving Network rout to make sure that what’s out there is recorded and it is actually physically what’s on the ground
Um as a delivery unit within traps we can’t we cannot hand back a soap without making sure the records are updated it’s it’s always been that way for especially for tra RS so we’re pretty squeaky squeaky clean it takes time as well to do it you’re probably looking to update
The records afterwards with the amount that we have to physically use and especially for signaling you’re talking four five months afterwards until they’re all complete and that all bodess on the design of them for them to produce the records updates as well so it’s a big task on to take anyway um
Specifications sometimes they’re right sometimes they’re wrong so we’ll go out and ratify a project requirement specification or an r or a plane line spec we’ll go and ratify it we’ll raise tqs against it to make sure what what you’re actually asking for is correct as
Well so we we delve a little bit into that um existing non-compliances big thing we try to design them out if we can’t then we have to manage it we have to put them on trackers um they can be a right pain I’ll come to a slide in a
Minute you’ll see that I’ve got I’ve got a just a horrendous problem um with an S all that I’m going to be delivering um carrying an optioning into Pace two so Pace two obviously is M world into delivery so we should never be optioneering when we once we get into
Development so once it’s is handed over from the development team that sign s delivered that is the approved approved for delivery option approved single option um but sometimes we have to because there just where it’s taking so long to develop it we need to hand it
Over to the next team and just get running with it because we’ll never be able to deliver it um otherwise phaser St being an example believe it or not we had an issue with that access um obviously s SWR and gwr and all those kind of people don’t look a shut in the
Track to deliver the track rals um so we have to get it right first time round because we going knocking again we usually get told no um funnily enough I’ve got a job at Queenstown Road in year two so in two years time I’ve already had to put the
Access in for that because it’s so disruptive so as part of that track I need an all line block outside of Landon water for four days to deliver I’ve got it I’ve got it because we went to the right time and we said why we we stood in front of them
Demonstrated it showed him the plan told him why we need XY and Z lines and we’re not the operators we kind of just said well yeah fine and we worked out we give lines back at some points but that’s kind of the process we have to go
Through is we have a long-term planning manager and a short-term planning manager they lean on our experience as well as as the deliverers to sort of help them out of it so they’re looking at an engineering access statement two years out and they’ll come to us and say
Does this work and we’ll say well no this is what we need to do change it we we have no end the problems with operators obviously it’s all about them being able to make money Serv as the passenger and Freight as well Freight have Freight and Nightmare to deal with
Um for one reason or another obviously they’re there to make money they need their paths um but we try to be as sort of non-disruptive as we can obviously Queen s road we’re never going to be able to deliver unless we do sh but that’s one in the million I don’t think
It’s it’s a really awkward place to work um CRTs and speeds in the summer it’s a big top topic as well um obviously between uh between March and the end of September CRT season seon so we have to be really careful about what we do we
Usually try to hand back a trap for only 50 mph unless there’s a good reason for it so I think over the summer there was only one site that we had to reduce it because of the CRT that we had to open the main line at 20 M hour and think we
We’re doing 40 50 Rena a year so it’s not really that bad um it’s disruptive it causes delay minutes um we get a lot of really shouty people up in the Ivory Towers saying why are you doing that and we have to kind of prove to them why
We’re doing it but um yeah it causes no headache but it is what it is we sort of adapt and overcome we we get used to it and we learn we try to make things better um but that’s that’s kind of a few problems that we encounter in ter in
Terms of an organization um this just isn’t exhaustive to Ren zebra I mean the whole in network R fa these problems in terms of every delivery team is sort of widespread across the entire industry um but yeah those are just a few of the issues that we have so coming
On to the problem I was talking about the non-compliance so this is what I’ve got a situation at milbrook at the moment on 542s so I’m going to be delivering a setup um coming out of a freight yard milb Freight on a terminal on the upside 542s comes out into the
Main line it’s too leveled at the moment this precarious looking catch pit on the left hand side is absolutely non-compliant um you can I mean look at the thickness of the the chamber itself it’s 200 mil thick all around and the image on the right hand side shows you uh non-compliant
Arrangement in terms of sleeper to structure so off the end of the off the end of the base plate supposed to have 150 mil and then off the end of the sleeper you got to have 100 Mil clearance between the structure so we’re trying to work out the bugs at the
Moment I mean I’m going there Sunday with um with a manufacturer that actually deals with drainage to see where we can come up with thepoke Arrangement they’ve had similar issues at Kings Cross when they did the Kings Cross project with the existing drainage so we’re hoping fingers cross that the
GU that’s coming down can sort of wave his magic wand and say to us well we’ve got a solution for you because otherwise we’re we’re in a bit of a sticky situation but this is I mean this is just one example of some of the things
That we have to face in terms of um an existing non-compliance and a sort of I don’t say poorly installed asset because that’s not fair um that’s probably been there longer than the track um nobody knows whose drainage system it is either so you’ve got Association British ports
Sitting over one fence you got the NR asset owner sitting on this side and they’re kind of button heads the same it’s not us but that’s all down to records as well because nobody knows whose asset is so that’s one of the things that we have to deal with at the
Moment um but yeah with s ofus and I’m trying to work out work out a work out an option we can go forward a it um and here we go on to Bas s greatest Junction um this was this project was a bit of a labor of love to me to be
Honest with you it was it was quite demanding from start to finish with everything that came with it um the image you see here is the is basically the finished product and what we installed um as part of the presentation I’m going take through the scyp works
For each of the disciplines and sort of show you other bits and pieces as well so the image you see on the screen here is basically what we delivered as a as The Delivery Agent so the blue is the snc the yellow is the associated renewal limits the red is the additional ril
Limits and sorry additional renewal limits and the the gray box that you see just on the right hand so the 18 yards is additional section of re rout that we did as well um so you can see that we did the two fixed arings two turnouts
And a bit of planing line that goes with it doesn’t sound a lot but it was a lot it was it was a big big ask in the time that we had to do it considering everything else that went on with it as well um to track continue this this
Slide just basically goes into a bit of the scy of work so we had two fixed arms and the NR 60 Mark I Arrangement um we had two NR 60 Mark 2 turn ups as well uh angles changed from changed to one in five to one in from from one in
Four to one in5 that was to smooth smooth The Junction out so that’s what we did as well we applied strapping rails as well so as the train went around the junction it didn’t sort kick kick out and sort of kept its gauge and didn’t cause the junction to move um we
Had 284 yards Associated plane line 83 yards of unassociated additional re of 18 yards um there were no platform aerations part of this packageing works we do a lot of if we’re doing RS we do a lot of like Coop resets and tactile work as well because we have to we have to
Comply with standards um so the whole track moved by gauge towards the old signal box as well so you think where it used to be it moved by 1.5 meters towards the box which opened up a can of worms in terms of drivers of walkway cil’s works and involving unions such as
Ass left to make sure that they were happy with what we were installing which was it was a long drawn out process but we got there in the end um so this goes into a little bit about formation treatment so originally it was a 1 in3 but we reduced it to a 1
And 40 because once we got over to the up slow it turned into an 1800 mil dig which is just not deliverable we just couldn’t do it the wagons weren’t available we would have been there probably eight days instead of four we probably probably would have still been
Digging it after eight days with that depth um so we installed uh GI and we installed sand as well and we did ballast Glu in here um it’s a bit of a specialist sort of ballast gluing operation that went on it B in STO with
A sort of new new system so we moved away from the um usual rtech stuff and we incorporated a system called hman so the yellow that you see there is the area that we actually ballast glued in place so that’s what we did um balance gluing so this was
Undertaken poster Ren obviously we had to get the geometry correct before we started gluing it in place um it was we did it to increase the stability of the balling track um again R uh H and R Tech so we actually glued 400 mil wide and
450 mil deep so it’s quite a lot of glue we used 2,677 lers of resin for the enti enti ballast Glu and application um it’s part of it as well it’s really strange how it’s really strange how we had to do it so we had to keep the glue itself at 25
Degrees for four hours beforehand so it got to the correct viscosity so those those orange containers that you see in the photos there those are sort of keeping the glue hot it’s a bit of a glue kettle was so yeah so we did that U we contracted ronberg CER in to do the
Works it was a huge cost it was over £100,000 to do that yeah and that was just the application itself we already had the glue in stock so the glue was supposed to be installed at leam but for whatever reason it didn’t go in so we used the
Glue from leam to put a Bas like if we didn’t then that cost would have tripled hem in routch glue is really really expensive but it’s really good stuff um so yeah we did that poster and all and it’s sitting there today we’ve had no geometry issues had no faults no
Twists obviously because it’s glued in place but it’s a it’s a solid slab and on the right hand side there you’ll see the nozzle that’s the that’s the application um technology they use and on the back of the van see on the back of the lurry you see the yellow Cube
That’s a generator that feeds the cube I did have a picture but I forgot to put it on so apologies for that but on top of the pro Services trailer there there’s like a great big great big container with a glue in it and a generator behind it that just spits it
Out so we did that um we removed the long-term speed as well so the speed so on the on the left hand side you’ll see that this comes from the POS possession planning system so this basically just tells us where the speed is so it was over a
Distance of 25 chain it was due to so click top uh and when Lee binfield was impos in the asset Engineers post he asked us if we can extend the limits to take it out we obliged obviously because we want to make sure that there’s no speeds we want everything
Spot on when we are back um we didn’t have to do any updates to the sectional appendix and we just went and did it and it’s today there’s been no no repeat fault no anything so we did the corrected the formation issue there installed it took away that and I think
They I think they saved around about two minutes per train now but as you can see from the left hand side this this speed was on for two years so you think in terms of delay minutes per train over the two-year period you’re talking thousands upon hundred thousands of sort
Of delays extra cost time all that kind of stuff but I mean this is something that as a renews outfit we try we try to incorporate as well so if there’s anything in the area that’s causing a problem outside of the renew limits we always try to take this inside and try
And get things as a as a betterment because we there we might as well do it so for signaling uh there was a points operating equipment type change to high drive so this was based on reliability because high drive on the market is the most reliable PR you can have it’s
Really really good there’s minimal failures as I’m aware of um we installed two new location cases to house the equipment for the hard drive is quite a it’s quite a big system and requires a lot of sort of like intelligent intelligent infrastructure to control
And power it um we have to do a lot of Tren alterations to hous the additional cables with hard drive there’s a mountain of cables that comes with the equipment so RCM root control monitoring Works around taken as well uh conversations with the RCM commissioning Engineers happened way before we sort of
Told them this is what we’re doing you need to update the intelligent infrastructure um turn off your turn off your system xate turn it back on with all the recognized new new technology we’re all in so we have to do that that’s another process that we have to
Do as well to make sure the intelligence stuff is updated um so we changed the point detections as well from AC to 50 volt DC within the new loc for the hard drive um supplement supplementary detectors were installed on the points as well that comes part of the hydr
System anyway and we did Transformer upgrades um due to the poe change High Drive draw an incredible amount of power to even switch they they draw so much power it’s it’s it’s incomparable to any other sort of points operating equipment um we new disc boxes for the hbi as well
I don’t know if anybody knows about hbi bread bins and sort of like uh the shock that you can get off it when you’re doing maintenance inside of it so all the track circuitry around Bas St is basically hvr we installed new disc boxes so they didn’t have to go into the
Bread bins and they could just go to the disc box and do their maintenance we did that I think it was something like 20 track circuits throughout Bas St that we did that so it’s a pretty good upgrade for the guys that are on the ground uh and his old only track needs
For reliability P purposes because the track leads out there have been out there 20 odd years or whatever it’s just yeah just a perishable that we just replaced anyway so as part of the hardrive we had to do a massive power stage um it was really complicated at
There was a lot involved in it you think it’s just got bang a fusing but it wasn’t which will come on to now in a second etm wasn’t a lot really we did 300 300 foot of conr and all that was it um rearranged the Gap in made it more
Efficient to took out a lot of con that wasn’t needed rearranged what was there at the moment we installed two new track uh sorry installation track disconnectors to remove hook switches so those are the those are the great boxes you see on the side with the switches
They pull it rather than walk out the short circuit bars and just P the switch open sorry the hook switch bars and close them and open them so we took that away as well point we upgrade upgraded to 200 wat per meter strips Point SE control cubicles were already uh were
Adjusted as well we installed one new PHCC and we installed six 10 KVA Transformers replacing the current 5 kvas so doubling doubling the power capacity that’s available there as well uh we we did a new buzzar isolator as well switch switch from the B Mill
Just a few pictures of how it went on so you see on the left hand side that’s us undertaking the Dig um many many machines we use I think we use 13 separate excavators dozers all that kind of stuff just over that Junction all for different purposes all for different
Sort of activities within the work itself on the right hand side that’s s using the B for B of 1200 to install panels we have to use it because the panels really really heavy way time there’s no other way of doing it um they’re a trusted part of us believe or
Not B Be they’re really good operators for the kov um we never really have any issues with them and this is just in its development you’ll see the you’ll see the uh dimonds on the left hand side and you’ll see 2521 switch on the right this is the power stage this was
Pro out of everything within the snc I would honestly say that this was the most stressful activity that we had to go through as the delivery team to try and do this so in week 51 one so this is sort of four weeks prior to the works we
Had to undertake a power stage at the PSP at Barton Mill um we had to do it because obvious we wouldn’t been able to install the hard drive because the amount of power that was required um PSP as I mentioned effective B Mill there were 40 Banks of location cases within
The actual spread of where these where these feeders affected um it was 7 miles one one into the other so it was round about from 41 mile to 48 mile 49 mile so so the works undertaken so for feeder two we had two fuse upgrades in fuse
Housings we had to upgrade it from 63 amp fuse to 100 amp um feeder one and three required works up to the 400 volt Transformers so the works are on the solid links so when you look at solid links they’re basically like pieces of metal that go into the system for um
Continuity so we had to do that as well so they’re undertaken under a210 testing conditions which is a um which is an arrangement such as like works testing it’s not works testing but it’s a bit lower so you have works testing g110 at10 snth so we have to do under
That so this is just talking a little bit about the works extent so um yeah it was it was massive so pway Works obviously very simple Point Works simple signaling powerworks huge it’s massive um yeah so we’re talking what was it there uh so if you look at feeder 2 on the
Second line of the 650 you had from 40 uh 48 M 49 you had 51 10 to 51 uh 45 to 44 it it just a mountain of the work for something so simple it was just an incredible piece of work that we had to do it in
Um the problem that we had with doing the power stage is that on on on the system there are two data links you have data link a and data link B data link a which it runs on data link B which is foul save so if dat link a fails dat
Link B switches straight on the problem that we encountered when we did some digging is that on data link B there were 23 tfms that were out so the tfms are the the modules that talk to the Interlock in they were out because there was a fault in the FTM
Which is the telecoms network really really risky nobody could tell us what was going on we spoke to telecoms they didn’t know they were out there for three or four weeks trying to diagnose the problem and it got to the point where we’ve just got to do it
We’ve got to do it and just try and be as risk of ver as we could um so again countless conversations with telecoms trying fix before the power stage we had no support from the local B and Stak S&T um we asked them for TI they couldn’t
Supply and it was usual usual stuff that we encounter um and yeah basically if both both of the links failed it was a complete en tital blackout for seven miles signaling so you can probably imagine what that would have done it would have been Co code black up the internent control everybody screaming
What’s going on um so the process have works we had to come up with this process so one feeder at a time do the work of feeder to to turn it back on make sure the intelligent infrastructure work make sure all of it was recognized
Then feed a one do it again same process feed a free do it again same process um and the problem with SSR which is like solid state in the lock in the conditions that you turn the interlocking off in they have to remain the same so as soon as you turn it off
There’s no wheels on you have to turn it on within those extense with no wheels on or no changes if there’s any changes it throws a wobbling it doesn’t like it and you have to go and go physically theault within the seven miles it it was
Quite daunting to do to be fair um and it’s part of the operational requirements as well as I mentioned there no wheels to be moved and we actually put something within the within the one itself so operational requirements for our DP work so all Wheels to be stationary throughout no
Other works to be linked will free required until 1000 hours Sunday so the actual Works itself took eight hours um the contingency that we have with spare tfms on site I mean me and Paul had a conversation before we came in there were sort of like 40 tfms in the
Data link and they wanted 40 spares on site the 10 grand a pond so you can imagine 400,000 have a spare equipment you’re never going to use seemed like a waste so we managed to find some um from some of our colleagues our very nice colleagues over in Kenton Sussex so they
Helped us out so we were pulling them out of Cen pulling them out of Ashford but we we’ got as many as we could um and what we did was we’ll come on to the schematics in a minute but there was obviously 40 location cas is we had one
Mod mod 3B which is the S guy we said what you cover L one to six yeah if there’s a failure they know it’s on that log you can go in check it so we had that throughout the whole process so we had a we had a whole map told them all
Where the location cases were we drew it on a map for him showed him write a process for him it’s quite complicated it took a lot of doing it sort of like briefing after briefing making sure it’s like drummed into people um we booked intelligent infrastructure support a guy
Called Connor Clemens who works at those sort of the the go-to guy and R and I he’s couldn’t have helped us anymore he was absolutely brilliant sort of took off coming on Saturday night when he had when he had annual ebook and said yeah I’ll help no problems so we were happy
With that um but yeah it was a great help staffing has been provided to cover any failure that may Ur as I said we mapped it out we had people on x amount of location cases just in case and point for just reiterating the point there the map location Cas has been created
Against the access points so wherever the wherever the location cases were we we sort of said but your access point for that loc Cas is there that one’s for there and we draw all out it was it was quite a quite a big piece of work to do
That in itself um and that was just a done so we didn’t have didn’t have sort of like one one mod 3B or one Tech walking sort of a mile down the track so he could be where he needed to be at that time to get it back online as quick
As he could um and if required Al although I said did we didn’t have any out from bases though we had the option to fall call the 14 te but we had to go through the incident control for that so it was kind of like usual stuff for us um
So just a graphical representation of the feeder schematics so this was what was affecting on feeder one each of the individual rectangular boxes constitutes a loc with in the system on that feeder feeder one wasn’t too bad feeder two yeah worst one this was the bigie and
This one this feeder was the one that needed the most work so yeah was we are kind of kind of lucked out with that one and feeder three so those are just location cases identified in the feeda schematics we drew that up and sort of it everybody digested it everybody
Lived it for about two weeks everybody knew exactly what they were doing um just going back to that one although we had 10 hours to do the work we were really lucky it took us three so to do all that work took us three hours we had
We didn’t have a single hitch it went as smooth as it possibly could um we had absolutely not one problem at all everybody just was just on their a game for that one um it was one of those things if we didn’t do we wouldn’t have had a
Renewal um and this is just a couple pictures of sort of well this is me delivering on the left hand side taking delivery of snc panels in the snow that was really nice nice and warm stood down at Bas and Stoke Bas and Stoke upsid in taking that
So the the area as you see on the left hand side is where we delivered all the secc panels so they all just came there we had them all stacked up stacked up in the correct methodology so we can go pick one up come back pick the next one
Up so there was no messing up we had um we had a we had a decking diagram which showed in in this part we have panel 57 or whatever we had that as well so that helped us and on the right hand side it’s just a little bit of a little bit
Of a picture show us doing a bit of tamping and bit of top Zone in the final assembly in uh so that was basic soen in that show and this this SL just goes into some of the stuff that I’m working on as an S CPM so for the remainder of the
Control period I’m looking at woking them um so that’s all changed from mechanical interlocking that’s been res signal now um by the Fel res signaling team so I got when they do the track ET negative bonding for in week 46 stains snc happens at the end of the year going
Into the new year milbrook which is thec we know that I showed with the drainage problem there’s that Brookwood Port Creek just up with that one port Creek well you can see my comment there this project is the stuff nightmares are made of so it’s got a really horrible
Interlocking system simus only the maintenance can test it only the maintenance know how it works no contractor knows how it works um as well as that it’s right on it goes straight onto a v work that we needed to slew it yeah it’s ra zero so we can’t even put can’t even
Put an engineering trainer on it at the moment so part of that parcel of work we’ve now extended the block by four days and we’ve got a structures team coming in and Shing up to bring up to ra8 where we can actually physically work um and off the back of the
Interlock and we as as NR we’re developing a training course for contractors so they can actually come in and do the works testing on it which is gone pretty well to be fair L must been done years ago yeah yeah but it will get done this time greenstown Road snc cp7 adjacent to
9 Elms where the wall fell down unfortunately I was the project manager for that one yeah that was fun I know Steve rights on the call Steve was up there with us as well um R and Spurs cp7 woke in Junction which is a bigie as well that’s kind of got the
Same issues of what bay and Stoke has in terms of failures uh and Q Junction but that’s just a little bit about what we’re doing sort of for the next five years as well amongst a myriad of enhancements and probably 100 playing norals as well which don’t really get talked a lot
About um and that’s it so I’ll hand over and if anybody’s got any questions I’m happy to take them thank you very much Kevin um let’s start with the questions in the room would any anybody like to ask a question in the room yes Jim could you Hazard a guess at the cost
Of the administration of all that before you even buy a piece of Kit in relation to the actual cost of putting buying the kit putting it in in in terms of sort of like AFC sort of like like actual cost throughout the whole Project Life Cycle
Well more ratio if you like I’m happy with a ratio so so in terms of unit rate which is what we work on as a deliverer this is this was the most expensive s renew for the whole control period it was something like I think it was like 2
Million pound at end it was a lot of money but there was a lot of work that happened in that um in terms of whole life cost from start to finish I Hazard a gets it around about eight there’s eight million there’s a big piece of work what’s the root cause of the
Restriction over the up uh click top sorry so click top at uh po formation yeah you talk about speed restriction yeah yeah so there was just a longterm long-term formation issue is just substandard was it anything to do with the construction of the castings as I’ve seen since in presenting on this years
Ago how they were so poorly designed for rt60 top in the plane line Cy top was in the plane line in terms of the rt60 so rt60 is run out for concrete cancer so yeah so the bear is on there are now concrete cancer so if you look
At the bearer longitudinally th out the sleeper it just broke out we had same issue at eastley I don’t know if anybody remembers the eastley um theic that we had across the s a few years ago that was 60 as well so we had the same issue
There so it’s a repeat it’s a repeat failure it’s kind of like the same thing happens every time um D East South they’ve actually banned using it so they can’t actually they’ve sort of taken it out of use so that operationally it doesn’t help but yeah they’ve done that
Um so just just following up on on that so there were housing failures wer there the point at the point ends on the on the down slow and the up fast I can’t remember the point numbers um but has the do you know whether the housing design in the new installation has
Changed because there was a there was a design now 0 Mark I so rather than being nr56 V it’s NR 60 it was n60 with rt60 but it’s NR 60 as a as a sort of setup is better it’s it’s just it’s it’s more involved it’s been designed better
Um it’s been tested to death um and not only that for B it’s like we flattened The Junction out as well so as the train’s coming round even com up the BK which is the line that goes round to redit and as it comes down it was mainly
Caused by Freight so as as the weight shifting it was sort of throwing the junction outp is that correct it was causing it causing the junction to shift so we flattened out so instead of having such a severe severe curve going through it it’s got smoother transition not to not to say it’s
Perfect but it’s the best that we could have possibly got with it it was a bit it was a it’s quite an achievement considering the geometry comes in from but the but the entire track move by the entire gauge so if you look at if I go back
To with me a second I’ll find a picture I think it’s right at the start so if you look see can you see where the signal box is see where the orange DRP fence is so we had to restrict the walkway so we took a whole gauge of that
Corner out and the BK essentially moved it move it moved towards a signal box and the point the toes of the points actually moved move towards the signal box as well so it’s a smoother transition into that into that curve so is it is it perfectly straight
On the two main lines there is it perfectly straight through the diamonds yeah right there’s no humps and bumps or dog dog legs or anything it’s it’s a straight as it can be did you move it towards the box so you could curve it back and get flatter diamonds yeah we
Got we took it from a 1 in four to one in five so then we Tri like I said we trimmed the whole gauge off we had to we had to sort out wall P for the drivers as well so effectively if you had say say that was the junction with the
Signal box here it went from here to here so it just everything just shifted and it just made it better and when we put it through modeling it worked it worked out it was better we haven’t we haven’t had a problem yet and it’s been in for what we now November it’s been
In 7 months and we haven’t we haven’t had an issue with as far as I’m aware in view of the fact that the up slow and the turnout to reading uh is the heavy Freight route in that direction was any consideration given to changing it from a 25 mph turnout to something rather
Faster the problem you’ve got with that is it’s all done it’s all it’s all to do sort of like Network changing that as well isn’t it so it’s like the design for that I think I think the design for the actual turnout itself itself was a
Maximum 30 30 mph but that was just because of it just because of the way it was designed there was no it’s all to do with sort of like rate change can and all that sort of stuff and now sever the curb was going around there as well so
They did look into it from the start of it but they decided not to change it I mean we looked at a reduction in speed at one point as well but we have to go through a whole process where we have to consult The Operators as well um and
They didn’t want it they wanted the same speed profile going through it it’s if you do anything in terms of changing speeds it’s it’s a huge huge it’s a huge undertaking to do for any any project guess it’s reasonably comined as you go around BK as well once you get over
Toc the Str to reverse curve anyway there going around the BK can’t remember where this where just the speed in beyond that snc it’s beyond the brid it goes up to the bridge don’t it with the bridge I think that’s the change in speed there and is it 90 miles an hour then
Through through the junction on the mains now uh as far as yeah so I go back to the section appendex the 65 got 0 100 so it increases to 100 once you get up up C is it quite challenging to do the might be it might be was it quite
Challenging to deliver those units when you’re find with otherc units that you’re not touching I know yeah was W similar but they can’t be too many occasions to try and fit in a complete renewal that still be pinned in within it within the alignment of otherc around
You so weed the alignment anyway didn’t we so when we when we went through and actually physically placed it so we adjusted the alignment to to an extent but the hardest it was actually making DMS fit when we landed him it was it was a nightmare I mean it’s such a complicated
Layout for what it is I think it was only something like like 11 SEC panels in total for it it’s small but it’s really challenging because you’ve got to just be mindful of where everything sits because you got to make I mean you’ve got three lines over
Three line well two lines over you’ve got to make sure where you’re putting it matches the geometry profile for it because if you if you didn’t land it right you would never you would have been in a world of pain you would have never got it do you have to follow
Anything different in terms of fixing your R in terms of checking around going or is it just being extra cautious with the approach that you take just being really cautious really so I mean obious we have a tamping game don’t we so with the xmls and all that kind of stuff
Obviously they’re checked and vetted and like proved and all that kind of stuff but but yeah we didn’t we didn’t have too many problems with the insult itself it it it went quite smoothly it’s it was just actually getting to that point it was harder getting to the point of
Delivery than what it was actually delivering the Rena itself because of all the red tape and all the Hoops had to strum through and all the making sure that we got rid of all the non-compliances that were there and dealing with sort of outside parties that like I touched on dealing with AI
Or walkways I know it’s only sounds silly it’s a big thing to them and and it took a lot a lot of people’s time um this was probably in terms of requirements like what everybody wanted here it’s probably one of the most challenging renals I’ve delivered since I’ve been doing
Renals had to make everybody happy or try to B set around long and it’s very expensive is it yeah um and eventually you got to break it out I mean it’s obious it’s not like concrete but so with so with hurman with hurman believe it or not if you pour hot water
On it it dissolves so we so we had so we had an issue where the rberg cersa went out there and we said to him don’t glue the cables into the ballor shoulders make sure you because they supposed to wrap them in cing film so the glue didn’t
Stick to them I know it sounds strange just using a clean film but it works um they had to go back and that to pour hot water the C to pull the pull the cables back out so is anything over any any I think it’s 80 degre 80 degrees the water
Temperature then it sort of melts the resin I think that’s what they said it’s it’s a high temperature but we we used to use rtech glue didn’t we I can’t just rout glue and it that literally didn’t that the penetrate the penetration of it wasn’t nowhere nowhere near this but
This is like now this junk is glued it’s glue it’s not moving anywhere the glue is just on the shoulder it’s 400 400 400 mil wide 450 mil deep on the shoulder so the middle can still respond to Vertical tering yeah yeah so you can tell you can lifted
You can’t slow it you got beam down each side as before yeah yeah and obviously you got to be careful in the switch toes and all that stuff as B getting on switch to because you never be able to move them so there was there was a lot
Of car and attention out the went through for sort of getting that prepped um the amount of the sheer amount of cable that’s out there at basis like with all the track circuits electrification Posies niggies all that stuff they had a they had sort of two weekends where they were just going
Around wrapping cables so it was a big piece of work itself to do that how long ago was this seven months seven months so this was done at Easter now’s how’s the top holding up as had no issues of any no issues of any um notifications in the track record in
Train I mean our TJ which is our track geometry accepting certificates look good so we’ve got all that it’s do anything so the bad formation that was there we taking it away and we’ give it some really like hard-hitting stuff it’s it’s it’s up to the job you under P
Yes so underbar Patman on the and under Patman on the plane lawn as well yeah are they the same thickness yeah across all all the bars yeah so for pling on the rest they’re called SLB 3700 GS I can’t remember what they’re call for bearers they all just’re
Different types of different bearers but yeah no they’re all the same because you used to be able to you used to be able to just get Glo stick the pads on but you can’t anymore so when they cast it they physically cast the pad into the
Concrete now um yeah V is Tails sink into concrete little head little head that going into the castings does the does the under pack go the whole length of the pan sorry the whole length of the whole length of the barrel whole length of the barrel whole length of the
Sleeper is that standard for NR 60 mark2 it’s standard whatever whatever you use I mean you can get NR you get nr56 layups with under bar pads on yeah but it’s it’s it goes to full length because remember we specified as a standard for when we never look the yeah I haven’t
Seen the SLE was just one on the corners have you fitted in on in recent times you fitted allc yes yep so so it’s a requirement it’s a requirement is a minimum that for snc on the barats go on just because it improves the rigidity we’re going to get that St we
Do it on a lot of plain line as well so if the cat one and two track we do on the bear pads on sleep pads should I say we do that as a standard now puts back the resilience in that we used to have isn’t that sleepers
Yeah Soo broadly speaking what’s what’s the change the cost of a bear with or without I couldn’t tell you what the difference in cost was it’s not it’s not massive but is still obviously quantifiable against whole whole life of project but it’s the benefit I mean the
Benefit outweighs the cost at some point I mean especially summer look here knowing how many how well how many fails how many problems I can’t I can tell you how many times this Junction fail do you know Paul before we went and did it issues by by memory
See sleep yeah that’s my because it was convert on that route pretty much converted over to that mitigation about three months before easty happened something like that three four months before E when when the te at the time Alex saw a lot of failed outings I just just from my side the
Relief of that while going out and doing verification finding more housings that inspectors had manag to spot because of time limitations on the inspections at that time that’s been rectified but piece of mind that give me in terms of the problems that it was the most visible problem that we had with B
Housings obvious that there were problem for that constant regular usage going around pretty tight curvature yeah so we don’t in the lace bearers anymore as a standard we we avoid it just need do something to keep it it just looked like it just fantastic painting when you posted
Pictures came see compared what dog din been because just try keep thing running fantastic solution yeah well we got any questions on the we haven’t no we got a couple of technical updates from Mr Al cow saying there is a totally different fing systems on n60 Mark I to the the b260
See secondly said that turnout presum means on the up main the turnout was shortened from a d to a c switch yeah on the up slow yeah so we install two C’s here two c’s with high drive does Alan know specifically Alan was the DPE yeah he’s online is he Alan
Do you know specifically how many um how many Dows there are per base plate in the NR 60 design cuz there’s only one one wasn’t there on the yeah on the rt60 what reaches right cast housing yeah EXA yeah so so that again Andy I’m not sure followed what you’re asking all
Right so how many Dows are holding the base plates in in in place on nr6 so the it’s it’s not as straightforward as that parts of the layout are on base plates part of them are like direct fasting uh so um you know I’d have to
Get the Drone up really and go and go through it but there’s about I think there’s three or four different different ways that that rails fastened to the to the bearers through the through these Mark two layouts I you could probably you could probably have a whole another meeting
Going over that to be honest Andy yeah Allan there’s probably four or five different sort of torque measurements as well for the fasten isn’t there be yeah they’ve all got to be properly talked there slightly different fastlands and you know it gets quite complicated I’ve
Got some good um like um stuff that we used to distribute in the central region when I worked on there for just bar people who were who were installing this um stuff like two box talks I was trying to put the design for this layout in the
Chat as well but I can’t it doesn’t let you so unfortunately you know you hav’t been able to do that but yeah there there’s there’s lots of lots of differences especially between the U n60 Mark I and the old battle 4 be stuff that came out of there which was like radically
Different so the fasting system is called an skl system on and r60 Mar here don’t you fast clip P s’s so they’re sort of they’re winged Clips alen aren’t they with screws and wedges fast systems um various different sizes depending on where abouts in the
Layout they are whereas the B for B was all integral castings quite raised above the level of the concrete and he had like various Bas plates that slid over those that were then clipped in with a pan roll clip yeah so we had to I remember the
First time we did May physically had to get someone down from Vos to show us how to do it it was that complicated because you got pads wedges you got Clips you got screws and like if you put one the wrong way then it’s it compromises the the fastening yeah and it’s it’s
Actually it’s quite critical that it’s all installed correctly as well especially when it’s not on base plates when it’s when it’s hooking you got like t- bolts and things like that they’ve all got to be vertical the clips have got to be properly installed the these lead to if they’re not properly
Installed they lead to pretty pretty significant failure modes later on on maintainability then ter of maintainability so when we did when we gave um when we actually installed this so we did this uh set up at Farm BR beforehand so we gave all the training
To the Bas and State team we gave them all the tools and equipment to do it all the cups everything they get 10% spare Clips 10% spare pads 10% spare wedges so they had a bursary really I think one of the lat guns um when it first come out
We had to get them from warft and I think they were like five grand each so they’re bloody expensive that’s for T fast yeah so you can’t use a band you have to use something called a loss of mat which is if you imagine a drill yeah
It’s got a cup look fos Cup on the end of it and it’s got an arm so as you tighten it up once the arm touches you can’t tighten up anymore you set you set the torque setting on the gun and you can’t go any further than that
Physically won’t allow you but if you do with a B Al it cracks a beer doesn’t it the BM of the ban has got no toque control so you can overtighten so obviously people just go crazy on them they don’t realize how tight the things are and doing it like if we catch
Anybody on S it’s an absolutely no no basically wayve got one of these now they’ve got two of them they got two they got they got two of the kids they got a full set of Cups they got all the clips pads and everything they had somebody come down from voso to teach
Them how to do it and we had training panels in Bas in Stoke when we did Farm bro if you remember Paul bought a training yeah B training panel down so everybody in everybody sort of in the route could come and have a play on it
And work out how they do it this beforeand to train the main up on all the new stuff that we’ve end up giving them but we have to now we don’t we don’t do we get SLA first do wonder if it behaves itself for 10 years and then
It starts going wrong yeah a lot of those people well then have moved on weren’t they you do wonder whether they’ve got the knowledge to keep maintaining it yeah they’ve got they’ve got the they got the tools and the kits they need to do they’ got all the they
Got the fish tow they need everything did it come with a little handbook or anything like that or no no so I think online page or anything like that so so we had to get someone physically down from vlo that created the assembly to
Come and teach us how to do it they come down with a presentation I’ve got the presentation somewhere I’ll have to dig out and send it to you Paul but they physically have to come down with like a they come down with a piece of rail with
Like a fastening on it and they showed you had to put it in what talk measurements you had to do took it for a presentation it’s kind of like it’s kind of like you see you do sort of sort of a setup but yeah we had to go through all
That cuz I mean we we before basis though we did when we did F which is I think two years before and we did the first one other than the troll pit troll pit troll suit which was up north I can’t remember what the place was called
But it was the first one that had been put into sort of like um like a main nine setting Allan I don’t know if you know the name of the the troll so before they sent it out do you remember beginning with a u might have been Al be I don’t know it
Might be that but yeah they did that then then we were the guinea pcks for it because Mr no cut wanted it so yeah so that was it was a big learning Cod but I mean we’re still learning on it now um the stress is different alen is it it’s effectively Bal and
Claw yeah so it it’s stressed in the same way as ball and Claw but they’ve got this like alignment holes off the off the tips that way instead of lineing ball and Claw and setting the ball and Claw setting you’re supposed to stress the stock rails and then just position
The switch tips accordingly based on these alignment Halls do that was another one for us as well getting used to i’ stress it but we yeah I mean basis so we we had a few issues with the stress in Allen didn’t we with with contractor saying we don’t
Need to stress that and then Allan proving him wrong and yeah all good fun in it yeah that was part of the project as well but but yeah but that was basic though we run out of time I mean to be honest I’d like to listen
To an entire talk on the stress design and and installation alen your man for [Applause] that perh you could do that for us and and tell us a little bit more about the NR NR 60 um lived and breathed didn’t you for six months so fantastic well thank you very muched
Kevin for com here and thank you very much alen for your little interjections online as well no worries sorry sorry if I stealing your thunder ke that’s right mate I’d rather have you there than than uh be be thrown to the Wolves yeah so thanks very much for spending uh the
Time here this evening explaining what was a very big part of your life last year by the sound of it and uh what strikes me with quite a lot of these uh ral’s presentations is how much work there is involved is not pway related as such to do with
Electrics um and and signaling and uh sometimes feels as as a as a pway person that perhaps and no offense meant here that we blunder into those a little bit um and um and I wonder if there’s anything that we can do to sort of smooth the path of that because it’s
It’s you guys once you’re actually in the delivery phase is that that are picking up some of those difficulties I guess rather later than than than you would like to and of course that just adds to jobs yeah but thank you very much indeed for for tonight’s
Presentation and um I’d like I’d like us to give you a round of the floor and I think one of the advantages of coming here tonight is that we get to go to recommended post meeting analysis come along and join us down the weather spoons if you’ve got the time thank you very
Much that