an overview of hs2 railway systems with a focus on high
TRANSCRIPT
An overview of HS2 railway systems with a focus on high speed track designMatt Hunt, Lead Track Systems Engineer, HS2 Ltd
Permanent Way Institution, 19 May 2021
Agenda
Project overview and where we are now
An overview of railway systems and high speed track design ‘hot topics’
Bringing it all together – approach to systems integration
1
2
3
London
Project overview and where we are now
HS2 Phase OneHS2 Phase 2aHS2 Phase 2bExisting network
Bringing Britain closer together
HS2 is now being built, it will form
the spine of our rail system.
• 345 miles of brand new high speed track will connect Birmingham, Manchester, Leeds and London.
• HS2 trains will also run on the existing network, serving towns and cities in the North West, North East and Scotland.
• HS2 will connect 30 million people and 8 of our largest cities, with 25 stops from Scotland to the South East.
Key facts
Building the railway
HS2 is being built in three phases. Current plans are for the full network to be complete by 2040.
Phase 2b
Phase 2a
Phase One
will link the West Midlands and London.
will extend the line to Crewe.
will complete the line to Leeds in the East and Manchester in the West.
www.hs2.org.uk 5
More
capacity
Cutting carbon
Better connectivity
Why HS2?
We’re making progressBalfour Beatty VINCI (BBV) will bring HS2 to the West Midlands International JV Align are integrating the railway to the
outskirts of London
EKFB made up of four civil engineering and construction companies are working in Buckinghamshire and beyond
SCS Railways will collaborate to deliver HS2 along the final journey to our southern terminus in Euston
Visuals for the proposed Birmingham Curzon Street station
Visuals for the proposed London Euston station
The operational challenge
Inspired by Tokaido Shinkansen
✓ 360 km/h 18 trains per hour: a high speed metro
✓ Sharing services with the existing network
✓ A growing desire to add more connections to the conventional network
✓ No realistic ‘degraded mode’ on the core section
✓ Different railway = different organisational approach needed
✓ Reliable, not being able to have ‘time on track’, safety, reliance on data and digital information
The delivery challenge
HS2 railway HS2 operations
Main Work Civils
HS2 stations Rolling stock Railway systems CRN Organisations Operations
Bridges HS2 stationsRolling stock –
captive Track
Tunnel and lineside E&M
Operational telecoms incl.
GSM-RNICC
Wider network works
Infrastructure manager
Operational design and procedures
ViaductsHS2 stations
systems
Rolling stock –conventional compatible
RailTraction and non-traction
power
Third party comms
Infrastructure maintenance
depots
On network works
Station operator
Maintenance
EarthworksPre-cast track slab system
Overhead catenary system
Control command and
signalling
Rolling stock depot(s)
Railway undertaking (Pass.) – WCP
Maintenance vehicles
TunnelsSwitches and
crossings
Engineering management
system
Railway undertaking
(Maint.)
An overview of Railway systems
It’s not all about Speed…
• Appealing journey times
• Passengers board and alight in 2 mins & clear platforms in 3 mins
• Tight compliance with timetable essential
High Reliability
High Speed
High Capacity• HS2 services operate onto the conventional network, which creates conflicts
between trains ‘merging’
• 50% of trains approaching HS2 will be outside a 3 minute path
• No gaps in the base timetable
• Target delay per train of 30 seconds on average on HS2
• Very difficult to operate degraded mode on the core route
What are Railway Systems?
Rail
Containment (Open Route)
Communications(Trains talk to each
other, use of handheld devices by
customers)
Tunnel Systems (Inc. CPD)
Containment (Tunnels)
Civil Infrastructure
Tunnels
Foundations & main Drainage
Temp. Power for Tunnel Systems
Ventilation, Lighting, Firefighting
Connection from National Grid
High Voltage Power
Command, Control and
Signalling
Depots & NICC
Switches and CrossingsSlab Track
. Track Systems
Lineside Mechanical and
Electrical
Train (Rolling Stock)
https://www.hs2.org.uk/documents/railway-systems-contracts-scope-overview/image courtesy of
Rolling Stock - Automatic Trains
Modelling flow
Tunnel Systems and M&E
Ventilation Control System
HEADHOUSE
Noise Attenuation
Airflow Sensor
Fan
Temperature Sensor
Fan Isolation Dampers
Shaft Building Management System – LAN, etc.
Shaft Fire Detection
Shaft Fire Suppression System
Leak Detection System
Fire Main Supply
Fan Variable Speed Drives
Shaft Earthing and Bonding
HV Distribution System
Data Network
Access Stairs and Lift
Route Wide Communications
Systems inc. Telephones
Cross Passage
Track Sump Crosspassage Door
Pumps & Pump Control Panel
· The tunnel ventilation system (excluding headhouse) is applicable to tunnels over 300m long· Tunnels are equipped with dividing walls and cross-passages spaced at 380m intervals
Long Tunnels Only Drainage System
Passenger ComsSafety Critical Coms
Portal
Porous Portal
Track Crossing
Rescue Area
Portal BuildingHorizontal Circulation
Access Road
Mai
nten
ance
Wal
kway
Emer
genc
y W
alkw
ay
Vertical Circulation
Eurobalise
Emer
genc
y W
alkw
ay
Wal
kway
Emer
genc
y W
alkw
ay
Wal
kway
Axle Counter
HS2 Remote Condition Monitoring
Interlocking System
Disconnection Box
Train Protection and Warning System
Hot Axle Box Detector
Automatic Train Protection Equipment
Slab Track
Fire | Power | Ventilation
Cut and Cover Cross Section
Rescue Area
Slab TrackSlab Track
· Cut and Cover Tunnels have a similar composition as bored tunnels with the exception of ballast track for natural drainage
25kV AT Feeder Cable
Leaky Feeder Cable (GSM-P)
Allocation for Future Cable Services
ETCS Marker Board
Tunnel Lighting
Traction Power Reinforcement Cabling
Signalling and Telecoms Equipment
Jet Fans
Drain
Fire Main
Tunnel Drainage discharge Pipework
Leaky Feeder Cable (GSM-R)
LV & Lighting Power Cables
Evacuation Walkway
Track access Ladder
UIC GC Kinematic Reference Profile
Catenary System
Handrail
Bored Tunnel Cross Section
Shaft LV Distribution System
Tunnel LV Distribution System
Access Control & CCTV
Shaft Building Services
(LV, HVAC)
HV Cables
HV Power
ETCS & Coms
OCS & Track
MWCC
Tunnel M&E
Proposed Contract Package
At NR Interface with HS2
MWCC
Ventilation Control System
HEADHOUSE
Noise Attenuation
Airflow Sensor
Fan
Temperature Sensor
Fan Isolation Dampers
Shaft Building Management System – LAN, etc.
Shaft Fire Detection
Shaft Fire Suppression System
Leak Detection System
Fire Main Supply
Fan Variable Speed Drives
Shaft Earthing and Bonding
HV Distribution System
Data Network
Access Stairs and Lift
Route Wide Communications
Systems inc. Telephones
Cross Passage
Track Sump Crosspassage Door
Pumps & Pump Control Panel
· The tunnel ventilation system (excluding headhouse) is applicable to tunnels over 300m long· Tunnels are equipped with dividing walls and cross-passages spaced at 380m intervals
Long Tunnels Only Drainage System
Passenger ComsSafety Critical Coms
Portal
Porous Portal
Track Crossing
Rescue Area
Portal BuildingHorizontal Circulation
Access Road
Mai
nten
ance
Wal
kway
Emer
genc
y W
alkw
ay
Vertical Circulation
Eurobalise
Emer
genc
y W
alkw
ay
Wal
kway
Emer
genc
y W
alkw
ay
Wal
kway
Axle Counter
HS2 Remote Condition Monitoring
Interlocking System
Disconnection Box
Train Protection and Warning System
Hot Axle Box Detector
Automatic Train Protection Equipment
Slab Track
Fire | Power | Ventilation
Cut and Cover Cross Section
Rescue Area
Slab TrackSlab Track
· Cut and Cover Tunnels have a similar composition as bored tunnels with the exception of ballast track for natural drainage
25kV AT Feeder Cable
Leaky Feeder Cable (GSM-P)
Allocation for Future Cable Services
ETCS Marker Board
Tunnel Lighting
Traction Power Reinforcement Cabling
Signalling and Telecoms Equipment
Jet Fans
Drain
Fire Main
Tunnel Drainage discharge Pipework
Leaky Feeder Cable (GSM-R)
LV & Lighting Power Cables
Evacuation Walkway
Track access Ladder
UIC GC Kinematic Reference Profile
Catenary System
Handrail
Bored Tunnel Cross Section
Shaft LV Distribution System
Tunnel LV Distribution System
Access Control & CCTV
Shaft Building Services
(LV, HVAC)
HV Cables
HV Power
ETCS & Coms
OCS & Track
MWCC
Tunnel M&E
Proposed Contract Package
At NR Interface with HS2
MWCC
Cross Passage Doors
images courtesy of
• Includes lineside LV power
London
Power Systems
National Grid
HV Distribution
Overhead Contact Lines
Pantograph
Motion
images courtesy of
HS2 Control-Command and Signalling System
Technology• European Train Control System
(ETCS) Level 2 Signalling• Automatic Train Operation (ATO)
GoA2• Advanced traffic management
Novelties• ATO on a high speed railway• Automated wheel-rail adhesion
management system• High levels of automation in Traffic
management
Contract Scope• Design, manufacture, install, test &
commission signalling and Traffic Management (TM) for HS2 Phase 1 &2A
• TM Phase 2B contractual option• Technical Support (up to 25 years)
Signalling particulars• Train detection: Axle counters• Most trackside – train messages
from RBC via GSM-R radio• 120 seconds plain line technical
headway
Railway Telecommunication
Fixed network Communication service:
• Communication links between trackside infrastructure (Signalling, HV Power, Tunnel Systems) and the Integrated Control Centre
Mobile Radio Services:
• Trackside to Train for operational voice comms and control system data (Signalling ETCS). GSM-R (Global Systems for Mobile Communication – Railway)
• Passenger Communication of a voice and data services. (Mobile Network Operators such EE, Vodafone, O2 and Three)
• Emergency services communication
StationTunnel
Control Center
Fibre Optical Cable Network
Fibre Optical Cable Network
Security EMSExternal Network
Tunel Fan
CCS
CCS
CCSS&C
Tunel Fan
CCS
CCSS&C
CCSS&C
Trackside Location
Trackside Location
Trackside Location
CCS
Traffic Management
Transmission Network
Point of Prescence
(PoP)
Depots and NICC
Image
Site RenderLatest Layout
Depot purposeIt is the facility that is capable of carrying out ‘heavy maintenance’ on HS2 trainsets including cleaning, servicing and routine repairs of the rolling stock and maintenance trains.
What is the Network Integrated Control Centre?The facility which will be coordinating and controlling the delivery of train service across HS2 network and live monitoring the infrastructure.
There are three depots for Phases 1 and 2a:• Washwood Heath (WWH) Depot and Network Integrated Control Centre (NICC) is situated to the south of the Birmingham spur,approximately 4 km to the northeast of Birmingham City Centre. • Calvert Infrastructure Maintenance Depot (IMD) Phase 1; situated approximately half way along the Phase One route, 80km fromEuston and 96km from Curzon St.• Stone Infrastructure Maintenance Depot (IMD) Phase 2a; situated 30km south of Crewe
High Speed Track SystemDesign
Introduction
The Contract for the Design and Supply of the Track System for the high speed sections of the route (up to 360km/h) has been awarded.
With thanks to colleagues at our partners:
Where does this fit in the wider procurement?
Track North
Track Central
Track Urban
Track Phase 2a
Switches & Crossings
Geographic Contract
Material Supply
Contract
Key
Rail
Pre-Cast Slab Track
Track Work Package
Ra
ilw
ay
Sy
ste
ms
Supply Contract Quantities
Open RoutePh1
• Embankment – 80km
• Cutting or at grade –60km
• Bridge/viaduct - 15km
Ph2a
• Embankment – 30km
• Cutting or at grade –30km
• Bridge/viaduct - 6km
• TOTAL: 221km
Tunnels (Standard) –
Bored• Chilterns Tunnel –
16.3km
• Long Itchington Wood Tunnel – 1.58km
• Whitmore Heath Tunnel –1.11km
• Madeley Tunnel – 0.67km
• TOTAL: 39.4km
Tunnels (Standard) – Cut
and Cover• Wendover Green Tunnel
– 1.19km
• Greatworth Tunnel –2.50km
• Chipping Warden Tunnel – 2.27km
• Long Itchington Wood Tunnel – 0.23km
• Burton Green Tunnel –0.52km
• TOTAL: 13.4km
Switches & Crossings (S&C)
• Urban – 80
• Central – 26
• North – 42
• Phase 2a – 22
• TOTAL: 170 units
Rail Expansion Devices (REDs)
• Urban – 18
• Central – 16
• North – 18
• Phase 2a – 23
• TOTAL: 75 units
Precast Approach
Key benefits:
• A 15 month programme opportunity has been identified for the Phase 1 route
• Quality control and site construction environment factors
• Replacement methodology
~£100m+ capital investment decision compared to ballasted track for Phase 1
5,160mm
2,4
00
mm
images courtesy of
London
Manufacturing Facility
A bespoke facility is planned to manufacture the HS2 track system
• Close to quarry source (reducing pre-manufacture material handling)
• Road Link
• Rail Link opportunity
This facility adds strategic
capability to the wider UK construction industry for
pre-casting materials
images courtesy of
Construction Method
images courtesy of
Completed System
image courtesy of
Track Alignment and Track
Quality
Earthworks Interaction
Sound, Noise and Vibration
Integration with Structures
(Bridges and Tunnels)
Track design ‘hot topics’
Track Alignment and Track Quality
• Design and Survey tolerances; how long into the programme do you facilitate alignment flexibility?
• Construction tolerances and installation quality – importance of wavelength (impact on ground borne sound, noise and vibration)
• Achieving very flat cant gradients and avoiding accumulated errors
• Operation and maintenance tolerances, adjustments to address long term heave/settlement
image courtesy of
HS2 SnakeGridTo minimise the effects of Earth curvature, design is undertaken in the HS2 SnakeGrid.
A seamless continuous distortion-free coordinate ‘space’, without zones or overlaps, defined for the HS2 Phase 1 and 2a corridor.
• 100.00m ‘in the grid’ is virtually identical to 100.00m ‘on the ground’
The HS2 SnakeGrid defines the engineering project grid for Railway Systems and Stations, Tunnels, Civils, Earthworks. Enabling seamless and precise integration of designs.
~60m difference in longitudinal length between London and Birmingham compared to Ordinance Survey
50 PPM is equivalent to 5cm distance distortion every km
Earthworks Interaction
Earthworks interaction is critical for high speed track dynamic design
Shear Wave Velocity (VR) requirement derived:
Where DS is design speed of the infrastructure, so DS of 360km/h = 100m/s therefore VR ≥160m/s
images courtesy of
64% critical speed
100% critical speed
Dynamic Amplification Factor
Earthworks Interaction
Heave and settlement are critical for high speed railways and more so for slab track
Risk based management tool will be used to process monitoring data from earthworks instruction to inform the decision to proceed with track installation
With precast slab track opportunities exist in accelerating track installations where
monitoring evidence supports doing so
𝑆2 − 𝑆1 = 2(𝑟𝑎 − 𝑟𝑎2 −
𝐿2
4)
Sound, Noise and VibrationTunnels and urban locations
• Ground Borne Noise
• Must measure and demonstrate (model) performance
Open Route
• Air borne noise
• Noise mitigation measures (barriers or matting)
Noise Sources Noise Mitigation Noise Receptors
Noise barrierLow level barrier
the importance of ‘acoustic’ frequencies 500Hz-2kHz for airborne noise
Integration with Structures
The design integration of the track system with structures (particularly viaducts) is a key area of design
• Limit vertical and horizontal displacements differentials at discontinues between decks or support slabs
• Low toe load fastenings and 112MPA tensile rail limit for slab track can be considered as a common approach for slab track but must ensure the worst load positioning/combination is used
• In tunnels avoid debonding; concreting works that interface with the Track System shall have a Rough surface as defined by BS EN 1992 and have an equivalent behaviour of c = 0,40 and µ = 0,7
Bringing it all together
Systems Integration – ‘System of Systems’
End State Operation
Capability and functionality
Performance outputs to be delivered by the railway, generally derived from sponsor’s requirements and constrained by environmental commitments.
(e.g. journey times, noise emissions, resilience to climate, system reliability)
Capability
Amount of illumination
Tasks or activities that the railway will perform in operation and maintenance.
(e.g. transitioning to/from the conventional network, setting a temporary speed restriction, managing possessions)
Functionality
On/off
Don’t Fix it
Reactive
Planned
Proactive
Preventive &
Predictive
Fix it after it breaks
Fix it before it breaks
Don’t just fix it, improve it
Good Asset Management
Remove failure modes by fixing the design so it needs less maintenance
Eliminate Defects
Improved Knowledge
Value Focused
Accurate scheduling
Monitor condition
Analyse System Performance
HS2 Approach
How does the system keep working?
Continuous Improvement as a UK Client
Culture of integrationCulture and behaviour is critical - Success in each element of programme does not guarantee programme success – everyone has a role in integration
Visible LeadershipVisible leadership and ownership of SI by the client organisation throughout delivery
Focus on end-stateLeadership needs to focus on the delivery of the operational end-state railway
Clear accountabilitiesAccountabilities and obligations for suppliers to be clearly defined in contracts – particularly at interfaces
Time for integration Planning enough time for integration after hand-over of infrastructure
Technology development riskDelivery of novel and innovative technology caries a high level of development risk – software delivery not to be underestimated
ChangeConstant change impacts integration – VE, new requirements, emerging design and interfaces
Key lessons taken from other large infrastructure programmes to influence HS2’s approach include:
Catalystfor growth
Health, safety & security standards
Skills & employment
Customer experience
Value for money
Capacity & connectivity
Sustainable & a good neighbour
The importance of HS2’s Strategic GoalsMax. train service (18TPH) Whole Life Cost Reliability of Service
Manage Noise
Minimise visual impacts
Less maintenance, less risk
You!
HS2 needs engineers to deliver the system
@HS2Ltd
@HS2Ltd
@High Speed Two
@HS2Ltd
@HS2Ltd
You can stay in touch with our
progress at www.hs2.org.uk
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