Scottish Electrification updates & discussion

[92002]

Nope. The NRCoT replaced them last year, and in any case they wouldn't prevent you from suing for consequential losses. If the breach is egregious enough the Court may set the limitation of liability clause aside.

Only one small problem there. In Scotland Network Rail and ScotRail are in an Alliance so can't sue each other.

Different in North West where they are still separate companies.

 

[najaB]

Only one small problem there. In Scotland Network Rail and ScotRail are in an Alliance so can't sue each other.

Different in North West where they are still separate companies.

True. But theoretically it would be a matter between NR and the contractor, Scotrail wouldn't be a party.

 

[LNW-GW Joint]

True. But theoretically it would be a matter between NR and the contractor, Scotrail wouldn't be a party.

Scotrail are not directly involved, as long as the route is ready to host the new 385s which might otherwise sit idle, and to allow DMU cascades.
SG and Transport Scotland will be involved in any cost/time overrun, and control the purse-strings on further NR spend in Scotland.
If there is an impact, you can expect future projects to be hit.
Delay to E&G also means delay to DMU cascades elsewhere.

I don't know how the autotensioners are procured, but they may well come from Italy as that is certainly the source of some of the components.
It might just be a faulty production batch.
NR has electrification consultants and partners working at a high level, so they must be involved in the equation too.

 

[92002]

True. But theoretically it would be a matter between NR and the contractor, Scotrail wouldn't be a party.

Not quite with you on that one.

The contractor is carrying out its installation to Network Rail's design and is supervised by them in their work on site.

It looks like a quality problem from the supplier which Network Rail chose and specified.

Therefore the only one who may be sued is the supplier.

Meanwhile work continues by the ABC consortium on the lines from Cumbernauld to Greenhill Lower and Stirling and Dunblane. A new contract to the E&G one.

 

[najaB]

Not quite with you on that one.

The contractor is carrying out its installation to Network Rail's design and is supervised by them in their work on site.

As I said it depends on if the fault lies with the design and specification (in which case NR is 100% on the hook), with the installation (in which case the contractor is jointly/solely liable) or the manufacture of the component (in which case it's the manufacturer whose pocket will be lighter). In no case would Scotrail be a direct party to any compensation payments.

They might claim for NR if they end up with additional costs, but that claim will be added to the costs discussed above.

 

[PaxVobiscum]

Well, this all gives a new dimension to the concept of slippage in electification contracts.
Unsurprisingly, my usual sources have gone very quiet on EGIP progress and no-one is willing to part with any information.

Just an observation – am I correct in thinking the BBC hasn't picked up on this yet?

 

[47271]

Well, this all gives a new dimension to the concept of slippage in electification contracts.
Unsurprisingly, my usual sources have gone very quiet on EGIP progress and no-one is willing to part with any information.

Just an observation – am I correct in thinking the BBC hasn't picked up on this yet?

Al Dalton (shout out to The Scotsman Transport section, I thought you got most of your stories from us here!) I would've thought to be bumping his gums about this by now. But no.

Instead he wrote a feeble 'exclusive', and unbelievably the paper's print top front page story on Saturday, as below. I can't be bothered quoting it. Basically they've turned into a sensation the fact that 100 Scotrail trains per day (so a tiny fraction of the total operated) may have their schedules eased at Network Rail's request and to improve timekeeping.

http://www.scotsman.com/news/transp...lth-plan-to-make-trains-run-on-time-1-4451467

 

[mcmad]

I notice at Queen St this morning all the termination points have been supplemented with chain hoists suggesting that its more than a couple of the clamps that have issues.

 

[Altnabreac]

There's a reference on the EGIP Twitter to preparatory work for a bridge at Addiewell, so presumably that's one of the final three.

I don't think so. the bridge work at Addiewell is a footbridge replacement. The three footbridges seem to be accounted for separately.

Additional Work

Separately, and in addition to the contract for the physical electrification of the line, the advanced clearance programme will see 17 structures on the line removed or replaced with an increase in the heights of parapets (side walls) at a further 10 bridges.

Work will also see new station footbridges at Addiewell and West Calder, platform extensions at three intermediate stations (Carfin, Shotts and West Calder) and the complete redevelopment of Livingston South station.

https://www.networkrailmediacentre....-gbp-49m-shotts-line-electrification-contract

 

[FS-2-11]

As a particularly geeky aside, I noticed the other day new number plates attached to but not yet raised into place on some OHLE masts east of Edinburgh Park. My guess is these masts will eventually be re-lettered in the EG series, and F will end at Newbridge Junction. The masts are currently lettered F all the way to Saughton where the Fife line comes in, at which point the portals spanning all four tracks are lettered E from there to Haymarket.

 

[clc]

With all the work that'll have to be carried forward into CP6 the capacity for new electrification projects in CP6 must be reducing by the day.

 

[thetangoman]

So how much of a delay is there actually going to be. If it's going to be months before electrics are running on the E&G why hasnt it been all over the Scottish media?

 

[mcmad]

A look out the window on the way home tonight spotted at least 3 separate locations outwith Queen St where insulators on wire run on/offs had been supplemented by chain hoists. All on the top (non contact) wire.

As an aside, the traction return feeder seems a lot lower than on other OLE schemes, is it now fully insulated as standard does anyone know?

 

[PaulMK]

Somebody in the know tells me that Network Rail are climbing all over another supplier and are desperate to get different end fittings on site ASAP to replace all the current parts. The original Italian supplier has had the same problem elsewhere on the UK network - why do Network Rail still use them in safety critical situations? :roll:

 

[QueensCurve]

I'm pretty sure Airdrie-Bathgate was Mk3b or similar. So was Paisley Canal..

Come back Mk3b, all is forgiven.

 

[QueensCurve]

A look out the window on the way home tonight spotted at least 3 separate locations outwith Queen St where insulators on wire run on/offs had been supplemented by chain hoists. All on the top (non contact) wire.

As an aside, the traction return feeder seems a lot lower than on other OLE schemes, is it now fully insulated as standard does anyone know?

The top wire is known as the catenary.

Re the return wire perhaps someone else will now whether the installation is an autoransformer or not?

 

[PaxVobiscum]

Re the return wire perhaps someone else will now whether the installation is an autoransformer or not?

A break for T ought to transform that question. (No sugar, thanks)

 

[Railsigns]

A break for T ought to transform that question. (No sugar, thanks)

Since we're having a break, can we have a K for Kit-Kat as well, please?

 

[snowball]

Press release

https://www.networkrail.co.uk/feeds/accessibility-improvements-in-site-for-west-calder-station/

Engineers will shortly start work on a new pedestrian footbridge at West Calder station.

The new structure will be constructed next to the existing bridge and will provide both stair and lift access. This is part of wider work on the Shotts line being delivered by Network Rail ahead of the electrification of the route by 2019.

The work, which starts on June 4, will be ongoing until December 2017 will deliver step free access across the railway improving the station for people with impaired mobility, travelling with luggage, children or cycles.

Work will be delivered from the site compound previously used to deliver the A71 bridge works and will see the new accessible footbridge constructed during the next six months, including lifts and stairs. It will replace the existing bridge which will be removed after the new structure has been opened.

Pedestrian access will be maintained over the existing footbridge during the majority of the work, however, there will be points in the construction programme where pedestrian access will be over the road bridge for safety reasons but this will be kept to a minimum.

Work will be a combination of both day and night shifts with day shift (7.30am – 6pm) works ongoing throughout the project. Night shift works will take place on Saturdays (11pm to 9am) and Sunday to Thursday from 8pm to 6am.

Mak Kader, Network Rail programme manager, said “We are continuously seeking opportunities to make our stations more accessible. This new bridge will help ensure that everyone in the community has the opportunity to easily access services at West Calder station and thus enable even more people to travel by train.”

The work at West Calder station is being delivered by contractor Bam Nuttal who delivered the A71 bridge works ahead of programme, on behalf of Network Rail.

I suppose they call it a pedestrian footbridge to distinguish it from all those vehicular footbridges.

 

[InOban]

The latest piece by Mr Dalton in the Scotsman refers to the need to replace hundreds of Bonomi forks. I'm sure another poster will enlighten me!

 

[Southsider]

The latest piece by Mr Dalton in the Scotsman refers to the need to replace hundreds of Bonomi forks. I'm sure another poster will enlighten me!

Having read the article, I suspect Mr. Dalton doesn't know either!

 

[snowball]

I've looked at Bonomi's website but can't find any mention of forks. So what are they?

 

[LNW-GW Joint]

On page 81 of this document: http://www.railwaysarchive.co.uk/OLE/ (linked in the Electrification sticky)
there is a picture of the tensioners for an OLE anchor.
It's for Series 1 but the same arrangement seems to apply to Series 2.
The contact wire "forks" before it reaches the tensioner.
Is this connecting arrangement what he means by "Bonomi fork".
There might well be several hundred of these between Glasgow and Newbridge Jn.

Bonomi also do cantilevers, and there is a picture of one on p134 of the same document, describing Series 2 components.
Presumably it's the thick horizontal tube which holds the registration arm in place.

 

[Domh245]

Based on the prior knowledge about it being an issue with the clamping mechanism of the wire with the tensioners, I guess it'll be related to something like this or these, rather than the entire cantilever. I can't find any reference to fork or forchetta on their website though

 

[Ploughman]

Wonder if they have the correct diameter of Cable or Clamp?

 

[92002]

Having read the article, I suspect Mr. Dalton doesn't know either!

Just to improve Mr Dalton's railway infrastructure knowledge, since he appears to read this group and pinch posters posts to call his own in The Scotsman.

The OHL tensioners that have been in use for a number of years are specified and inspected by Network Rail in all recent installations. They are manufactured by Bonomi in Italy and extensively used there and in Europe. Similar to an old time clock main spring they tension the wire, via a fork attached to the wire.

If there is a problem with these it will be a major problem, not only for Network Rail but Railways across the world.

Seems it may be a manufacturing quality issue with recent batches produced for the EGIP project.

Mr Dalton of course was never a fan of Network Rail or railways in general. So is clutching at straws.

However all will no doubt need to be checked adding to the opening date. The contractor will no doubt need to be paid again to do it too.

Probably notable that there currently are no trains yet delivered to operate on the line. There are a couple of test trains but these are currently being tested on the ECML, after similar testing on Inverclyde lines.

 

[PaulMK]

The part causing problems is the Bonomi socket which is used to connect the upper (catenary) wire to a post, insulator or structure. It's the steel item item on the left of this picture. The fork is inside the connector and squeezes the catenary wire to keep it in place. Nwk Rl have found some units which allow the wire to slip loose.

Their tensioning unit is a different item

 

[och aye]

Scaffolding going up around Consort House according a friend.

 

[PaxVobiscum]

The part causing problems is the Bonomi socket which is used to connect the upper (catenary) wire to a post, insulator or structure. It's the steel item item on the left of this picture. The fork is inside the connector and squeezes the catenary wire to keep it in place. Nwk Rl have found some units which allow the wire to slip loose.

Presumably there is not a lot of bonhomie between Network Rail, the contractors and the manufacturers of the offending parts at the moment.

As regards the terminology, "Fork Bonomi" will probably be a more common phrase in in EGIP offices than "Bonomi fork".

 

[och aye]

original post: http://www.skyscrapercity.com/showpost.php?p=140556951&postcount=631