The Permanent Way Institution exists purely for the world of rail infrastructure engineering. We provide our members with a unique forum to share and gain knowledge, experience and competency together.
Irish rail guy calls Derry LondonDerry ? BOYCOTT lol.
@jM-ez7fq14 күн бұрын
Pie in the sky 😅
@Carlos-im3hn22 күн бұрын
Thank you for the good WWH history brief and HS2 planned improvements. Your effort is helpful to understand the scope of HS2 efforts and progress.
@ten-bob-note22 күн бұрын
If you're this chap's boss, you need to send him on a public speaking course, like pronto! You'll be in breach of your Duty of Care if fail him in this respect. We have so few young professional engineers; we need to do our utmost to support those that we have.
@clivebroadhead438122 күн бұрын
Is the type of under contact third rail pick used on the Docklands Light Railway likely to be introduced on the Southeastern network?
@clivebroadhead438122 күн бұрын
Really fascinating lectures about the rail infrastructure. It's a great pity there isn't much more coverage of the latest developments in magazines, such as Modern Railways, such as the introduction of composite OLE.
@pedromorgan9924 күн бұрын
rock on OpenCV .. . .want a gig at this co..
@Donabate224 күн бұрын
Londonderry??? Derry
@cihankartal35427 күн бұрын
will the trains be faster
@richardashworth40014 күн бұрын
No, but new methods of signalling like TBTC will increase the TPH on the lines which will make everything a lot quicker, with less waiting times.
@gerrytierney650028 күн бұрын
'75x25' - Impressive!
@gerrytierney6500Ай бұрын
So glad that the financial sustainability has been addressed. I second the opinion about getting the All-Island plan built. Slightly concerned that freight didn't get more attention - there's got to be a financially feasible way to get bulk freight off the roads and back onto rail. Also, I'm intrigued about the reference to the Belfast [Connolly?] to Heuston tunnel link - is this a revised version of the DART metro link?
@davidparks6637Ай бұрын
An interesting, well presented video however, the root of many of the railway's problems is unintentionally revealed at 2:10 - where the speakers waxes lyrical about the flexibility that the introduction of the ICR 22000 railcars has brought. Flexibility for the engineers and bean counters perhaps but how about those who have to use the god-awful, noisy, airless sardine cans.....but they don't matter as long as savings can be made by dispensing with operating staff, locomotives etc. Incidentally, given that the plan is for more rail freight what is it going to be hauled by - railcars!
@jameslarkin395Ай бұрын
So by 2050 Ireland will still have a useless train network. Embarrassing
@clivebroadhead4381Ай бұрын
Will the promised electrification of the urban network of the North grow the local economy with jobs and profits, e.g., the line between Leeds and Hull as part of the TRU?
@RWL2012Ай бұрын
"All trains are electric, even Diesel". That's only true if they're DEMUs with electric transmission, such as 220s/221s/222s/231s. It's not true for DHMUs with hydraulic transmission, such as 168s/170s/171s/175s/180s/185s, or for DMMUs with mechanical gearboxes, such as 172s/195s/196s/197s.
@throughsusanseyes5773Ай бұрын
can you please do more videos on level crossing please thanks
@joney1874Ай бұрын
Thank you for sharing
@clivebroadhead4381Ай бұрын
The Chartered Institution of Railway Engineers embraces the IMecE, ICE and IEE!
@andrewreynolds49492 ай бұрын
Secondary egress paths from the platforms are a noticeable feature of new stations elsewhere in the world, such as the Brightline system in Florida
@ianhenderson45602 ай бұрын
Fantastic presentation.
@matthewjohnbornholt6482 ай бұрын
No discussion of the 185 million cost which is at least 3-5 times the cost of comparable European or East Asian stations. Typical.
@lawrence18ukАй бұрын
Nevertheless, a presentation of this nature and detail might be a good idea for the general public - for clearly, this is no ordinary station! (which is certainly not obvious to the layman)
@cfb15jan27 күн бұрын
@@lawrence18uk Yes indeed, and of this I wonder what percentage was the land cost, followed by all the lawyers and consultants.
@GRALISTAIR2 ай бұрын
Excellent information from the PWI as usual.
@pedromorgan992 ай бұрын
wonderful !
@AustinKelly942 ай бұрын
Thanks for uploading these. Love getting stuck into the granular of rail development. Let's get all the All Island Rail Review built
@rangapabathi7922 ай бұрын
This is really useful Scott. Thanks
@dct12 ай бұрын
@09:25 im glad dave feels the same, my favourite days, too 😂
@Carlos-im3hn2 ай бұрын
Thank you for sharing. Fascinating engineering topics and details for those sub-rail, civils, housemoving, tunnels, operational insertions, and bridgeworks. Good Q/A after too.
@pimpmyhogauge78732 ай бұрын
Excellent Presentation as usual Mark.
@johnkeepin75273 ай бұрын
Another retired signal engineer here. The relationship between rolling stock performance, the ability of the system to control it, and the design of a layout is more complex than some think. However, a few historical notes might be of interest. As the 1976-78 project is shown here, part of that was the design of the new 125 mph stock - both the power to weight ratio, or it’s acceleration capability, and it’s enhanced braking, which, more or less, made it capable of stopping from 125 in the same distance as locomotive hauled stock running at 100 mph. Thus there was less signalling work required to cope with the enhanced speed. Another part of it was modernising the signalling set up so that the new stock could actually achieve the designed speed at certain junctions, e.g. there is a 70 mph turnout at Wootton Bassett junction from a 125 mph route. To make it possible to do that, a revised aspect sequence was introduced, to allow the driver to run at the required speed at that location. No point in slowing things down too much having invested in a turnout that could cope with a given speed. With mixed traffic there is a built in conflict of interest between freight operation and higher speed and/or frequent stopping services. In some areas, there are many more stations than there used to be, which would not work with the historic level of heavy freight, unless the latter was restricted to night only etc. Some doubling has taken place in the past to cope better with mixed traffic. E.g. the GW main line acquired doubling from 2 to 4 between Challow and Wantage Rd, to cope with coal traffic from Avonmouth Docks to Didcot A power station (it used to use Nottingham coal via Oxford until the 1985/6 strike). Then another major technique is to avoid flat junctions - e.g. the old flat junction to the west of Reading station was a flat one, but is now a grade separated one, to reduce the conflict between different routes. Sometimes one major project is the top dog. E.g. the construction of the Heathrow Airport branch, which had a requirement to operate a service every 15 minutes. In between those, everything else on the Main Line had to be fitted in, with consequent P Way and signalling requirements to achieve it (more or less). The new stock for Heathrow was electric, but limited to 100 mph, so lots of sums were done to maximise the number of 125 mph services could be squeezed in without displaying unwanted signals behind the quarter hour services. There was a brief discussion about the use of in-cab signalling for higher speeds c.f. lineside. The significant issue with that is the need for human reaction time using outside line side signals plus visibility of them all to interface with it. All the greater than 125 mph lines globally use in cab displays with any kind of manual control.
@Carlos-im3hn3 ай бұрын
Great track management overview and sharing. Thank you.
@daraghoshea78583 ай бұрын
Great presentation
@domesticterrorist4833 ай бұрын
This is utter nonsense. Ireland produces most of its power from gas and oil. It is a lie to call this "decarbonising". It is carbon dioxide and not carbon. Unless Ireland builds a nuclear power plant there is no such thing as "electric" trains. The diesel electric locos are more efficient as long as there is no nuclear production in Ireland. Your stupid windmills and solar panels will never power an electric train grid.
@tomcarr13583 ай бұрын
Meanwhile road building in Ireland continues apace.
@insitetoursirelandltd.57953 ай бұрын
What powers the Electric? Gas? Coal? If it's wind it's the hot air emanating for the mouth of gombeens like this captured shill.
@insitetoursirelandltd.57953 ай бұрын
Pushing the #ClimateScam. A supposedly educated man, fooled into believing that reducing carbon (i.e getting rid of humanity) is to be commended, yet given a platform to promote the removal of humanity as progress to introduce a few locomotives to Irish Rail. Disgusting.
@markberry31363 ай бұрын
I’ve been in the simulator, a very interesting ride 😂
@e5Group4 ай бұрын
Fascinating, no wonder stations LV systems are getting so much diverted traction current flowing through the earthing. Excellent work.
@robertfraser95514 ай бұрын
Is it correct that higher speeds reduce the risk of flange climbing because there is not enough time for the climb ? Bit like running over a corrugated surface, worst at low speed ??
@simoncroft97924 ай бұрын
Fascinating discussion for a railway and engineering nut! Thanks for posting.
@kempos815 ай бұрын
Excellent presentation 😊
@jasvindersinghmarwaha48555 ай бұрын
🎯 Key Takeaways for quick navigation: 🛤️ Overview of the Dell Core system focusing on integrating existing products for better performance in noise, vibration, maintenance, and riding quality. 🔊 Types of vibrations: airborne noise (high frequency, not managed by resilience) and structural-born vibration (major problem in urban areas). 💰 Impact of vibration issues on costs and legal liabilities, particularly in urban areas, urging consideration in renewal budgets. 🚆 Review of track forms for managing resilience: direct fixation, embedded rail, compressive base plates, resilient egg clone arrangements, and floating slab tracks. 🔄 Challenges in managing resilience include lateral forces, preload effects, bolt torquing issues, and resilience fatigue. 🧰 Characteristics of resilient systems like the twin-part bonded rubber, compression plates, and their effectiveness in reducing vibration and maintenance. 🛠️ Maintenance strategies for resilient systems, including lateral adjustments, fatigue management, and stiffness transition designs. 🚄 Transitioning stiffness through rail systems to manage deflection, considering speed-related factors and the advantages of non-intrusive works. 🚄 Resilience management in fixed track forms involves optimizing stiffness for slab tracks while considering critical areas such as the ends. 🚧 Adjusting stiffness on the end of a track can affect noise and vibration, so it's preferable to make changes outside critical areas where there's more control. ⚙️ Dual resilience management not only handles vertical deflection but also manages lateral deflection, preventing issues like sleeper rolling and cohesive bonding failure. 🏗️ Changing stiffness due to stock movements is relatively easy by unbolting base plates, facilitating adjustments in track resilience. 🌉 Transitioning from softwood to more rigid materials like FFU or concrete and steel in fixed track forms is aimed at enhancing durability and reducing maintenance. 🔩 Resilience systems, especially with lateral resilience, help reduce peak forces, screw failures, and friction, thus enhancing the overall track performance. 📐 Integrating resilient systems with concrete sleepers and transition systems can improve track durability, reduce maintenance, and optimize rail alignments. 🛠️ Collaboration with clients is crucial in determining fastening systems and construction methods to ensure optimal performance and longevity of track systems. Made with HARPA AI
@rowland59515 ай бұрын
We need a machine to do this track renewal now.
@BLOCKsignallingUK5 ай бұрын
Thank you for sharing this insider knowledge.
@going2thedogs5 ай бұрын
Very informative.
@CRIMSONANT15 ай бұрын
HS2 is an environmental disaster of epic proportions & Britain's biggest infrastructure mistake in half a century.
@eddo1675 ай бұрын
Misalignment I understand is a current ongoing problem
@TrevorWilliams-fq8mg5 ай бұрын
According to Boris Johnson HS2 is to have a 100 year lifespan (yes, agreed it was Boris Johnson who said that). That doesn't mean some parts will have to be maintained and replaced.
@leedza5 ай бұрын
That's true. It depends on what bits are in question. Signalling systems usually have 20 year serviceable life (mainly due to reliability and availability of spares), track is way less and OCR wires tend to be less due mechanical forces. However, most of the civils construction should exceed a 100 year lifespan.
@malcolmsmith66156 ай бұрын
This is brilliant, I’m so sorry I was unable to attend on the day. For the first time ever in my career I’ve met someone who understands all of this; I absolutely agree with, and support, everything that was said. Being an ETCS scheme designer I also know about all the misunderstandings around headway improvements resulting from deploying this system. I MUST do my best to attend future talks. Brilliant! Malcolm Smith, Signal Engineer (retired).
Пікірлер
‘PWI’?
London Cork ?
Irish rail guy calls Derry LondonDerry ? BOYCOTT lol.
Pie in the sky 😅
Thank you for the good WWH history brief and HS2 planned improvements. Your effort is helpful to understand the scope of HS2 efforts and progress.
If you're this chap's boss, you need to send him on a public speaking course, like pronto! You'll be in breach of your Duty of Care if fail him in this respect. We have so few young professional engineers; we need to do our utmost to support those that we have.
Is the type of under contact third rail pick used on the Docklands Light Railway likely to be introduced on the Southeastern network?
Really fascinating lectures about the rail infrastructure. It's a great pity there isn't much more coverage of the latest developments in magazines, such as Modern Railways, such as the introduction of composite OLE.
rock on OpenCV .. . .want a gig at this co..
Londonderry??? Derry
will the trains be faster
No, but new methods of signalling like TBTC will increase the TPH on the lines which will make everything a lot quicker, with less waiting times.
'75x25' - Impressive!
So glad that the financial sustainability has been addressed. I second the opinion about getting the All-Island plan built. Slightly concerned that freight didn't get more attention - there's got to be a financially feasible way to get bulk freight off the roads and back onto rail. Also, I'm intrigued about the reference to the Belfast [Connolly?] to Heuston tunnel link - is this a revised version of the DART metro link?
An interesting, well presented video however, the root of many of the railway's problems is unintentionally revealed at 2:10 - where the speakers waxes lyrical about the flexibility that the introduction of the ICR 22000 railcars has brought. Flexibility for the engineers and bean counters perhaps but how about those who have to use the god-awful, noisy, airless sardine cans.....but they don't matter as long as savings can be made by dispensing with operating staff, locomotives etc. Incidentally, given that the plan is for more rail freight what is it going to be hauled by - railcars!
So by 2050 Ireland will still have a useless train network. Embarrassing
Will the promised electrification of the urban network of the North grow the local economy with jobs and profits, e.g., the line between Leeds and Hull as part of the TRU?
"All trains are electric, even Diesel". That's only true if they're DEMUs with electric transmission, such as 220s/221s/222s/231s. It's not true for DHMUs with hydraulic transmission, such as 168s/170s/171s/175s/180s/185s, or for DMMUs with mechanical gearboxes, such as 172s/195s/196s/197s.
can you please do more videos on level crossing please thanks
Thank you for sharing
The Chartered Institution of Railway Engineers embraces the IMecE, ICE and IEE!
Secondary egress paths from the platforms are a noticeable feature of new stations elsewhere in the world, such as the Brightline system in Florida
Fantastic presentation.
No discussion of the 185 million cost which is at least 3-5 times the cost of comparable European or East Asian stations. Typical.
Nevertheless, a presentation of this nature and detail might be a good idea for the general public - for clearly, this is no ordinary station! (which is certainly not obvious to the layman)
@@lawrence18uk Yes indeed, and of this I wonder what percentage was the land cost, followed by all the lawyers and consultants.
Excellent information from the PWI as usual.
wonderful !
Thanks for uploading these. Love getting stuck into the granular of rail development. Let's get all the All Island Rail Review built
This is really useful Scott. Thanks
@09:25 im glad dave feels the same, my favourite days, too 😂
Thank you for sharing. Fascinating engineering topics and details for those sub-rail, civils, housemoving, tunnels, operational insertions, and bridgeworks. Good Q/A after too.
Excellent Presentation as usual Mark.
Another retired signal engineer here. The relationship between rolling stock performance, the ability of the system to control it, and the design of a layout is more complex than some think. However, a few historical notes might be of interest. As the 1976-78 project is shown here, part of that was the design of the new 125 mph stock - both the power to weight ratio, or it’s acceleration capability, and it’s enhanced braking, which, more or less, made it capable of stopping from 125 in the same distance as locomotive hauled stock running at 100 mph. Thus there was less signalling work required to cope with the enhanced speed. Another part of it was modernising the signalling set up so that the new stock could actually achieve the designed speed at certain junctions, e.g. there is a 70 mph turnout at Wootton Bassett junction from a 125 mph route. To make it possible to do that, a revised aspect sequence was introduced, to allow the driver to run at the required speed at that location. No point in slowing things down too much having invested in a turnout that could cope with a given speed. With mixed traffic there is a built in conflict of interest between freight operation and higher speed and/or frequent stopping services. In some areas, there are many more stations than there used to be, which would not work with the historic level of heavy freight, unless the latter was restricted to night only etc. Some doubling has taken place in the past to cope better with mixed traffic. E.g. the GW main line acquired doubling from 2 to 4 between Challow and Wantage Rd, to cope with coal traffic from Avonmouth Docks to Didcot A power station (it used to use Nottingham coal via Oxford until the 1985/6 strike). Then another major technique is to avoid flat junctions - e.g. the old flat junction to the west of Reading station was a flat one, but is now a grade separated one, to reduce the conflict between different routes. Sometimes one major project is the top dog. E.g. the construction of the Heathrow Airport branch, which had a requirement to operate a service every 15 minutes. In between those, everything else on the Main Line had to be fitted in, with consequent P Way and signalling requirements to achieve it (more or less). The new stock for Heathrow was electric, but limited to 100 mph, so lots of sums were done to maximise the number of 125 mph services could be squeezed in without displaying unwanted signals behind the quarter hour services. There was a brief discussion about the use of in-cab signalling for higher speeds c.f. lineside. The significant issue with that is the need for human reaction time using outside line side signals plus visibility of them all to interface with it. All the greater than 125 mph lines globally use in cab displays with any kind of manual control.
Great track management overview and sharing. Thank you.
Great presentation
This is utter nonsense. Ireland produces most of its power from gas and oil. It is a lie to call this "decarbonising". It is carbon dioxide and not carbon. Unless Ireland builds a nuclear power plant there is no such thing as "electric" trains. The diesel electric locos are more efficient as long as there is no nuclear production in Ireland. Your stupid windmills and solar panels will never power an electric train grid.
Meanwhile road building in Ireland continues apace.
What powers the Electric? Gas? Coal? If it's wind it's the hot air emanating for the mouth of gombeens like this captured shill.
Pushing the #ClimateScam. A supposedly educated man, fooled into believing that reducing carbon (i.e getting rid of humanity) is to be commended, yet given a platform to promote the removal of humanity as progress to introduce a few locomotives to Irish Rail. Disgusting.
I’ve been in the simulator, a very interesting ride 😂
Fascinating, no wonder stations LV systems are getting so much diverted traction current flowing through the earthing. Excellent work.
Is it correct that higher speeds reduce the risk of flange climbing because there is not enough time for the climb ? Bit like running over a corrugated surface, worst at low speed ??
Fascinating discussion for a railway and engineering nut! Thanks for posting.
Excellent presentation 😊
🎯 Key Takeaways for quick navigation: 🛤️ Overview of the Dell Core system focusing on integrating existing products for better performance in noise, vibration, maintenance, and riding quality. 🔊 Types of vibrations: airborne noise (high frequency, not managed by resilience) and structural-born vibration (major problem in urban areas). 💰 Impact of vibration issues on costs and legal liabilities, particularly in urban areas, urging consideration in renewal budgets. 🚆 Review of track forms for managing resilience: direct fixation, embedded rail, compressive base plates, resilient egg clone arrangements, and floating slab tracks. 🔄 Challenges in managing resilience include lateral forces, preload effects, bolt torquing issues, and resilience fatigue. 🧰 Characteristics of resilient systems like the twin-part bonded rubber, compression plates, and their effectiveness in reducing vibration and maintenance. 🛠️ Maintenance strategies for resilient systems, including lateral adjustments, fatigue management, and stiffness transition designs. 🚄 Transitioning stiffness through rail systems to manage deflection, considering speed-related factors and the advantages of non-intrusive works. 🚄 Resilience management in fixed track forms involves optimizing stiffness for slab tracks while considering critical areas such as the ends. 🚧 Adjusting stiffness on the end of a track can affect noise and vibration, so it's preferable to make changes outside critical areas where there's more control. ⚙️ Dual resilience management not only handles vertical deflection but also manages lateral deflection, preventing issues like sleeper rolling and cohesive bonding failure. 🏗️ Changing stiffness due to stock movements is relatively easy by unbolting base plates, facilitating adjustments in track resilience. 🌉 Transitioning from softwood to more rigid materials like FFU or concrete and steel in fixed track forms is aimed at enhancing durability and reducing maintenance. 🔩 Resilience systems, especially with lateral resilience, help reduce peak forces, screw failures, and friction, thus enhancing the overall track performance. 📐 Integrating resilient systems with concrete sleepers and transition systems can improve track durability, reduce maintenance, and optimize rail alignments. 🛠️ Collaboration with clients is crucial in determining fastening systems and construction methods to ensure optimal performance and longevity of track systems. Made with HARPA AI
We need a machine to do this track renewal now.
Thank you for sharing this insider knowledge.
Very informative.
HS2 is an environmental disaster of epic proportions & Britain's biggest infrastructure mistake in half a century.
Misalignment I understand is a current ongoing problem
According to Boris Johnson HS2 is to have a 100 year lifespan (yes, agreed it was Boris Johnson who said that). That doesn't mean some parts will have to be maintained and replaced.
That's true. It depends on what bits are in question. Signalling systems usually have 20 year serviceable life (mainly due to reliability and availability of spares), track is way less and OCR wires tend to be less due mechanical forces. However, most of the civils construction should exceed a 100 year lifespan.
This is brilliant, I’m so sorry I was unable to attend on the day. For the first time ever in my career I’ve met someone who understands all of this; I absolutely agree with, and support, everything that was said. Being an ETCS scheme designer I also know about all the misunderstandings around headway improvements resulting from deploying this system. I MUST do my best to attend future talks. Brilliant! Malcolm Smith, Signal Engineer (retired).