Download - Paisley Canal ‘Low Cost’ Electrification
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Paisley Canal‘Low Cost’ ElectrificationYoung Railway Professional Competition 2012Brian Sweeney, Asset Engineer (Electrification), Network Rail Scotland
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Overview
• Introduction
• Overview of Paisley Canal Electrification scheme
– ‘Innovative thinking’ to make scheme affordable
– Staged plan for delivery
• Managing electrical safety through design
• Innovation Challenges still to meet
• Summary & Conclusions
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ProjectOverview
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Paisley Canal Line
Non-Electrified Section (8.8km)
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Devolution Challenge - Why Electrify?• Operated by 3 ‘trapped’ cl156 DMUs
as surrounding areas electrified
• Timetable does not work with DMU stock – 17,000 delay minutes per year, only 16% of trains right time
• Route already 33% electrified, only 8.8 additional STK of OLE required
• No additional HV switchgear needed
• “Quick Win” for Scotland’s Railway as existing DMU stock can be re-allocated elsewhere in Scotland to meet demand
• Paisley Canal service can be operated with better diagramming of existing cl314 & cl380 EMU fleets
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Electrification Challenges
• 12 Overbridges on route - 9 require work to achieve Special Reduced Clearances
• 3 bridges adjacent to station platforms – track lower drives full platform reconstruction
• GRIP 2 desktop study estimate £20-£28m
• Works out at (worst case) £3.2m per STK of OLE
• Innovative thinking required to reduce scheme cost to a sustainable level - BCR is only positive below £12.2m
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Electrification Challenges - Freight
• Route cleared to W7 for freight traffic to/from Hawkhead Oil terminal
• Route not been used for W7 traffic since 1994
• FOC aspiration for future use in medium term
• No new freight paths available from 0530 to 2330 Mon-Sat
• Electrification scheme needs to cater for future freight use – NR have made this commitment as part of Network Change Process
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Project Scope
• Bare minimum amount of works required to electrify the route for use by half-hourly Scotrail EMU service
• Maintaining capability for freight traffic to/from Hawkhead
• Accommodating non-multiple EMUs only – i.e. 4-car Class 380, 3-car 314, 318, 320, 334 stock
• Extending to Elderslie, re-doubling the line or making passive provision for either of these options
• Renewing any existing assets not associated with works
• Adding additional signalling, capacity, or increasing line speed
• Extending platforms for 6 car sets
• Adjusting existing 2m wide platforms (unless major works taking place – e.g. Hawkhead)
What the project is doing What the project is not doing
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Gauging Live OLE around a train…
W6a / W7
263mm Clear
150mm Track Lower for Special Reduced
Class 314
624mm Clear
No work forNormal Clearance
All ScotRail EMU (314,318,320,334,380)
419mm Clear
No work for Special Reduced Clearance
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Reduced Gauge Profile (‘E2’)
Power OffPower On4.03m
135mm saving
4.165m
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Bespoke Gauge Electrification
• Clear for vehicles of 3870mm and under when the OLE is live
• Clear for ANY UK Load Gauge (W7) vehicle when the power is off
• Number of bridges needing work drops from 9 to 5
• Extended neutral section placed under one bridge to avoid work
• Track lowers of 50-158mm under remaining 4 bridges
• Number of station platforms to be rebuilt drops from 3 to 1 - Hawkhead
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“Political” Background
“A £28m scheme for £12m”
• “Trail Blazer” project that meets many requirements outlined in the McNulty ‘Rail value for Money’
• High profile support – scheme is poster child for “alliancing”
• CEO highlighted project specifically during evidence to Transport Select Committee
• D&B Contract awarded to Babcock Rail in June 2012 to electrify by Dec 2012 timetable change…!
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December 2012 delivery?Stage 1: Electrification for Scotrail EMU only
• Route electrified with a wire height of 4030mm
• Restriction in the sectional appendix saying only vehicles with profile lower than 3870mm (i.e. Scotrail EMU) can use the route
• ‘Out of gauge’ Freight / Engineering trains can still access route under possession and isolation – procedure in place to manage
• Energised on 19th November for driver training!
Stage 2: The ‘Innovative’ Stuff!!
• Stage 1 only acceptable to FOCs as an interim measure - a quick, remotely operable, and safe way of switching the power off to allow ‘out of gauge’ trains to access the route has to be developed
• Desirable by Dec 2012, but safety case may not be in place
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Stage 1…
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Work in Progress… Kirow / MOVAX
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Work in Progress… Hawkhead Station
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Monday 19/11/12 – 10.08 GLC-PCN
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Managing Electrical Safety
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Low Wire Heights and EN50122…
EU Standard Case (3.5m) UK Special Case (2.75m)
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Man with umbrella…
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Add some Scottish weather…
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Suggested New “Enhanced” UK Case
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Stage 2…
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Paisley Canal Innovation Challenges
• Never been done on UK railway
• Will require interface between Electrical Controller, Driver and Signaller to manage
• Challenge is to develop a simple system that can control risk ALARP rather than spend a fortune on something that will rarely be used
• Heavily linked with on-going National Isolation review
• ORR would like to see more use of Remote Earthing facilities
• ‘Safe limit’ of 60V for working on the OLE will be much less than that required for train use…
• Talked about for years - a few challenges still to be overcome
Develop a suitable ‘Alternative Earthing System’ to switch off the
power before an ‘out of gauge’ train uses the route
Develop a method of working to allow one type of train to operate with the power on, and another
with the power off
Challenge 1 Challenge 2
WORK IN
PROGRESS!
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Possible options…
Option 1 – 314 & 380 Only
– Have been told not acceptable!
Option 2 – 2 Men with poles
– Labour intensive, Costs£86k per year if used 3nights per week
Option 3 – Remote Earthing with operational procedure only
– Relies solely on human judgement
– Prefer engineering controls to eliminate risk
Option 4 - Slotting with signalling
– Expensive – would be cheaper demolishing all the bridges!
Option 5 - Tagging System
– Eliminates the most risk, but expensive and overkill given low number of trains
Option 6 - Remote Earthing with Freight ‘Authority Key’
– Driver stops at noticeboard and obtains Castell key from OLE system as authority to proceed
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Likelihood of Single Fatality
Paisley Canal OOG Train Running - Likelihood of single fatality
Trains Per YearOperational Procedure
Authority Key System Tagging System
1 train per day 365 1 in 13.7 Years 1 in 137 Years 1 in 13699 Years
1 train per week 52 1 in 96 Years 1 in 962 Years 1 in 96154 Years
1 train per month 12 1 in 417 Years 1 in 4167 Years 1 in 416667 Years
1 train per 3 month 4 1 in 1250 Years 1 in 12500 Years 1 in 1250000 Years
1 train per 6 month 2 1 in 2500 Years 1 in 25000 Years 1 in 2500000 Years
1 train per year 1 1 in 5000 Years 1 in 50000 Years 1 in 5000000 Years
• Initial (draft) assessment using fairly conservative assumptions
• Biggest risk is a dewirement at Corkerhill station, causing wire toflail and leading to fatality of person in proximity
• Risk to train driver less than numbers above (enclosed in Faraday Cage)
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What it might look like…
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Summary
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Summary
• Overview of Paisley Canal Electrification scheme
– ‘Innovative thinking’ to make scheme affordable
– Scheme cost engineeredfrom £28m to £12m
– Managing electrical safety through design
• Staged plan for delivery:
– Basics before Dec 2012
– Innovation after Dec 2012
• Two areas of innovation
• Novel Operational Method:
– ALARP solution proposed
• Remote OLE Earthing System:
– Paisley Canal is ideal opportunity to develop concept
– Whole life costs of an earthing system need to be factored in
• Transferable benefits - cost savings for electrification on rural and secondary routes
– Not East Kilbride though…
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ScotRail EMU to East Kilbride…
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Thank You!