ntc user & information guide - july 2011

NTC Booklet Rev 1.0 2010

NTC User & Information Guide

July 2011


Contents

1.0 IntRoDUCtIon

2.0 PRoCess 2.1 Process Flow Chart

3.0 enQUIRY 3.1 Availability 3.2 Feasibility 3.3 Work Order 3.4 Costing 3.5 Feedback

4.0 PLAnt DetAILs 4.1 NTC Machines 4.1.1 Operators 4.1.2 Competency 4.2 Machine Specification 4.3 FEA Wagons 4.4 KRA Wagons

5.0 PLAnnInG 5.1 NTC & Sleeper Wagon Allocation 5.2 Sleeper Loading 5.3 Client Planning 5.3.1 Site Visits 5.3.2 Train Plan 5.3.3 Methodology 5.3.4 Timings & Dates 5.3.5 T-4 Site Meeting 5.3.6 Contigency Plan 5.4 NTC Planning 5.4.1 Maintenance 5.4.2 Operations 5.5 Marshalling the NTC Machine 5.5.1 NTC-1 Marshalling Layout 5.5.2 NTC-2 Marshalling Layout

6.0 oPeRAtIons 6.1 Worksite Preparation 6.1.1 Ballast 6.1.2 Rails 6.1.3 Spray Line 6.1.4 Cabling 6.1.5 Catch Pits 6.1.6 Under Bridges 6.1.7 Level Crossings 6.1.8 Breather Panels 6.1.9 S&C 6.2 NTC Operations 6.2.1 Mobilisation 6.2.2 Production 6.2.3 Demobilisation 6.2.4 Breakdown & Recovery 7.0 FoRMs & DAtA sHeets 7.1 Work Order Form MP/SP/01 Form F2 7.2 Site Walk Sheet 7.3 Relay and Wagon Calculator (28/L) 7.4 Relay and Wagon Calculator (30/L) 7.5 Gradient Calculator - Sheet Concrete 7.6 Gradient Calculator - Sheet Steel 7.7 SLU Data - KRA Wagons 7.8 SLU Data - FEA Wagons


seCtIon 1.0 - IntRoDUCtIon


IntroductionBalfour Beatty’s High Output Team provides high output track renewal solutions to achieve a step change in productivity compared with conventional renewals methods.

Our priority is to provide excellence in service through strategic investment in equipment and staff: and by fostering relationships to deliver a tailored solution to our customers. The business provides high output track renewal services delivered using the latest technology in mechanised track relaying equipment.

The New Track Construction (NTC) machine provides a mechanised process of relaying sleepers and rail onto a prepared track bed formation.

The machine is capable of replaying any type of concrete or steel sleeper, which is aligned and spaced to the desirable specification upto a rate of 12 sleepers per minute.

The machine is approved for operation on all of the UK networks and travels in train formation between sites.


seCtIon 2.0 - PRoCess


CUstoMeR

enQUIRY BBBRL Contract Delivery Manager (CDM)• Machine + Sleeper Wagon Availability• Worksite Feasibility Study + Site Visit• Initial Costing + Send Work Order Form

oRDeR

Customer• Submit Fully Completed Work Order Form BBRL CDM and Commercial• Terms and Conditions agreed with Customer

PLAnnInG

Client• Provide Methodology Statement for Planned Work• Provide relevant information to NTC Staff• Conduct Site Visit with NTC Staff ntC staff• Plan Maintenance + Operational Staff• Provide NTC Contacts to Client• Attend Site Visits + Meeting

oPeRAtIons

ntC staff• Deliver Planned Work as per Customer Methodology Customer• Provide required relay conditions as agreed with

BBRL CDM + NTC Staff

CostInGs BBRL CDM and Commercial• Submit final costs to Customer• Provide Client Feedback Form for Completed Work

Customer• Submit Completed Feedback Form for review by BBRL

CDM BBRL CDM• Discuss feedback as lessons learned with Customer• Discuss future work with Customer

FeeDBACK

Yes

2.1 Process Flow Chart


seCtIon 3.0 - enQUIRY


3.1 AvailabilityFollowing the initial enquiry the Contract Delivery Manager will review the current work bank to establish the availability of the NTC machine and sleeper wagons, the availability will have to not only check the availability but also consider the logistics of network moves required to meet the delivery timescales and how that would affect future work. Outlined below are the considerations.

ntC (Availability) - The NTC availability is not just necessarily based on the dates for a proposed worksite being available but must also consider the programmed work prior to and following the proposed worksite.ntC (Machine logistics) - The logistical elements need to be considered for programmed work prior to and following the proposed worksite and the quantity of moves required to not only reach the relevant Nodal yard but also provide sufficient time for maintenance activities to take place as part of the preparation for following work.sleeper Wagons (Availability) - The sleeper wagon availability is not just necessarily based on the dates for a proposed worksite being available be must also consider the programmed work prior to and following the proposed worksite along with maintenance requirements which may restrict the quantity of wagons available.sleeper Wagon (Logistics) - The logistical elements need to be considered for programmed work prior to and following the proposed worksite along with the quantity of moves required to provide sufficient time for the loading of the wagons to take place and enable the wagons to reach the Nodal yard for that work.

3.2 FeasibilityThe feasibility covers several checks and considerations based on the information provided by the client, once these checks have been completed the CDM to will be able to make a judgement as to whether the worksite is suitable for use of the NTC machine, the information required is as follows:-

•Sleeper type to establish maximum weight of sleepers.•Yardage & Sleeper spacing to calculate quantity of

sleepers and wagons.•Minimum curvature within worksite (Tightest Curve).•Maximum cant within worksite.•Direction of Work and Gradient.

Feasibility (Relay & sleeper Wagon Calculator) – The sleeper type, sleeper spacing and yardage information will enable a calculation to be made on the amount of sleeper wagons required for the relay, this in turn will also calculate a relay rate for the machine, the relay rate is only

a guide and does not account for other parameters such as site complexity relating to level crossings curves, cant, catch pits etc therefore should be treated accordingly (see Sections 7.3 & 7.4 - Relay & Wagon Calculator).

Feasibility (Gradient Calculator) – The gradient calculator establishes the amount of traction that the NTC will need to generate in order for the machine and sleeper wagons to be propelled through the worksite, the gradient, curvature, quantity of wagons and weight of sleepers being used are added to the overall calculation (see Section 7.5 & 7.6 - Gradient Calculator Sheets).

summary – Once the feasibility study has been completed a final decision can be made as to whether it is feasible for the NTC machine to deliver the required work based on the site conditions, if the study highlights areas of concern the CDM will contact the client to try and find a resolution to the problem, possible problems could relate to traction problems due to the gradient, the cant involved in the worksite and the curvature of the track, an initial site visit may also be conducted to assess these conditions (see Section 5.3 - Client Planning).

FAQ’sQ: Are there any sites that the NTC machine has not been able to work on?A: The NTC can generally work on most worksites, the limitations of the machine generally relate to cant curve and gradient. The feasibility study may highlight an excessive amount of preparation work and/or resources required for the NTC machine to be able to successfully deliver the worksite in this case the client may choose another method to deliver the work.

3.3 Work orderOnce the Balfour Beatty Contract Delivery Manager has confirmed the feasibility and availability of the NTC machine and sleeper wagons the client will be requested to submit a Work Order Form MP/SP/01 Form F2, a completed form with signature will need to be returned to the Contract Delivery Manager to ensure the NTC machine is booked for the required worksite. Booking of the NTC machine is a first come first served basis so it is essential that the work order is submitted as soon as possible to guarantee the machines availability.


3.5 FeedbackOnce the planned work has been successfully delivered the client will be provided with a feedback form, the form is a chance for the client to give feedback on how the NTC machine performed and the quality of product the machine delivered. The comments received are valued whether they are good or bad as this information is reviewed as a lessons learnt exercise in some cases and highlights areas where improvements can be made from an NTC perspective.

FAQ’sQ: What if the work order is not submitted?A: The NTC machine can only be reserved once the work order has been submitted, as the booking of the machine is a first come first served basis it is advisable to book the machine earlier rather than later.

Q: What if I have to cancel the order?A: If there is a requirement for the order to be cancelled there may or may not be a charge for the cancellation, this is very much dependant on the time at which the request for cancellation of the machine is put through (see Section 3.4 - Costing).

3.4 Costing The cost for using the NTC machine will vary as it is very much dependant on the yardage of proposed worksite along with the complexity, as a guide the chart below represents a percentage of the cost relating to the proposed yardage for any given worksite for pricing please contact the Balfour Beatty CDM.

The following rates are for day / night, midweek or weekend working; Price (excl. VAT)

1.0 Shift rate for initial shift in any 7- day periodBased on a maximum 10 hour working shift.

0 - 800 yards72% of Full Shift Rate


800 - 1200 yards83% of Full Shift Rate


1200 yards+100% Full Shift Rate

a.

b.

All above shifts include travel, mobilisation of the machine, 1 production shift, demobilisation of machine. The 7-day period being 20:00hrs Friday to 19:59hrs FridayAdditional charges will apply for unplanned hours work beyond the allocated shift period, up to 3 additional hours. Each additional hour will be charged at 1/12th of the additional shift rate. Thereafter, an additional full shift charge will apply.

2. Additional shift rate*Applicable to planned continuation shifts where NTC remains on the same site.

20% of Higher Shift Rate

3. Blockades / Project Work Priced on request

notesThe NTC machine must be released from work by 23:59 hrs each Wednesday for rate (2) to apply. In the event that the machine is not released by this time then a second full shift rate (1) applies.

The Hirer shall be responsible for arranging sleeper loading at the designated facilities. The Owner will liaise with the Hirer and others to ensure the Owner’s sleeper wagons are available for sleeper loading.Provision of the NTC machine is subject to Balfour Beatty Rail Terms and Conditions for The Hire of Yellow Plant, and accompanying NTC Conditions of Hire.

4. Cancellation ChargesT-4 to T-0 Prior to the shift start date 100% of all planned work shift rates.T-8 to T-5 Prior to the shift start date 50% of all planned work shift rates.T-22 to T-9 Prior to the shift start date 25% of all planned work shift rates.Above T-22 – No ChargeThe above charges shall only apply for actual cancellations.Should the NTC be reallocated works for the original work planned dates after the cancellation, then the customer shall be charged a reasonable administration fee.


seCtIon 4.0 - PLAnt DetAILs


4.1 ntC MachinesA New Track Construction machine (NTC) consists of three wagons, each of the wagons has a particular purpose and all of the wagons have a certain reliance on each other to enable the machine to operate successfully, the purpose of these wagons and their use are detailed as follows:-

Truss Wagon – The Truss wagons main function is to carry the Truss Beam thus enabling the NTC machine to be transported throughout the network infrastructure, once within the designated worksite the Truss Wagon is removed from under the Truss Beam prior to the commencement of the production shift by use of a Loco.

truss Beam – The Truss Beam consists of a Jupiter touch screen computer system, pendant controls, spacer bar, tie drop, secondary conveyor system, rail clamps and lining clamp no4. The Truss Beam can accommodate most sleeper types as listed in the specification sheets.

•The Truss Beam conveyor system supplies sleepers to the front of the machine.

•The Tie drop system picks up and places the sleepers onto the ballast formation.

•The spacer bar spaces the sleepers to the desired spacing.

•The rail is handled by the rail clamps, these clamps manipulate the rail to enable sleepers to be placed onto the ballast and also assist in feeding the rail into the sleeper housings

•The lining clamp no4 is utilised to position the rail into the sleeper housings and align the sleepers with the sprayed centre line.

•The machines functions are all controlled by use of pendant controls and Jupiter touch screen system, this system controls the relay of the sleepers along with the traction and speed of the machine.

Reception Wagon – The Reception Wagon contains the machines main engine, auxiliary engine, secondary conveyor system, gantry, clipping unit and hydraulic and pneumatic equipment.

•The main engine is a Cummings engine and provides the system with hydraulic pressures to enable the machine to function during operations.

•The air compressor supplies the required air pressure, this is utilised by the machine during operations and also provides an air supply to enable the control of the braking system for all associated wagons including sleeper wagons.

•Sleepers are delivered to the secondary conveyor by the gantry, the conveyor is linked to the Truss Beam conveyor allowing the delivered sleepers to be conveyed to the front of the machine.

•The auxiliary engine provides a form of contingency for the NTC machine, the engine is capable of recovering the NTC machine in the event of a main engine failure.

•The clipping units function is to clip up the sleepers, the unit can function on different rail types although it can only clip the fast clip type sleepers only. These are detailed on the specification sheets

•The gantry is stabled and secured on the reception wagon for transit purposes, once within the worksite it is utilised to deliver sleepers from the sleeper wagons onto the conveyor system. The gantry is a stand alone unit and is powered by a Deutz engine and Siemens control system this enables the gantry to travel along the sleeper wagons pick up and deliver the sleepers to the conveyor system.

Power Wagon – The Power Wagon has a Cummins engine which generates hydraulic pressure to provide traction to the NTC machine.

•Once within the worksite under isolation the power wagons clutches can be engaged which will enable the NTC machine to be propelled through the worksite.

•The power wagon has a traction limit of 70 tonnes tractive effort before wheel slip will occur as detailed on the specification sheet.

•The control of the power wagon is through use of the Jupiter control system situated on the Truss Beam.

4.1.1 operatorsDeployment operators – As a minimum there are two deployment operators responsible for the deployment of the NTC machine, this consists of deploying the NTC truss Beam prior to the commencement of the production shift and performing preparation duties including fitting of bridging rails, removal of straps and dunnage from the sleeper wagons, set up of the NTC machine clipping unit and function testing the machine. Once the deployment activities have been completed the relevant documentation is completed and presented to the supervisor.


Fig.2 Liner controls clamps using hydraulic levers. Pointer aligns the sleepers with spray line on ballast.

Gantry operator – Controls the gantry speed and delivery of sleepers from the sleeper wagons to the NTC conveyor system through use of the gantry joystick and monitor controls. The Gantry operator operates two joystick controls, each control performs a particular function which allows the driver to travel in a forward and backward direction to position the gantry over either the sleeper wagons or conveyor system, the joystick controls also operate the gantry jaws up/down in and out function which enables the operator to pick and drop the sleepers packs, the two monitors allow the operator to see behind the machine when travelling and can be switched over to show other camera’s that can allow the operator to check that the jaws are stowed for travel.

Fig.3 Gantry deploys sleepers onto the reception

supervisor – Supervises all NTC activities during the relay process, this includes a pre-work briefing of NTC operators and additional staff, the monitoring of product quality that the NTC machine produces throughout the relay, liaising with client’s staff during bed preparation at the cut in and cut out points, rail positioning and plating during the relay, post shift reports and production logs, onsite issues including the breakdown and recovery process.

Main operator – Operates the NTC machine by use of Jupiter touch screen and pendant controls to deliver sleepers onto the ballast formation at the specified sleeper spacing. The operator sets the sleeper spacing, sleeper type and clipping ratio from the Jupiter touch screen control panel from information provided by the Supervisor during the pre-work brief, the touch screen also controls the power wagon clutches along with speed of the machine.

Liner operator – Controls the rail handling and sleeper alignment during the relay through use of joystick and switched controls. The liner uses three clamps in total, clamp No2 and No3 control the spread of the rail which enables the rail to be manipulated around the machine and back into position prior to clamp no4. Clamp no4 is the final clamp in the sequence this controls not only the rail positioning into the sleeper housing but also the sleepers final lateral alignment on the ballast formation, the liner is able to apply downward pressure to ensure that the rail is seated into the sleeper housings and that the sleepers bedded into the ballast.

Fig.1 Lining camera looking down on clamp 4 pointer


Fig.4 Main operator uses Jupiter touch screen to wagon conveyor. Control machine functions.

Additional staff – Dunnage operators are utilised to remove dunnage from each layer of sleepers this enables the gantry operator to access the next layer of sleepers on the sleeper wagons.

FAQ’sQ: How many operators does the machine require to perform a relay?A: The NTC machine requires four operators for the machine, Supervisor/Main Op/Liner Op and Gantry Op, in addition to this there will be a requirement for a Coss (Provided by the Client) and two PTS labour to remove dunnage from each layer of sleepers.

Q: What is the Deployment operator used for?A: The NTC deployment operator is utilised to deploy/recover the machine generally prior to the site preparation taking place and post operations, this operator will be required dependant on the worksite, for example if there is a 12hour gap between deploying the machine and the start of the production shift then the same operator can be utilised for both shifts, where this is not the case additional crew will be required.

4.1.2 CompetencyBalfour Beatty NTC operate an assessment system that was developed by RPD including the documentation and management procedures, the management procedures and assessment process are now managed by six qualified assessors within the NTC team thus ensuring the operating and maintaining of the NTC machine are to the highest standards.

The NTC team are assessed for operational and maintenance activities, the assessment process is conducted by operationally and maintenance qualified staff to ensure that the standard of operation and

maintenance is to the highest standard, there are four operational A1 qualified assessors who can assess operational roles that they have a competency for, the maintenance assessments are conducted by two time served maintenance A1 assessors.

The Operator/Tech’s all have an additional competence for Load Examination, this competence allows the Operator/Techs to load examine any wagons leaving a worksite that may still contain leftover sleepers.

The assessment system operates two verifications at 6-monthly intervals; the first is an external verification conducted every 12 months with an internal verification that follows 6 months after the external verification.


4.2 Machine specification

Machine Parameterstransit speed – max

(outside of Possession)60mph

(Loco-hauled)operating speed – max

(inside of Possession) 0.5mph

Route Clearance RA7

Gauge Clearance W6a

Minimum Curve 160m (Travel)

Vehicle Details truss Wagon Reception Wagon Powered Wagon

tare Weight 50Te 62Te 70Te

Gross Laden Weight 50Te 62Te 70Te

no. of Bogies per Wagon 2 2 2

Max. Axle Weight 12.5Te 15.5Te 17.5Te

overall Length (over buffers) 21.5m 21.5m 21.0m

sLU 3.1 3.1 3.1

operating Details

operating Curve 300m (Operational)

operating Cant 75mm (Unclipped)

operating Gradient 1:75 (Limited Sleeper Wagons)

Rail type BS113A UIC 60

sleeper types G44 Concrete (Fast Clip) EG49 & EG47 3R (E-clip) Steel 560H

(Fast clip)Wooden Sleepers

sleeper Length (max) 2580mm

sleeper spacing 570 - 750mm (32 - 28/Length)

operating Performance

Deployment time Upwards of 10mins

Cut in time Upwards of 15mins

Cut out time Upwards of 30mins

stowage time (for machine transit) Upwards of 90mins

Max sleeper Rate Max 12 sleepers/min (Concrete) Max 10 sleepers/min (Steel)

set Up Conditions

The NTC machine is capable of being mobilised under live overheads OHLE; the machine can NOT be propelled or operated under live OHLE.

The machine requires the adjacent lines to be closed to traffic when mobilising.


ntC Major Components

ntC Physical Data


sPW Major Components

sPW Physical Data


4.3 FeA WagonsThe FEA wagons are Balfour Beatty owned and there are 16 FEA wagons in total compromising of 7 twin sets and 2 single wagons.

The load configuration and maximum sleeper quantities for the FEA wagons are detailed in the table below, each wagon consists of 3 bays, the sleepers are loaded in packs and the pack quantities vary dependant on sleeper type, as an example Fig.2 shows a single bay of concrete sleepers loaded with 3 packs of 18 sleepers, each pack loaded is separated with a single 2x18ft x 75mmx75mm lengths of dunnage positioned in the sleeper housings, the sleepers once loaded are secured with 3 retaining straps.

FeA Wagon Data

Wagon typeMinimum

Weight (empty)

Max Weight (Loaded)

Maximum Quantities (Concrete)

Maximum Quantities

(steel)

Runner Wagon

Required

Curve Restriction

FEA 30.5t 79.9t* 162 195 No >300m*** The maximum loads are based on the heaviest sleeper type used.** Minimum operating curve for this wagon type.

Load Configuration - FEA wagons can be loaded with concrete/ steel or wooden sleepers. The load configuration for each wagon type and sleeper type used are detailed in the table below. The maximum length of sleeper used is 2580mm; this is to ensure that the sleepers remain within the stated tolerances of the Gantry and NTC machine.

FeA sleeper Load Configuration

sleeper type Wagon type Maximum Load Load Configuration

Concrete FEA 162 18 x 3 x 3

Steel FEA 195 13 x 5 x 3

Wood FEA 162 18 x 3 x 3

Fig.1 FEA wagon single bay loaded with 5 packs of 13 steel sleepers (195 maximum load).

Fig.2 FEA wagon single bay loaded with 3 packs of 18 sleepers (162 maximum load).


4.4 KRA WagonsThe KRA wagons are Network Rail Owned and there are 32 KRA wagons in total all single sets.

The load configuration and maximum sleeper quantities are detailed in the table below, each wagon consists of 3 bays, the sleepers are loaded in packs and the pack quantities vary dependant on sleeper type, as an example Fig.3 shows a single bay of steel sleepers loaded with 4 packs of 13 sleepers, each pack loaded is separated with a single 2x18ft x 75mmx75mm lengths of dunnage positioned in the sleeper housings, the sleepers once loaded are secured with 3 retaining straps.

When using KRA wagons there is a requirement for what we call a runner wagon, due to the design of the KRA wagon the gantry is unable to access the sleepers on the rear most pod, the only way of accessing this pod of sleepers is to have a runner wagon at the rear of the consist.

KRA Wagon Data

Wagon typeMinimum

Weight (empty)

Max Weight (Loaded)

Maximum Quantities (Concrete)

Maximum Quantities

(steel)

Runner Wagon

Required

Curve Restriction

KRA 28.0t 77.4t* 162 156 Yes <300m**

* The maximum loads are based on the heaviest sleeper type used.** The minimum curve for KRA wagons is unknown although it can and has operated on curves less than

300m

Load Configuration - KRA wagons can be loaded with concrete/ steel or wooden sleepers. The load configuration for each wagon type and sleeper type used are detailed in the table below. The maximum length of sleeper used is 2580mm; this is to ensure that the sleepers remain within the stated tolerances of the Gantry and NTC machine.

KRA sleeper Loading Data

sleeper type Wagon type Maximum Load Load Configuration

Concrete KRA 162 18 x 3 x 3

Steel KRA 156 13 x 4 x 3

Wood KRA 162 18 x 3 x 3

Fig.3 KRA wagon single bay loaded with 4 packs of 13 sleepers (156 maximum load).

Fig.4 KRA wagon single bay loaded with the 3 packs of 18 sleepers (162 maximum load).


seCtIon 5.0 - PLAnnInG


5.1 AvailabilityOnce the work bank has been established the two NTC machines will be allocated to the worksites, the machines generally follow to the nearest work location as it minimises travel time to each nodal point thus ensures minimum transit moves on the network and maximises the availability of the machines for maintenance to take place. Both NTC machines are the same and provide the same output.

There are several deciding factors that go towards FEA/KRA wagon allocation these are listed below, the two wagon types can be a mixed consist of both FEA and KRA wagons.

sleeper type - If steel sleepers are being used then the preference is for FEA wagons, in this instance concrete sleepers have little bearing on the wagon allocation as both types of wagon contain the same quantity of sleepers.

Gradient - If a worksite has a significant gradient involved then the option may be to use the lighter wagon type which is KRA and use a single FEA at the rear of the consist to eliminate the need for a runner wagon.

Curve - If a worksite has a significant curve then KRA wagons are preferable as they can operate to smaller tolerances than the FEA wagons.

If the work bank requires both machines to be in operation at the same time and these sites are both using steel sleepers there may be an option to split the FEA wagons between the two sites with additional KRA’s used to obtain the required sleeper quantities. All of these factors go towards deciding which wagon types are used on each worksite; there are no hard and fast rules to wagon allocation.

Q: Can any wagon type be used for a planned worksite?A: The type of wagon allocated to a worksite has many deciding factors, if steel sleepers are being used then FEA wagons may be allocated to that particular worksite as they can carry a greater quantity of sleepers (195 sleepers) as opposed to a KRA (156 sleepers). If there are two relays taking place at the same time using this sleeper type the allocation of the FEA wagons may be allocated based on yardage or gradient.

The wagon type allocated when using concrete sleepers is not as critical as both wagon types hold the same quantity of sleepers, using KRA wagons would require an additional runner wagon as opposed to an FEA wagon which does not.

5.2 sleeper LoadingOnce the client has submitted the order for sleepers and the sleeper wagons have been allocated by BBRL CDM the loading of the sleeper wagons can take place. Washwood Heath will conduct the loading of the sleeper wagons provided that the sleeper type is concrete, steel sleeper types are loaded for BBRL worksites at Hoo junction

Did you know?•Washwood Heath and Tallington conduct the loading of

concrete sleeper types.•Balfour Beatty conduct steel sleeper loading at Hoo

Junction for Balfour Beatty Renewals.•Hoo junction can conduct steel sleeper loading for

external clients upon an agreement with the Balfour Beatty Contract Delivery Manager, this is dependant on a number of variants including costs and is not a guarantee.

•With prior agreement with Balfour Beatty NTC Contract Delivery Manager, Clients with planned work for the NTC machine can conduct the loading of steel sleepers themselves.

•Concrete sleepers loaded at Washwood Heath and Tallington are load examined by the Train Operating Company staff when taken from the loading area to the Nodal yard assigned to the worksite.

• Load examination of steel sleepers can be conducted by Balfour Beatty NTC staff with prior arrangement with the Beatty NTC Contract Delivery Manager.

5.3 Client

5.3.1 Availabilitysite Visit (Initial) - The client will need to arrange site visits during the planning stages, the initial site visit is normally conducted at the enquiry stage to ensure that the site is viable for use of the NTC machine, this visit would normally concentrate on the viability of the worksite for use of NTC and highlight any issues relating to the cant/curve and gradient; the second site visit would be conducted later in the planning stage, this site visit would ensure that the information provided by the client is more current as plans generally change throughout the planning stage, information provided by the client should contain


as much detail as possible. The information required is detailed in Section 7.2 - Site Walk Sheet.

•Cant of Worksite (Excessive cant)•Curve of Worksite (Tight curves)•Gradient of Worksite (Relating to Excessive gradient/

quantity of wagons)•Weather Conditions (Relating to planned work date i.e.

winter/summer)

traction (excessive Gradient) – There may be excessive gradients within a worksite; this may require the direction of work to be changed where the gradient is highlighted to be excessive and could cause traction problems for the machine. Other options are highlighted in Traction (Excessive Wagons).

traction (excessive Wagons) – Where longer yardages are planned there may be a request for the client to top and tail the NTC machine and wagons to enable the machine to relay a portion of the wagons before reattaching the remaining wagons to the rear of the consist to continue the relay. At this point the overall consist weight will have be significantly reduced thus aiding traction of the machine. Another option is that an initial set of wagons are relayed then the wagons are removed and a fresh set of loaded wagons are then attached, this method is generally utilised where S&C is available to aid I swapping the wagons around.

traction (Weather) – The NTC power wagon can pull a significant amount of sleeper wagons although this can be affected by weather conditions, Where gradients are highlighted to be towards the upper limits of working for the machine additional consideration should be given for winter or wet weather conditions, the gradient calculator caters for heaviest wagons/loads and tightest curvature only.

FAQ’sQ: What is the best way of avoiding gradient issues?A: Given the choice the machine is best suited working down the gradient as this can be controlled by use of the DBV used by the machine during production, where this is not possible other options as highlighted in this section are swapping of wagons if S&C is available, this is mainly used for long yardages. Other options include a loco at the rear to push up any wagons that need to be detached to enable the machine continue the relay.

Q: How are unexpected problems dealt with relating to gradient where they were not expected to cause problems?A: The machine has a sanding device fitted which can provide additional traction, additionally the gantry can assist with traction problems by positioning itself on the power wagon to add extra weight thus provide more traction, these methods are generally used until the traction resumes normal operation.

Cant (excessive) – The cant affects all areas of the NTC machine in particular the gantry, Some worksites, where the cant falls outside of the NTC parameters the client may be asked to reduce the cant of the bed formation for the relay.

Q: What if the cant cannot be reduced?A: In order for the machine to be able to successfully deliver the relay every effort must be made to ensure that the machine works on as less a cant as possible, considerations during planning should also be made to reflect a slower relay rate whilst negotiating the canted area of the relay.

Curvature (tight Curves) – Tight curves affect the machine mainly from a gantry perspective, the bridging rail angle prevents the gantry from travelling from one wagon to another to collect sleepers, Worksites where the curvature falls close or outside of the machines working limits are still able to be delivered, the option may be to add an additional shift to enable the machine to relay the track in stages, this is where the machines conveyor is initially filled with sleepers and the gantry remains on the reception wagon as the bridging rails will need to be removed, once the machine has relayed all the sleepers available the machine will then reverse to a point where the bridging rails can be refitted and the gantry can then refill the conveyor, the machine will then repeat the process until the relay has been completed. This process has been utilised successfully in the past particularly on single line work.

Q: What is the maximum curve operated on?A: The NTC has operated on curves in excess of <300m, this does require liaison with the CDM to establish an agreed plan to suit the machines use prior to the work being agreed, the affect of tight curves relates mainly to the gantry bridging rails in that they have trouble working on curves outside the tolerance for operation. The gantry wheel sets are greatly affected by curves and in some cases require the wheels to be replaced where badly worn.


site Visit (Planning stages) - The second site visit would normally be conducted during the planning stages, the NTC representative will discuss with the client any highlighted area of the worksite which would need consideration/actions for use of the NTC machine these may include:

•Cut in/Cut out point•Bridge structures•Ballast preparation•Rail preparation•Catch Pits•Centre spray line• Level crossings•Breather Panels•Cabling•S&C

Details on the preparation for the worksite can be found in Section 6.1 - Worksite Preparation.

5.3.2 train PlanThe client is required to submit a train plan to the train haulage company highlighting the correct NTC machine to be used for the assigned work and provide the required information relating to wagon type and quantities along with the marshalling layout, once this information has been submitted the operators of the assigned Nodal yard will be able to form the NTC machine and associated wagons into the correctly marshalled formation prior to its departure for the worksite.

FAQ’sQ: Which NTC machine will I get?A: At the planning stage the Contract Delivery Manager will assign an NTC machine for each planned worksite, there are several deciding factors which go towards the decision of which machine is assigned, logistics, planned PPM’s, prior workload, machine availability to name a few.

Q: Are there any differences between the two NTC machines?A: No, both NTC machines have the same capabilities operationally; cosmetically there are differences none of which affect the overall running of the machine.

Q: When booking the machine with the Train Operating Company which NTC do I request?A: Currently the NROL system has several options for NTC machine, essentially booking one of the machines is all that is required at the early planning stage, the machine

will if needed be updated on the NROL system by NDS following discussions with the Balfour Beatty Contract Delivery Manager at a later date. NTC-1 (640572, 640571, DR78702) NTC-2 (640576, 640575, DR78701)

Q: Who selects the Nodal Yard for the NTC Machine?A: Once the work bank is reflected on the NROL system a Nodal Yard is assigned, from experience it is generally the nearest to the worksite and is unknown as to what if any influence can be had on that decision by the client or Balfour Beatty.

Q: Would it not be better to have the numbers of the power wagons for both machines reflecting the machine numbers i.e. NTC-1 power wagon DR78701 and NTC-2 DR78702 to avoid confusion?A: Ideally yes it would be a great idea, both machines were due to be reflected this way but the commissioning of the power wagon (DR78702) came first and was given to the only NTC machine in service at that time which was NTC-1!

5.3.3 MethodologyDuring the planning stages the client will produce a methodology for the planned worksite including a bar chart, the methodology or WPP (work package plan) will normally reference the use of the NTC machine, this should include deployment of the NTC machine, Production shift/s and the recovery of the machine, the timings for these shifts will also need to be reflected in the bar chart.

Did you know?•Recovery shift will require the availability of a Loco

driver to propel the Truss Wagon under the NTC machine during the recovery process.

•A COSS will need to be allocated to the NTC machine for the planned shifts.

FAQ’sQ: Does the NTC produce its own WPP?A: No the NTC machine works within the methodology or WPP provided by the client as the information required is minimal and also avoids confusion.

Q: Does the NTC produce its own WPP for Blockade work?A: The NTC planners may produce a WPP for blockade work where required, this will normally include a brief reference to the worksite shifts along with Supervisor contact names.


5.3.4 timings & DatesOnce the site visit has been conducted and the plan for the NTC machine has been agreed between the client and Balfour Beatty Contract Delivery Manager timings for the shifts will need to be provided to the NTC planning team, the timings will need to be current and any updates will need to be communicated to the Contract Delivery Manager and the NTC team by email and verbally where possible.

Timings are able to be changed up to 10 days prior to the commencement of the first shift, any changes within the 9 days can only be moved by +/-2 hours from the agreed times up to 4 days prior to the start of the first shift, no changes are permitted within 3 days of the planned shift. Any changes that do not conform to any of these requirements will need to be agreed with the Balfour Beatty Contract Manager both verbally and by email confirmation.

Q: What are the charges for any timings/date changes?A: The Client will need to discuss the timings changes with the Balfour Beatty Contract Delivery Manager who will advise of any charges applicable to the shifts.

5.3.5 t-4 site MeetingThe clients site meeting will generally be attended by a member of the NTC team associated with the planned work where required, the representative of the NTC team will provide any required information to aid with last minute changes or to confirm the agreed plan and ensure that the client has as much information as possible, the NTC representative will also request information relating to site contacts for each NTC shift.

5.3.6 ContingencyThe client’s methodology should also include a contingency plan for the NTC machine in the event of a catastrophic failure where the NTC machine/Gantry is unable to start or complete a relay, as there are many different types of worksites the NTC could be utilised on and situations where the catastrophic failure occurs the plan is very much site specific, worksite contingency plans should consider the following. Also see Section 6.2.4 - Breakdown and Recovery.

Gantry Failure (Adjacent Line Availability) – Gantry failure preventing sleepers from being ferried to the conveyor system.

1. Use of road rail machinery to ferry the sleepers from the sleeper wagons and place onto the NTC conveyor system enabling the NTC machine to continue to relay, space, re-rail and clip* (Dependant on clip type) the sleepers.

2. For small amounts of relay that remain when the failure occurs it may be easier and quicker for the road rail machinery to position the remaining sleepers onto the ballast formation and be manually spaced by ground staff (particularly with OHLE), the machine would still feed the rail into the sleeper housings and clip* (Dependant on clip type).

ntC Failure (Adjacent Line Availability) – NTC machine failure resulting in the machine being unable to continuing the relay.

1. Availability of S&C and a Loco within the worksite allowing the sleeper wagons to be detached and positioned on the adjacent line to enable a conventional relay to take place with use of road rail machinery and sleeper beam.

Did you know?• OHLE would slow down the process of placing

the sleepers onto the NTC conveyor with road rail machinery compared to open sites with no overheads.

• The sleeper type being relayed would affect the speed of loading the sleepers onto the NTC conveyor system (particularly with OHLE) as the truss beam tolerances are tighter for different sleeper types, steel and G44 (shorter) are easier than EG47 or EG49 (longer) sleepers.

Gantry Failure (Adjacent Line open to traffic) – Gantry failure resulting in it being unable to ferry the sleepers to the conveyor system.

1. Availability of obtaining access to the adjacent line and possible OHLE isolation to enable road rail machinery to ferry sleepers to be to the NTC conveyor system enabling the machine to continue the relay.

a. Advisable to have two road rail machines both equipped with a sleeper beam this would speed up the process of relaying enabling the Adjacent line to be handed back more quickly as opposed to just one road rail machine and sleeper beam being used.


Did you know?• OHLE would slow down the process of placing

the sleepers onto the NTC conveyor with road rail machinery compared to open sites with no overheads.

• The sleeper type being relayed would affect the speed of loading the sleepers onto the NTC conveyor system (particularly with OHLE) as the truss beam tolerances are tighter for different sleeper types, steel and G44 (shorter) are easier than EG47 or EG49 (longer) sleepers.

Gantry and/or ntC Failure (single Line) - In the event of a failure to the gantry and/or NTC machine resulting in it being unable to continue the relay the client should consider the following in the contingency plan.

1. The distance to the nearest S&C behind the start of the relay point and Loco availability.

a. This would enable the NTC machine to cut out from the relay and reverse onto its Bissell wheels for transit, the loco would pull the machine back to the S&C point thus enabling road rail machinery to ferry up sleepers to be manually relayed.

2. By storing the panels at the side of the track it would give contingency and availability for the panels to be reinstalled in the event of a failure to the gantry.

Clipping Unit Failure (General) - In the event of a catastrophic failure to the clipping unit the client should consider.

1. Additional clipping unit at the rear of the NTC machine to clip up the sleepers, particularly for long yardages.2. Additional staff at the rear of the NTC machine to manually clip the sleepers, dependant on yardage.

5.4 ntC Planning

5.4.1 MaintenanceThe NTC and FEA sleeper wagons maintenance is delivered using an approved maintenance plan provided by the OEM to the requirements of the Engineering Acceptance certificate. It is periodic calendar based maintenance at the following frequencies:

ntC Daily Weekly Monthly 3 Monthly

6 Monthly

12 Monthly

FeA sleeper Wagons PPM VIBt

The maintenance plans are reviewed and enhanced where necessary by our dedicated maintenance support team to ensure we have effective maintenance interventions in terms of frequency and task. Through a combination of techniques and methodologies including Reliability Centre Maintenance, Root-Cause Analysis and Condition Based Monitoring, Balfour Beatty Rail Services are continually improving NTC maintenance to provide cost effective and optimised asset performance, whilst managing and minimising the risk of asset failure.

Operating from a distributed network of facilities, Balfour Beatty Rail provide robust infrastructure from which we can deliver a quality maintenance service. All maintenance and repair activities are managed and carried out by the NTC team ensuring total ownership from planning to delivery.

Balfour Beatty Rail presently undertakes repairs and refurbishment of components where technically feasible. In addition, we have a network of suppliers local to each maintenance centre to provide specialist engineering expertise in conducting component repair, servicing and testing that can not be covered by in-house capabilities.

To maximise NTC performance it is essential that maintenance interventions are carefully plan in but this plan is flexibility to meet our clients need, it is especially vital that during blockade or continuous back to back shifts adequate time is plan.

5.4.2 operationsThe NTC Operations are conducted through use of strategic plans devised by our dedicated planning team from initial client communications through to operational delivery, the plans consider all aspects and details taken for each worksite during the planning stages to ensure that the NTC machines and associated sleeper wagons are efficiently utilised in order to best deliver the client requirements whilst ensuring that all maintenance requirements are fulfilled prior to and following successful delivery of relay works.

Operational delivery planning utilises the client’s worksite details taken from the submitted work order and associated site walk information along with the clients specified timings, this information ensures the best equipped NTC operational team is utilised for each worksite.

Operational paperwork is produced for each worksite and consists of a Pre-work briefing containing worksite details allocation of working positions and pre start


check sheets along with a sign off sheets. In addition to the briefing documents there are also the operational timings documents which details stoppages during the relay along with times, Phires forms are also contained in the documentation, these forms are completed post shift and signed by both Supervisor and the Clients on site representatives with a copy being retained by both parties for costing purposes.

5.5 Marshalling the ntC MachineThe NTC machine requires marshalling into the correct consist prior to its departure for the planned worksite, this is normally carried out by the train operating staff at the nodal yard that the machine has been allocated to for the planned worksite. The information relating to the train consist is taken from the NROL system by the nodal yard staff.

In order assist the clients in their planning of the NTC machine Balfour Beatty have provided individual marshalling layouts for each of the NTC machines, these details can be found below in Fig.2 (NTC-1) and Fig.3 (NTC-2).

Fig.1 NTC Truss Beam and Truss Wagon in transport position.

FAQ’sQ: Who is responsible for the NTC train being in the correct consist prior to leaving for the worksite?A: If the details entered on the NROL system are correct the formation of the train should naturally be done by the Nodal yard staff although it is in the best interest of the client to check that it has been done correctly.

Q: How do I know if the NTC machine is going to turn up the right way around?A: The client must ensure that their train planners check the route that the machine takes to the worksite, this will determine which end the Loco needs to be positioned on the marshalled consist.

Q: Do I need a loco at either end of the NTC consist?A: This is dependant on the complexity of the worksite and the route it takes, the NTC machine MUST have a loco at the front end (Truss Wagon) to deploy the machine, if the machine is being pulled to site from the sleeper wagon end there will need to either be a loco at the rear aswell unless there is availability for the loco to do a run around manoeuvre and attach to the truss wagon for deployment. It is important that the client considers the options available along with time delays any additional moves will take. This can be discussed with a member of the NTC team at a stage where changes can be made.


5.5.1 ntC-1 Marshalling Layout

Balfour Beatty Rail Plant new track Construction (ntC) Machine - Marshalling Layout for ntC-1

notes:

1. The Truss Wagon (Wagon Number 640572) has labels either side indicating A-Side and B-Side, these indicate the direction of travel/work.

2. The Reception Wagon (Wagon Number 640571) is coupled to the rear of the Truss Wagon and will have the Gantry (‘Wendy House’) parked on it, which has labels indicating A-Side and B-Side, these should match with the Truss Wagon.

3. The Traction Wagon (Wagon Number DR78702) needs to be coupled to the rear of the Reception Wagon. It must be coupled with the ‘Engine End’ nearest the rear of the Traction Wagon.

4. If the Sleeper Wagons are KRA Wagons (Wagon Range DR97101-DR97132) then the last wagon must remain empty to allow the gantry to reach the last stack of sleepers on the preceding wagon.

5. If the Sleeper Wagons are FEA Wagons (Wagon Range 640501-640514, 640573 & 540574) then an empty sleeper wagon is not required at the end of the train formation as the last stack of sleepers can be collected using the gantry.

5.5.2 ntC-2 Marshalling Layout

Balfour Beatty Rail Plant new track Construction (ntC) Machine - Marshalling Layout for ntC-2

notes:

1. The Truss Wagon (Wagon Number 640576) has labels either side indicating A-Side and B-Side, these indicate the direction of travel/work.

2. The Reception Wagon (Wagon Number 640572) is coupled to the rear of the Truss Wagon and will have the Gantry (‘Wendy House’) parked on it, which has labels indicating A-Side and B-Side, these should match with the Truss Wagon.

3. The Traction Wagon (Wagon Number DR78701) needs to be coupled to the rear of the Reception Wagon. It must be coupled with the ‘Engine End’ nearest the rear of the Traction Wagon.

4. If the Sleeper Wagons are KRA Wagons (Wagon Range DR97101-DR97132) then the last wagon must remain empty to allow the gantry to reach the last stack of sleepers on the preceding wagon.

5. If the Sleeper Wagons are FEA Wagons (Wagon Range 640501-640514, 640573 & 540574) then an empty sleeper wagon is not required at the end of the train formation as the last stack of sleepers can be collected using the gantry.

A-side See note 4 & 5Engine End

B-side

See note 4 & 5

Relaying Direction Direction of travel / operation

truss Wagon640572

Reception Wagon640571

traction Wagon

DR78702

sleeper WagonsLoaded

sleeper Wagons

empty

A-side See note 4 & 5Engine End

B-side

See note 4 & 5

Relaying Direction Direction of travel / operation

truss Wagon640576

Reception Wagon640575

traction Wagon

DR78701

sleeper WagonsLoaded

sleeper Wagons

empty


seCtIon 6.0 - oPeRAtIon


6.1 Worksite PreparationPrior to the commencement of the production shift the relay site needs to be prepared by the client for the NTC machine, this is dependent on the type of relay being conducted and the sleeper type being used. This process consists of the removal old existing sleepers, preparation of the ballast formation, positioning of new rails, clamping of rail joints, preparing of the cut in and out points as required, site preparation details for the NTC machine are as follows:-

6.1.1 BallastBallast (Full Dig) – Once the existing sleepers have been removed, a ballast formation must be prepared for the NTC relay, re-ballasted formations will need to be profiled to the required design according to the type of sleepers being installed, the ballast is then wackered to consolidate the bed formation to provide a flat relaying surface, care should be taken when profiling a re-ballasted formation as voids can occur when the bed has been wackered, voids can cause ‘waves’ in the bed formation which will affect the performance of the NTC machine in terms of speed and clipping quality, the NTC staff will discuss what type of ballast preparation is being used at the planning stages to ensure that these methods will meet the requirements for the NTC machine. There can be variations to ballast heights dependant on worksite methodology relating to bottom up relays and use of MOBC See relevant section for further details.

Ballast (scarify) - For worksites where the ballast formation is not being replaced the bed will be profiled to the required height according to the sleeper type being installed and then scarified, the NTC staff will discuss what type of ballast preparation is being used at the planning stages to ensure that these methods will meet the requirements for the NTC machine. There can be variations to ballast heights dependant on worksite methodology relating to bottom up relays and use of MOBC See FAQ section for further details.

Ballast (Cut In) - The cut in point preparation and ballast height vary with different sleeper types, the ballast at the cut in point for a steel sleeper relay is usually the same height as the existing sleepers as the NTC machine will consolidate the sleepers into the ballast, if concrete sleepers are being installed then the drop off from the existing sleepers should be to the depth of the new sleeper. Where there is a transition from one sleeper type to another a sufficient amount of wooden sleepers will need to be placed in front of the cut in point and spaced accordingly at the height of the existing sleepers, from

the last wooden sleeper placed the cut in should then be prepared for the type of sleeper being used. There can be variations to ballast heights dependant on worksite methodology relating to bottom up relays and use of MOBC See FAQ section for further details.

Ballast (Cut out) - The cut out point needs to be prepared in the same way as the cut in, the height of the ballast should be set according to sleeper type, this is also the same where wooden sleepers have been installed at the cut out point. There can be variations to ballast heights dependant on worksite methodology relating to bottom up relays and use of MOBC See FAQ section for further details.

Did you know?Preparation of the ballast formation is critical to a successful relay, poorly prepared ballast formations will have the opposite effect on the relay, the gantry can become beached the a poorly aligned bridging rail and even cause a derailment, equally the rail will not sit into the sleeper housings where there are dips in bed formation this prevents the clipping unit from clipping all of the sleepers correctly and could even de-rail the clipping unit. ‘We are as good as what you are or equally as bad’.

FAQ’sQ: Can a bottom up relay be done using the NTC machine?A: The NTC can perform these types of relay, careful planning will be required to ensure that the cut in and cut out points are ramped up/down well enough to ensure the effect on the bridging rail alignment is minimal as this will cause delays and in extreme cases derailment of the gantry.

Q: Can the NTC machine relay sleepers on terrain?A: This has never been performed by the NTC machine, the crawler tracks on the NTC machine would possibly damage the terran, this could be avoided by having the crawler tracks modified to have rubber on them which would reduce this risk. The laying out of the terran would become more critical, noted on previous sites the terran can be difficult to lay flat and in cases have creases in it which again could be problematic.


significant amount of time in delays waiting for joints. This method does vary dependant on worksite, where there is curved track the positioning of the rail does vary slightly, instead of 2” either side of the sprayed centre line the rail will need to be positioned to the high side of the curve, the outside rail will then be just over 2” and the inside rail will be slightly less than 2” from the centre line.

Fig.1 TRT (Tracked Rail Threader) used on single line.

Fig.2 Rails positioned with overlap ahead of NTC.

Rails (Cut out) – At the end of the worksite the rails will need to overlap the beginning of the existing track, they should be positioned on the outsides of the existing rail and the overlap should be approximately one metre in length, the rail can only be cut and plated to the existing rail when the relay has been concluded.

Did you know?• The NTC machine can handle most rail types, the two

most common being Cen60 and 113lb.• The rail lengths used will affect the speed of the relay

as the NTC machine will need to slow down whilst the joints pass through the machine clamps, shorter rail creates more joints thus slows the machine.

• Cascaded rail can be used for an NTC relay, it is generally found to be in short lengths which will affect

Q: Can the MOBC be used before the NTC relay commences?A: The MOBC can be utilised prior to the NTC relay, the cut in and cut out points for the NTC would need good preparation as the bed is likely to be lower than normal, this would require ramping steadily at the start and end of the worksite to maintain a good bridging rail alignment for the gantry, poor preparation at these points would cause problems for the gantry bridging rails and in extreme circumstances derailment.

Q: Is it best to MOBC the worksite before or after the NTC relay?A: In most cases it is best to use the MOBC after the NTC has completed the relay, this is not always an option as some worksites are limited on possession of adjacent lines and the MOBC will need to be used firstly as the NTC can perform relays with ALO (Adjacent Line Open to traffic) working.

6.1.2 RailsRails (Cut In) - Once the bed preparation is complete the new rails need to be positioned at the cut in point, the rails are plated and clamped to the existing rail by use of four fassetta clamps on each rail, these clamps need to be tightened enough to prevent the joints pulling apart. The rail needs to positioned with what we call a ‘Belly’ in it as shown in fig.5 this is to assist with the cut in process and prevent joints from pulling apart. The rails at the cut in are usually jointed to the existing rail at the point of the last existing sleeper, there is an option to cut the rail back into the existing sleepers if the rail type allows, this will make cutting in of the NTC easier as there are no clamps at the cut in point, also with the joints being further back on the existing sleepers they are less likely to pull apart when the NTC picks up and places the rail into the machine clamps, especially if the NTC reception wagon axles are sat on or past the joint.

Rails (Positioning) – Once the set up of rails at the cut in is complete the remaining rails can be positioned throughout the worksite, the sprayed centre line acts as the datum point for the positioning of the rails, the position of each rail is usually 2” either side of the sprayed centre line, as the machine lines the rail into the sleeper housings the end of the rail ahead of the machine can be seen to flex, this in turn makes cutting and plating joints ahead of the machine difficult and can lead to gaps in the joints. Positioning the rails 2” either side of the spray line will help minimise the movement of the rail ahead of the machine this will allow the joint to be cut and plated without stopping the NTC machine thus saving a


Q: At the end of the worksite can the rail be cut and plated to the existing track?A: Under no circumstances can the rail be jointed to the existing track, the NTC machine needs to spread the rail in order to relay sleepers up to the start of the existing track and joining the track will prevent this. The rails should be positioned on the outsides of the existing rail and overlap by about a metre.

Q: Are there specific rail lengths that need to be used with the NTC machine?A: The length of the rail is not critical to the machine although the shorter the rail lengths are the more clamps will be needed to join the rails together, this will have an impact in the overall speed of the machine as it will need to slow down to negotiate each set of clamps it comes to.

Fig.5 positioning of rail at cut in point for steel

Fig.6 Cut in point during preparation stages, sleeper relay hence wooden sleepers installed.

6.1.3 spray Line (Centre Line)The NTC machine will require a datum point in order to position, space and align the sleepers on the ballast formation, this datum line is presented in the form of a sprayed centre line provided by the clients technical staff, the centre line will be the centre point of where the new track will be aligned, it needs to be sprayed onto the

the machine speed as previously mentioned, the clipping quality may also be affected as the possible variants in rail height will require the clipping unit to be monitored more closely and adjusted accordingly.

FAQ’sQ: Why is it so important to position the rails with a ‘belly’ for cutting in?A: In fig.5 the rail is shown to have a ‘belly’ placed into it, this is how it will sit once the NTC machine has picked up and positioned it into the machine clamps, this will prevent the joint at the cut in point from pulling apart and the prevent the rail ahead pulling back towards the machine, the joint ahead of the machine if cut and plated is less likely to pull apart.

Q: What if the rails were positioned in a straight line from the cut in point?A: When the machine picks up the rails and spreads them wide enough for the machine clamps the rails will pull at both ends, the joint at the cut in point is the nearest and therefore the weakest so it will try to pull apart, hence the request for four fassetta clamps to be fitted to this joint. The rail in front will pull back towards the machine, if cutting and plating of the rail ahead has been started or completed these joints will pull apart leaving a large gap. Sometimes the rails are positioned in this way regardless of advice given, in cases like this the machine supervisor will highlight it to the site manager and instruct that the joint in front of the machine NOT to be cut and plated until the machine has been cut in, the joint at the cut in point reacts randomly in that it may pull apart and other times may not, it is helped greatly if the rail ahead has not been cut and plated as the rail is free to move.

Q: What if the rail positioned ahead of the machine was at sleeper ends width?A: Rails positioned at sleeper ends width will cause the rails to be pushed forward as the machine relays sleepers and positions the rails into the housings, this will not only mean excess rail being pushed forward but also prevents the joints ahead of the machine being cut and plated without stopping the machine. This positioning of rail will equally cause problems when on curved track, the high side rail will give excess rail and the nearside rail at the tight side of the curve will pull back towards the machine, with the rails acting in opposite directions this could cause a ‘stagger’ in the rails.


ballast formation for the entire length of the worksite, the line should be continuous and accurate as this will greatly affect the final positioning of the sleepers.

Did you know?Colours of the sprayed centre line can be either red or orange as it is easy to see on the lining camera. Other colours are used from time to time where the preferred colour is not obtainable.

6.1.4 CablingCables within the worksite can be negotiated by the NTC machine without too many problems although the cables can be protected if the client wishes to do so, the crawler tracks of the machine are not driven so it is only the weight of the machine that goes over cables. For protection purposes the cables could be placed in orange tubing or alternatively a length of wood could be placed either side of the cables so the weight of the machine is kept off the cables, where there are considerable cables a hollow sleeper may be utilised, this can be positioned prior to the NTC machines arrival it is recommended that it is lowered into the ballast. See Fig.1 & Fig 2.

Fig.1 Hollow bearer containing cabling.

Fig.2 Cables placed between relayed sleepers.

6.1.5 Catch PitsSome worksites contain catch pits particularly where there are platforms, these catch pits will need to be reduced in height to enable the machine to pass over and the pits should be covered with adequate protection to prevent the machine operator from falling into the pit, and the cover should be strong enough to stand on.

6.1.6 Under BridgesSome worksites contain under bridges, the ability of the machine to run over these bridges depends on the type of bridge structure.

1. The simplest type of bridge which has a top layer of ballast and no requirement for any specific sleepers to be installed can be relayed though by the machine so no additional preparation is required.

2. Bridge sections with central girder sections are negotiable by the NTC machine; this will need to be measured during the site walk at the planning stage. For these structured bridges preparation of ballast formation should ensure that the profile is high enough for the machine to clear the central girders, if the ballast to low the machine will be unable to continue the relay until additional ballast is added.

3. Bridge structures requiring specific types of sleeper that differ from the type that the NTC is relaying can be placed prior to the machines arrival, the machine will run up onto the sleepers and down the other side, the relay will continue and the rails will be fed into the sleeper housings and clipped (if fast clip) as normal.

4. Bridges that have sleepers installed in a longitude direction cannot be negotiated by the NTC by use of the crawler tracks, where this is the case additional rail must be installed into the sleeper housings over the bridge section, the NTC machine will then perform the cut out procedure to climb onto the rails positioned in the sleepers of the bridge section, the machine will travel over the bridge on its rail wheels (Bissell’s) and cut back in at the other side. The cut in at the far side may require twenty sleepers to be installed to enable the machine to cut in again, this is dependent on the type of housings on the bridge section as to whether this is required.


6.1.7 Level CrossingsThe NTC machine is able to negotiate level crossings, the preparation work varies dependant on the specification.

1. Level crossings with no specific sleeper type required that differs from the relay sleeper type can be relayed through by the NTC machine, care should be taken with the ballast preparation through the level crossing, if the ballast is too low the machine will not be able to raise high enough to clear the crossing and will be unable to continue the relay until additional ballast is added.

2. Level crossings that require different sleeper types to be installed can be done prior to the machines arrival; the machine can run up onto these sleepers and back down onto the ballast at the other end. Additional care should be taken to ensure that the formation is flat before installing sleepers through the crossing, especially at each side of the level crossing, if there is a build up of ballast at the sides then the sleepers could be sat on ballast at the ends only and when the machine travels over the sleepers they could break in half.

3. Level crossings that require different sleeper types to be installed along with a specific rail type like coated rail can be done prior to the machines arrival; the machine can run up onto the installed sleepers and rail and perform a cut out, the machine will cut back in at the other side of the crossing Additional care should again be taken as previously stated to prevent the sleepers being sat on ballast at the ends only as the weight of the machine travelling over the sleepers could cause the sleepers to break.

6.1.8 Breather PanelsBreather Panels (Cut in) – In the event of a breather panel being required at the cut in point there are several options for this.

1. A breather panel installed prior to the NTC machine cutting in will require an additional 20 sleepers installing after the panel has been positioned, the reason for this is that the panel cannot be unclipped to give the twenty sleepers as it would fall apart when the rail is picked up by the machine. This option will cause a delay in the NTC starting the relay whilst this additional work is carried out.

2. The NTC machine will cut in as normal and continue the relay, once the rear of the machine has cleared the cut in point the required section can be removed and the breather panel installed, this option eliminates any delays and two processes can be conducted at the same time.

Breather Panels (Cut out) – If a breather panel is required at the end of the relay this can be done leading up to the arrival of the NTC at the cut out point, the panel would be fitted and plated to the existing rail, the ballast leading up to the breather panel shall be prepared as required for the sleeper type in use. Both rails shall be positioned as normal on the outside of the panel at sleeper ends.

6.1.9 s&Cs&C (Cut In) – If the NTC machine is cutting in off a section S&C there will be a requirement for twenty additional sleepers to be placed at the cut in point.s&C (Within Worksite) – The NTC machine can relay past a section of S&C, the machine would relay up to the S&C and perform a cut out procedure, once cut out the machine would transit across the S&C and cut in at the other side. There will be a requirement for twenty sleepers to be installed if the machine is cutting in directly off the S&C, if there is a sufficient amount of sleepers that can be unclipped following the S&C there is no requirement for additional sleepers to be placed.

s&C (Cut out) – S&C at the cut out point does not affect the machine, a normal cut out process can take place.

Did you know?• Colours of the sprayed centre line can be either red or

orange.

• The new rail at the cut in point can be cut back into the existing rail, this can help prevent the joints pulling apart during the cut in process. See Fig.5

• At the cut out point the four foot must be free of any tools and rail as the crawler tracks of the NTC machine will run into the existing track before the bissell wheels can be deployed. Magnets and tie bars are other items that need consideration.

6.2 ntC operationsOnce the NTC machine enters a worksite it begins the operations delivery process, this process consists of three parts these are, Mobilisation or Deployment, a Production and a Demobilisation or Recovery shift. Where there is a requirement, a second production shift may be planned dependant on yardage and complexity of site. The operational processes are detailed below.


rear of the Truss Beam shall be raised clear of the Truss Wagon by use of the reception wagons beam grabber. The truss wagon is then uncoupled from the reception wagon before being pulled clear by use of the loco at walking pace, this process requires the clients ES to conduct radio communications with the loco driver with additional guidance from the NTC operator. See Fig 1 & 2.

Fig.1 & Fig.2 Mobilisation/Demobilisation process, loco propels Truss Wagon under Truss Beam.

Did you know?• The truss wagon is removed from underneath the truss

beam by means of loco (See Fig.1 & 2 and FAQ section below).

• The loco that brings the machine into the worksite is generally used to remove the truss wagon.

• The deployment operators require a Coss to be present to ensure that they are and remain safe while they are onsite, the Coss needs to be familiar with the worksite and prevent any train movements whilst deployment activities are taking place.

• The deployment of the Truss Beam will take a minimum of 10minutes, once the truss wagon and loco are clear the site preparation can commence for the relay. (See FAQ section below).

6.2.1 Mobilisationstaff Requirements - For deployment activities the NTC machine utilises two operators as standard, this number may increase dependant on a number of variants, the deployment operators will require a Coss to be supplied to them by the client for the duration of the shift, the operators will liaise with the SM to confirm the deployment area and discuss plans, an ES will be required to control the loco movements during the deployment on the truss beam.

Communications - The NTC operators shall carry out deployment activities with use of radio communications, the radios are specific to the NTC machine and are independent of any other radio communications used by the client’s staff, during on-site activities communications will take place between the NTC operators and the following people.

Coss engineering supervisor site Manager

• Communications with the coss to provide a pre-work site briefing including C form.

• Inform operators of machine movements within worksite.

• Monitor onsite safety of staff.

• During removal of Truss Wagon, the ES shall conduct radio communications with the loco driver under instruction from the NTC operator.

• Liaise with SM to establish deployment area.

• Discuss site issues.

• Discuss machine issues including breakdowns.

Deployment Process - Mobilisation of the NTC machine consists of the deployment of the truss beam, this requires the truss wagon to be removed from underneath the truss beam and placed into the work position, this process is normally conducted before the site preparation commences as the loco and truss wagon need to be propelled to the end of the worksite to enable recovery of the NTC following conclusion of the production shift (See FAQ section below). Once the NTC machine has arrived onsite it will be positioned at the deployment area, this area should be agreed during the planning stages. The NTC deployment operators shall then commence the deployment activities, these activities include:-

ntC Machine (Unloading of truss Beam) - The NTC Truss Beam will be deployed as stated in the Balfour Beatty NTC work Instruction WI/SP/04, this process requires the NTC operators to start the NTC machine and utilising the control pendants and Jupiter system shall deploy the jack legs onto the ballast formation to raise the front of the NTC clear of the Truss Wagon, The


Q: Why does the time taken to deploy the machine vary?A: The time taken to deploy the machine is anything from 10 minutes, this can vary dependent on site conditions at the deployment area, this can cause a delay whilst extra care and time is taken to ensure a safe deployment of the machine takes place.

ntC Machine (set up of clipping unit) – The set up of the clipping unit requires the fitting of the outside clipping paddles to the clipping unit, additional spacer plates are added if required based on the rail type being used, the fine tuning of the clipping unit is performed at the start of the operating shift. The clipping unit can clip all sleeper types using fast clip.

Fig.3 & 4 the clipping unit has the ability to clip all fast clip type sleepers using 113lb & cen60 rail.

sleeper Wagons (Fitting of bridging rails) – Each of the wagons used contain bridging rails, these are required to be fitted to enable the gantry to travel over the wagons enabling collection and delivery of sleepers to the reception wagon conveyor during production, the bridging rails are secured with pins and they are checked prior to operations by the gantry operator who completes the relevant safety check documentation (WI/SP/04 Form F6) before the relay commences.

FAQ’sQ: Do I need a Loco connected to the Truss Wagon?A: During transit to the worksite the loco can be positioned at the required end of the consist to enable it to travel this could be the sleeper wagon end of the consist if the machine is being pulled backwards into the worksite in order for it to work in the opposite direction, when the machine is onsite and needs to be deployed the loco MUST be connected to the Truss Wagon as it is required to pull the wagon clear once deployment preparation has been completed. This should be discussed and agreed upon at the planning stage.

Q: Can I use any other machinery to remove the Truss Wagon?A: This is dependent on the worksite as there is an option to use a Unimog to remove the Truss Wagon as it uses an air brake system; this is a method that is rarely used. Road rail machines can NOT be utilised to remove the Truss Wagon as they do not use an air brake system. This should be discussed and agreed upon at the planning stage.

Q: What are the restrictions on where the NTC machine can be deployed?A: When selecting a suitable deployment area the main things that an operator looks for is a good shoulder of ballast on the cess side or both if single line working, the other is an area of minimal cant as this can be problematic with the machines weight distribution on the jack legs during deployment. There are other considerations like catch pits, S&C and cabling all of which are looked at when selecting a suitable deployment position for the machine.

Q: Do I have to wait for the Truss to be deployed before commencing the site preparation for relaying?A: In most cases the commencement of the site preparation can only commence when the deployment of the truss beam has been completed and the loco and truss wagon have propelled clear of the cut out point. There are rare circumstances where there is S&C availability between each end of the relay site (Twin line work only), in this instance the NTC machine could be deployed whilst the site preparation is taking place as the loco and truss wagon could propel onto the adjacent line and cross back over the S&C at the end of the relay site. This is very much dependant on methodology being used.


sleeper Wagons (Removal of straps and timbers) – The sleeper wagons are required to be prepared for the operations shift, this includes the removal of the retaining straps and top layer of dunnage used to secure the sleepers for transit to the worksite, the straps and dunnage once removed are secured on the sleeper wagons clear of the gantry running rail.

FAQ’sQ: What other activities need to be completed before the relay can commence?A: Once the Truss Beam has been deployed the NTC operators continue with the other deployment activities these include the fitting of bridging rails, removal of straps and dunnage, set up of clipping unit if required. Once these activities are complete the machine is function tested.

Q: How long from the deployment of the NTC will it take to prepare the machine for the commencement of the relay?A: If the relay is planned to commence straight after the deployment of the machine the deployment team will be planned for what we call a deploy/production shift and the team will consist of four operators, this increase in personnel will significantly decrease the preparation time although overall preparation time is dependent on the quantity of wagons and yardage planned.

6.2.2 Productionstaff Requirements - For production activities the NTC machine utilises four Operator/Techs as standard, this number may increase dependant on a number of variants, production Operator/Techs will require a Coss to be supplied to them by the client for the duration of the shift, during the production shift the NTC supervisor will liaise with the SM, Coss and ES.

Communications - The NTC operators shall carry out production activities with use of back-to-back radio communications, the radios are specific to the NTC machine and are independent of any other radio communications used by the client’s staff, the chart below highlights some of the communications that take place.

Coss engineering supervisor site Manager

•Communications with the coss to provide a pre-work site briefing including C form.

• Inform operators of machine movements within worksite.

•Monitor onsite safety of staff.

•Possible communication relating to machine moves within the worksite.

•Organise the loco and driver for the recovery of the NTC machine post production.

•Communications with SM to start/stop the machine.

•Discuss site issues.

•Discuss machine issues including breakdowns.

Production shift (ntC Relay) - Consists of the installation and alignment of the sleepers onto the ballast formation by the main operator; rails are then threaded into the housings of the sleepers and aligned to the sprayed centre line by the liner operator. The last process is the clipping of the sleepers by the clipping unit.

Once the site preparation is complete or a sufficient amount of the preparation has been completed, the process of instilling the sleepers can commence using the NTC machine; this is commonly known as the production shift. The production shift compromises of three main stages these are as follows:-

Cut in - The production process begins with the cut in (See Fig.1), this is where the machine travels up to the starting point of the relay and positions itself on the ballast formation at the point where the first sleeper is to be positioned, once in position the rails are picked up by the NTC machine and placed into the three clamps, the clamps hold the rail wide enough to enable the sleepers to be positioned onto the ballast formation. Once this process has taken place the machine has cut in and is ready to commence the relay. The time taken to cut the machine in is from 15 minutes onwards dependant on the complexity of the site.

Cut in (Removal of clips) – A minimum of twenty clips on the existing sleepers will need to be removed/unclipped to enable the NTC machine to cut in; fig.5 shows the cut in point of a relay, this type of cut in has additional wooden sleepers installed to reflect a transition to steel sleepers additional sleepers have been unclipped on the existing concretes in order to meet the required twenty sleepers. Other types of relay do not require additional sleepers to be positioned at the cut in point where this is the case twenty existing sleepers would be unclipped.FAQ’s


information provided by the client, the rail is then fed into the sleeper housings and aligned to the sprayed centre line supplied by the client’s technical staff. The final part of the relay process is the clipping up of the sleepers by the clipping unit. During the NTC relay the machine will need to negotiate the clamps which are used to join each length of rail, this will slow the machine down until the clamps have been safely negotiated.

Rail (Cutting and Plating) – When the NTC machine is in production the next joints can be cut and plated in front of the machine, the movement of the rail needs to be monitored to ensure there is no movement in the rail as this can cause gaps or excess rail which will prevent the rails from being butted up prior to plating and clamping the joint.

Fig.3 Rails plated and clamped with four fassetta rails are cut adjacent to each other.

Fig.4 The Spacer bar spaces sleepers to required clamps, spacing.

Q: Can the machine cut in from bullhead rail?A: The cut in point preparation will differ when using bullhead rail, as the rail can not be removed from the bullhead housings by the machine an additional 20 sleepers will need to be positioned at the start of the relay, the rail can then be jointed to the bullhead rail in the normal way and positioned in the housings of the additional sleepers but must remain unclipped.

Q: Can the machine cut in from S&C?A: The cut in point preparation will differ when cutting in directly following S&C, as the machine requires a minimum of 20 sleepers to be unclipped to enable it to cut in an additional 20 sleepers will need to be positioned at the start of the relay, the rail can then be jointed to the existing rail in the normal way and positioned in the housings of the additional sleepers but must remain unclipped.

Fig.1 Clamp 3a picks up the rail.

Fig.2 The rail being positioned into clamp No2

Relay – The relay process begins when the NTC machine has dropped the first sleeper into position, the machine then continues to relay and space the sleepers on the ballast formation to the required specification from


Clipping Unit (Clipping Ratio) – The clipping ratio of the NTC machine can be adjusted from 1 in 1 ratio to 1 in 10 ratio dependant on the client’s requirements, the clipping unit will attempt to achieve the desired clipping ratio to the best of its ability, this is very much reliant on the bed conditions and quality as to whether it is achievable.

Fig.3 Drop off from cut in point preventing clipping.

Fig.4 Sleepers not in housings cannot be clipped.

FAQ’sQ: Will the clipping unit clip all of the sleepers?A: The clipping unit will endeavour to clip all of the sleepers although this is by no means a guarantee as this is very much dependant on bed conditions, the quality of the bed dictates whether the rail sits firmly into the sleeper housings. The clipping unit has targets set to achieve 95% clipping ratio, giving a 5% margin for the clipping unit not clipping sleepers that should be achievable.

Q: What about the missed sleepers that have not been clipped?A: It is advisable to have a snagging team at the rear of the machine to snag any clips missed by the NTC machine.

sleeper spacing – The sleepers once positioned onto the ballast formation are then spaced to the correct sleeper spacing, the NTC machine has a datum wheel that runs on the newly installed rail, once the sleeper has been dropped the datum wheel records the distance travelled and deploys the spacer bar which squares the sleeper and spaces it to the sleepers spacing set by the Jupiter control screen.

Cut out – When the machine reaches the end of the relay the cut out process begins, with the use of ramps the machine will travel up onto the existing formation until the last sleeper has been positioned onto the ballast formation, the machine will then continue forward and stop at the cut out position. The rail handling clamps will then be utilised to hold the rail in position while the client’s ground staff cut the rail in order for it to be joined to the existing track (See Fig.5 & 6). Once the rails have been cut and plated to the existing track the machine can then propel clear of the worksite.

Fig.5 Rail held in position by clamp no3a and marked

Fig.6 Clamp no3a holds the rail during cutting.


Q: How do you know what ratio of clips have been successfully clipped by the machine?A: The NTC supervisor is responsible for the product quality including clipping of sleepers, he monitors the clipping unit periodically throughout the shift and reports the success rate of the clipper and conditions that prevent sleepers being clipped on the NTC Phires form, and is presented to the client’s onsite staff concluding the relay. Any improvements that can be made to increase the clipping ratio during the relay are performed in adjustments made to the clipper unit.

Q: What if the clipping unit fails?A: In the event of the clipping unit failing during the relay the NTC operators will assess the problem and make the relevant onsite repairs, the machine does carry strategic spares for the unit. In the rare event of a total failure the unit will have to be stowed and clipping will need to be done by onsite staff, in some cases the client may choose to have a clipping unit on standby as an emergency. See 5.2.6 Contingency

6.2.3 DemobilisationRecovery Process - Demobilisation of the NTC machine is similar to the deployment of the NTC machine, in effect it is a reverse process.

ntC Machine (Loading of truss Beam) - The NTC Truss Beam will be recovered as stated in the Balfour Beatty NTC work Instruction WI/SP/01 Form F3, this process requires the NTC operators to start the NTC machine and utilising the control pendants and Jupiter system shall deploy the jack legs onto the ballast formation to raise the front and the beam grabber to raise the rear of the NTC to a sufficient height to allow the Truss Wagon to be propelled underneath. The truss wagon is then propelled underneath the Truss Beam by the loco, this process requires the clients ES to conduct radio communications with the loco driver with additional guidance from the NTC operator. Once the truss wagon has reattached to the reception wagon the final stages of the recovery process are completed along with the pre-transit documentation WI/SP/01 – Form F3: Certificate of Vehicle Safety for the New Track Construction (NTC) Machine.

Fig.1 NTC machine stowed on transport wagon prior to leaving the worksite.

sleeper Wagon (Bridging Rails) – As part of the demobilisation activities the bridging rails that connect between each wagon will need to be removed and stowed in the correct stowage position on the wagons.

sleeper Wagon (straps & Dunnage) – All dunnage accumulated in the sides of the wagons during the shift will need to be correctly stowed for transit, the KRA type wagons do not have stowage availability on the outsides of the wagon and will require relocating into the centre section of the wagon, once stowed the dunnage is secured with retaining straps. FEA type wagons has stowage pods for dunnage therefore will only require retaining straps to be fitted prior to departing site.

sleeper Wagon (Loaded & Part Loaded) – Following the completion of the production shift the remaining sleepers will require safe loading before leaving site, the dunnage and straps are refitted and the wagons are then carded for transit by the NTC operating staff. Part loads are acceptable as long as they are full packs of sleepers; part packs are not permitted and therefore will need removing from the wagons prior to transit of the machine.

FAQ’sQ: What happens to any sleepers not used upon completion of the relay?A: Sleepers can remain on the wagons to depart site as long as they remain FULL packs of sleepers, part packs are not accepted for load examination purposes as set out in the NWR loading manual and will have to be removed from the sleeper wagons and removed from site by the client.

Q: Do the remaining packs of sleepers need to be equal amounts of packs in each of the 3 bays of a wagon?A: No, as long as the remaining full packs represent a ’balanced load’ they can be load examined for departing


site. As an example 2 full packs of sleepers could be positioned 1 pack in each end bay of the wagon and no packs in the middle pod, 2 packs of sleepers can also be placed in the middle bay of a wagon with no packs in the end bays, both examples are acceptable.

Q: Who load examines the remaining sleepers upon completion of the relay?A: All members of the Balfour Beatty NTC team have load examination certification enabling them to load examine the NTC/FEA and/or KRA wagons. This action is done as part of their duties for demobilisation.

Q: Can a member of the NTC perform load examination of any other wagons other than the NTC/ FEA and KRA wagons?A: No, the NTC staff have load examination certificates specifically for use with the NTC machine and FEA/KRA wagons.

6.2.4 Breakdown & RecoveryIn the event of a breakdown to NTC machine whilst within a worksite repairs to the machine will be carried out by the operator/techs. The nature of the breakdown will be assessed by the Supervisor and reported to the client’s onsite staff along with timescales for repair; communication shall also take place with BBRL on call manager along with Hither Green control who will keep a log of the events taking place to form a final report for the worksite.

spares – Both NTC machines carry strategic spares to enable the operator/techs to carry out onsite repairs where required, the spares list is constantly reviewed taking into consideration previous site issues and modifications.

equipment – Tooling is strategically placed on the machines to allow repairs to be carried out as efficiently as possible thus minimising onsite delays through breakdowns, additionally the machines also have welding and grinding capability.

Redundancy – In the unlikely event of a catastrophic failure the NTC machine will need to be recovered,In the event of a failure to the main engine the machines each have a spare engine on the reception wagon, the spare engine can be utilised to recover the machine back onto its transport wagon.


seCtIon 7.0 - FoRMs AnD DAtA sHeets


7.1 Work order Form MP/sP/01 Form F2

MP/sP/01 - Form F2: new track Construction Machine – Customer Work order

This form is to be completed by the customer and submitted with a work/purchase order for the applicable works no less than 12 weeks prior to the date of work.

Part 1 - Customer Details

Customer: BALFOUR BEATTY RAIL INFRASTRUCTURE SERVICES LIMITED

REDHILL RAIL HEAD OFFICE

86 STATION ROAD

REDHILL

SURRY RH1 1PQ

WC1B 5EH

Customer Contact: Telephone:

Customer Job No: Customer Order No:

Part 2 - Worksite Details

Worksite:

Week No: Date Of Work:

Area: Wessex East Anglia

(‘X’ Applicable) Sussex West Anglia

Kent Other (Specify)

Location:Start Miles Start Chain End Miles END CHAIN

Total Yds: Direction Of Work:

Site AccessAddress:

Possession Hrs Start Date: Finish Date:

Line(Up/Dn) Start Time: Finish Time:

Site Inspection Date: Site Meeting Date:


7.1 Work order (continued)

Part 3 - Worksite Details (cont)

Max Curve: TBC m Max Cant: TBC mm

Max Grad: 1 in TBC Ole/3Rd Rail/None: TBC

Rail Type: TBC Sleeper Type: TBC

Clip Type: TBC Sleeper Spacing: TBC

Clip-Ratio: 1 in TBC Clamp Type: TBC

Part 4 – ntC Requirements

Start Finish

NTC Mobilisation: TBC TBC

No. Of Production Shifts Req. TBC NTC Production: TBC TBC

NTC Demobilisation: TBC TBC

Sleeper Wagons: TBC Loading Config: TBC

Part 5 – Conditions of order

This Agreement is subject to the Terms and Conditions as specified in the Plain Line and S&C Track Renewals Services Agreement No. ____/___ unless specified otherwise.

Customer Name: TBC

Customer Signature: TBC

Date: TBC

Additional Information:

Please return this form and accompanying order to the

NTC BUSINESS UNIT, OLD STATION ROAD, SANDIACRE, NOTTS NG10 5AG

Fax: 01159 210479

Any queries when completing this form, please contact

the NTC DELIVERY MANAGER - Tel: 07967 669644


7.2 site Walk sheet

MP/sP/01 – Form F1 new track Construction Machine Work Plan

Worksite WK Customer Planned Date of Work

Project Engineer Yardage

Contact Number Possession Hrs Total

Site Information Specific Details V Hard (18pts) Hard (9pts)

Medium(2pts)

Easy (0pts)

Sleeper TypeGradient

Up 1 in 80+ 1 in 100+ 1 in 120+ 1 in 140+

Rail Type Down 1 in 60+ 1 in 80+ 1 in 100+ 1 in 120+

Spacing Curve <350m 350-500m 500-700m 700-1000m

Sleepers Required Cant 80mm> 60-80mm 40-60mm 0-40mm

Wagons Required Rail Length 200ft 350ft 709ft CWR

OHLE/3rd Rail Sleeper Changes required 3+ 2 1 None

PAP Time Catch Pits All Part - None

PDP Time Level Crossings Ltd Clear Bridges 3+ 2 1 None

Isolation Time Platforms Single Plt &Cut in + Clamps

Single Plt @Cut in Single Platform None

Direction of Work Customer Cat Relay Full Dig Part Dig within

site Part Dig @ Start Scarify

Line (Up/ Down/Single) Total Points

Cat Relay (Worksite)

Cat Relay (NTC) Cat 1 (30+) Cat 2 (23+) Cat 3 (13+) Cat 4 (0+)

Discussion Points (tick when discussed)Site Access (Mini bus if required?)Deployment area and deploying under live overheads (Note: We can

NOT move NTC under live overheads) Wagon type + amount required (FEA/KRA+1mt)Cut in (Note: min 20 sleepers required if existing is bullhead rail, discuss

placing a ‘belly’ in rail from last existing sleeper to prevent joint pulling apart, also cut new rail 30 sleepers back into existing to further prevent gaps in joint (only able to if same rail type)Positioning of rail (2ft either side of centre line)Jointing rail one ahead of machineTransition woods to be placed in front of NTC.Transport arrangements + driver availabilityAdditional staff Deploy + Pack (Coss required)Lowering catch pits (if applicable)Excess sleepers (Remove part load + load examine)notes (Add to site plan)Distance to Cut in, Recovery point travel (Main Op required on

deployment if required to travel machine)CWR rail MAX 3 pair on straight track, MAX 2 pair on curves.S&C availability to enhance options for deployment.

Site Access address:


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113.

0022

2546

3564

18.5

014

6.00

3064

4290

29.0

011

0.00

2546

3564

18.5

014

6.00

2451

3432

23.5

010

9.00

Not

es:

1. In

dica

tes

how

man

y ya

rds

can

be r

elay

ed b

ased

upo

n sp

acin

g sl

eepe

rs @

28/

leng

th2.

Indi

cate

s du

ratio

n fo

r st

art u

p ch

ecks

, mov

e to

'cut

in' p

oint

, rel

ayin

g an

d m

ove

clea

r fr

om 'c

ut o

ut' p

oint

. Doe

s no

t inc

lude

mob

ilisat

ion

& d

emob

ilisat

ion.

3. In

dica

tes

the

rela

ying

rat

e (y

ds/h

r) f

rom

firs

t sle

eper

to la

st s

leep

er (

excl

udes

cut

in a

nd c

ut o

ut ti

mes

).

Bal

four

Bea

tty F

EA (

16 F

EA's

in F

leet

)B

alfo

ur B

eatty

FEA

(16

FEA

's in

Fle

et)

Jarv

is K

RA

Jarv

is K

RA

Con

cret

eS

teel

Con

cret

eS

teel

162

195

162

156

No.

of

Sle

eper

W

agon

s

Rel

ay

(Yds

) S

ee

Not

e 1

Sle

eper

s R

equi

red

Dur

atio

n (H

rs)

See

N

ote

2

28/L

eng

th

Dur

atio

n (H

rs)

See

N

ote

2

Rel

ayin

g R

ate

See

N

ote

3

Rel

ay

(Yds

) S

ee

Not

e 1

Rel

ayin

g R

ate

See

N

ote

3

Rel

ay

(Yds

) S

ee

Not

e 1

Sle

eper

s R

equi

red

Dur

atio

n (H

rs)

See

N

ote

2

Sle

eper

s R

equi

red

Dur

atio

n (H

rs)

See

N

ote

2

Rel

ayin

g R

ate

See

N

ote

3

Rel

ayin

g R

ate

See

N

ote

3

Rel

ay

(Yds

) S

ee

Not

e 1

Sle

eper

s R

equi

red

7.3 Relay and Wagon Calculator (28/L)


Wagon

Sle

eper

Sle

epers

1108

162

1.5

0205.0

0130

195

1.7

0181.0

0108

162

1.5

0205.0

0104

156

1.6

0167.0

02

216

324

1.8

0256.0

0260

390

2.5

0174.0

0216

324

1.8

0256.0

0208

312

2.0

0199.0

03

324

486

2.4

0224.0

0390

585

3.1

0186.0

0324

486

2.4

0224.0

0312

468

2.8

0177.0

04

432

648

2.8

0235.0

0520

780

4.0

0174.0

0432

648

2.8

0235.0

0416

624

3.3

0182.0

05

540

810

3.5

0215.0

0650

975

4.7

0175.0

0540

810

3.5

0215.0

0520

780

4.1

0167.0

06

648

972

4.0

0218.0

0780

1170

5.8

0165.0

0648

972

4.0

0218.0

0624

936

4.7

0167.0

07

756

1134

4.7

0203.0

0910

1365

6.6

0163.0

0756

1134

4.7

0203.0

0728

1092

5.7

0157.0

08

864

1296

5.3

0203.0

01040

1560

7.8

0155.0

0864

1296

5.3

0203.0

0832

1248

6.4

0155.0

09

972

1458

6.1

0191.0

01170

1755

8.7

0152.0

0972

1458

6.1

0191.0

0936

1404

7.2

0152.0

010

1080

1620

6.7

0189.0

01300

1950

10.0

0145.0

01080

1620

6.7

0189.0

01040

1560

8.2

0144.0

011

1188

1782

7.6

0180.0

01430

2145

11.3

0139.0

01188

1782

7.6

0180.0

01144

1716

9.1

0142.0

012

1296

1944

8.3

0178.0

01560

2340

12.5

0136.0

01296

1944

8.3

0178.0

01248

1872

10.3

0135.0

013

1404

2106

9.0

0175.0

01690

2535

14.0

0131.0

01404

2106

9.0

0175.0

01352

2028

11.2

0132.0

014

1512

2268

10.0

0168.0

01820

2730

15.2

0128.0

01512

2268

10.0

0168.0

01456

2184

12.5

0127.0

015

1620

2430

10.9

0165.0

01950

2925

16.8

0124.0

01620

2430

10.9

0165.0

01560

2340

13.6

0124.0

016

1728

2592

11.9

0158.0

02080

3120

18.2

0121.0

01728

2592

11.9

0158.0

01664

2496

15.0

0128.0

017

1836

2754

12.8

0156.0

02210

3315

20.0

0117.0

01836

2754

12.8

0156.0

01768

2652

16.1

0117.0

018

1944

2916

14.0

0150.0

02340

3510

21.5

0115.0

01944

2916

14.0

0150.0

01872

2808

17.4

0115.0

019

2052

3078

14.9

0148.0

02470

3705

23.3

0111.0

02052

3078

14.9

0148.0

01976

2964

18.9

0111.0

020

2160

3240

16.2

0143.0

02600

3900

25.2

0108.0

02160

3240

16.2

0143.0

02080

3120

20.2

0109.0

021

2268

3402

17.2

0141.0

02730

4095

26.9

0106.0

02268

3402

17.2

0141.0

02184

3276

21.8

0105.0

022

2376

3564

18.5

0136.0

02860

4290

29.0

0103.0

02376

3564

18.5

0136.0

02288

3432

23.2

0103.0

0

Note

s:

1. In

dic

ate

s h

ow

many y

ard

s c

an b

e r

ela

yed b

ased u

pon s

pacin

g s

leepers

@ 3

0/le

ngth

2. In

dic

ate

s d

ura

tion f

or

sta

rt u

p c

hecks

, m

ove to 'c

ut in

' poin

t, r

ela

yin

g a

nd m

ove c

lear

from

'cut out'

poin

t. D

oes n

ot in

clu

de m

obilisatio

n &

dem

obilisatio

n.

3. In

dic

ate

s the r

ela

yin

g r

ate

(yds/h

r) f

rom

first sle

eper

to la

st sle

eper

(exclu

des c

ut in

and c

ut out tim

es).

Balfour

Beatty F

EA

(16 F

EA

's in

Fle

et)

Balfour

Beatty F

EA

(16 F

EA

's in

Fle

et)

Jarv

is K

RA

Jarv

is K

RA

Concre

teS

teel

Concre

teS

teel

162

195

162

156

No. of

Sle

eper

Wagons

Rela

y

(Yds)

See

Note

1

Sle

epers

R

equired

Dura

tion

(Hrs

) S

ee

Note

2

Rela

yin

g

Rate

See

Note

3

Rela

y

(Yds)

See

Note

1

Rela

yin

g

Rate

See

Note

3

Rela

y

(Yds)

See

Note

1

Sle

epers

R

equired

30

/Le

ng

th

Rela

yin

g

Rate

See

Note

3

Rela

y

(Yds)

See

Note

1

Sle

epers

R

equired

Dura

tion

(Hrs

) S

ee

Note

2

Sle

epers

R

equired

Dura

tion

(Hrs

) S

ee

Note

2

Rela

yin

g

Rate

See

Note

3

Dura

tion

(Hrs

) S

ee

Note

2

7.4 Relay and Wagon Calculator (30/L)


1 in

300

1 in

290

1 in

280

1 in

270

1 in

260

1 in

250

1 in

240

1 in

230

1 in

220

1 in

210

1 in

200

1 in

190

1 in

180

1 in

170

1 in

160

1 in

150

1 in

140

1 in

130

1 in

120

1 in

110

1 in

100

1 in

901 i

n 80

1 in

70Dr

y11

.0611

.2011

.3411

.5011

.6811

.8612

.0612

.2812

.5212

.7813

.0613

.3813

.7314

.1314

.5715

.0715

.6416

.3017

.0717

.9919

.0820

.4222

.0924

.24W

et15

.0615

.2415

.4515

.6615

.9016

.1516

.4216

.7217

.0417

.4017

.7918

.2218

.7019

.2319

.8320

.5221

.3022

.2023

.2524

.4925

.9827

.8030

.0733

.00Dr

y14

.5814

.7614

.9515

.1615

.3815

.6215

.8816

.1616

.4716

.8017

.1717

.5818

.0418

.5519

.1219

.7720

.5121

.3722

.3623

.5424

.9626

.6928

.8531

.63W

et19

.8520

.0920

.3520

.6420

.9421

.2621

.6222

.0022

.4222

.8823

.3823

.9424

.5625

.2526

.0326

.9127

.9229

.0930

.4532

.0533

.9836

.3339

.2843

.06Dr

y18

.1018

.3218

.5618

.8119

.0819

.3819

.6920

.0420

.4220

.8321

.2921

.7922

.3522

.9723

.6724

.4725

.3826

.4327

.6529

.1030

.8432

.9635

.6139

.02W

et24

.6424

.9425

.2625

.6125

.9826

.3826

.8127

.2827

.8028

.3628

.9829

.6630

.4231

.2732

.2333

.3134

.5535

.9837

.6539

.6241

.9844

.8748

.4953

.13Dr

y21

.6221

.8822

.1622

.4622

.7823

.1323

.5123

.9224

.3724

.8625

.4025

.9926

.2527

.3928

.2329

.1730

.2531

.4932

.9434

.6636

.7239

.2342

.3846

.42W

et24

.6429

.7930

.1730

.5831

.0231

.4932

.0132

.5733

.1833

.8434

.5835

.3936

.2937

.3038

.4339

.7141

.1842

.8744

.8547

.1949

.9953

.4157

.6963

.20Dr

y25

.1525

.4525

.7726

.1126

.4926

.8927

.3327

.8028

.3228

.8829

.5130

.2030

.9631

.8232

.7833

.8735

.1236

.5538

.2340

.2242

.6045

.5049

.1453

.81W

et34

.2334

.6435

.0835

.5536

.0636

.6137

.2037

.8538

.5539

.3240

.1741

.1142

.1543

.3244

.6346

.1147

.8149

.7752

.0554

.7557

.9961

.9566

.9073

.26Dr

y28

.6729

.0129

.3729

.7730

.1930

.6531

.1431

.6832

.2732

.9133

.6234

.4035

.2736

.2437

.3338

.5739

.9941

.6243

.5245

.7748

.4751

.7855

.9061

.21W

et39

.0339

.4934

.9940

.5341

.1041

.7342

.4043

.1343

.9344

.8145

.7746

.8348

.0249

.3450

.8352

.5154

.4456

.6659

.2562

.3265

.9970

.4976

.1183

.33Dr

y32

.1932

.5732

.9833

.4233

.8934

.4134

.9635

.5636

.2236

.9437

.7338

.6039

.5840

.6641

.8943

.2744

.8546

.6848

.8151

.3354

.3558

.0562

.6668

.60W

et43

.8244

.3444

.9045

.5046

.1446

.8447

.6048

.4249

.3150

.2951

.3752

.5653

.8855

.3657

.0258

.9161

.0763

.5566

.4569

.8874

.0079

.0385

.3193

.40Dr

y35

.7136

.1336

.5937

.0737

.6038

.1638

.7839

.4440

.1740

.9741

.8442

.8143

.8845

.0946

.4447

.9749

.7251

.7454

.1056

.8960

.2364

.3269

.4376

.00W

et48

.6249

.1949

.8150

.4751

.1951

.9652

.7953

.7054

.6955

.7756

.9658

.2859

.7561

.3863

.2265

.3167

.6970

.4573

.6677

.4582

.0087

.5794

.5210

3.46

Dry

39.23

39.70

40.19

40.73

41.30

41.92

42.59

43.32

44.12

44.99

45.95

47.01

48.19

49.51

50.99

52.67

54.59

56.81

59.39

62.45

66.11

70.59

76.19

83.39

Wet

53.41

54.04

54.72

55.45

56.23

57.07

57.99

58.98

60.07

61.25

62.56

64.01

65.61

67.40

69.42

71.71

74.32

77.34

80.86

85.02

90.01

96.11

103.7

311

3.53

Dry

42.75

43.26

43.80

44.38

45.00

45.68

46.41

47.20

48.07

49.02

50.06

51.22

52.50

53.93

55.54

57.37

59.46

61.87

64.68

68.00

71.99

76.86

82.95

90.78

Wet

58.21

58.89

59.63

60.42

61.27

62.19

63.18

64.26

65.44

66.74

68.16

69.73

71.47

73.43

75.62

78.11

80.95

84.23

88.06

92.58

98.01

104.6

411

2.94

123.6

0Dr

y46

.2846

.8247

.4048

.0348

.7149

.4350

.2251

.0852

.0253

.0554

.1755

.4256

.8158

.3660

.1062

.0764

.3366

.9369

.9773

.5677

.8783

.1389

.7298

.18W

et63

.0063

.7464

.5465

.3966

.3167

.3068

.3869

.5570

.8272

.2273

.7575

.4577

.3479

.4581

.8284

.5187

.5891

.1395

.2610

0.15

106.0

111

3.18

122.1

413

3.66

Dry

49.80

50.38

51.01

51.68

52.41

53.19

54.04

54.96

55.97

57.07

58.28

59.62

61.11

62.47

64.65

66.77

69.20

72.00

75.26

79.12

83.75

89.41

96.48

105.5

7W

et67

.8068

.5969

.4570

.3671

.3572

.4273

.5774

.8376

.2077

.7079

.3581

.1883

.2085

.4788

.0290

.9194

.2198

.0210

2.46

107.7

111

4.02

121.7

213

1.35

143.7

3Dr

y53

.3253

.9454

.6255

.3456

.1156

.9557

.8658

.8459

.9261

.1062

.4063

.8365

.4267

.2069

.2071

.4774

.0777

.0680

.5584

.6889

.6395

.6810

3.24

112.9

7W

et72

.5973

.4474

.3675

.3476

.3977

.5378

.7780

.1181

.5883

.1884

.9586

.9089

.0791

.4994

.2297

.3110

0.84

104.9

110

9.66

115.2

812

2.02

130.2

614

0.56

153.8

0Dr

y56

.8457

.5158

.2258

.9959

.8160

.7161

.6762

.7263

.8765

.1366

.5168

.0369

.7371

.6273

.7676

.1778

.9382

.1285

.8490

.2395

.5110

1.95

110.0

012

0.36

Wet

77.39

78.29

79.27

80.31

81.43

82.65

83.97

85.40

86.96

88.67

90.55

92.62

94.93

97.51

100.4

210

3.71

107.4

711

1.80

116.8

712

2.85

130.0

313

8.80

149.7

716

3.87

Note1

: Calc

ulatio

ns ar

e bas

ed on

the m

inimu

m cu

rve fo

r NTC

of 30

0m

Note2

: The

Max

imum

trac

tive e

ffort

befor

e san

ding i

s req

uired

is <

70t

Note3

: The

calcu

lation

s are

base

d on u

sing t

he he

avies

t of th

e wag

ons w

hich a

re FE

A's (3

0.5t)

for gr

adien

ts tha

t are

on th

e trac

tion l

imit i

t wou

ld be

advis

able

to us

e KRA

's wi

th an

FEA

at th

e rea

r to e

limina

te th

e nee

d for

a run

ner w

agon

Note4

: The

Blue

and R

ed lin

es in

dicate

the l

imits

of tr

actio

n whe

re Sa

nding

wou

ld be

requ

ired.

Blue

is fo

r FEA

's an

d Red

is fo

r KRA

's (C

alcula

tions

do no

t sho

w on

this

chart

for K

RA's

it is h

owev

er an

ind

icator

for w

agon

quan

tities

etc

Sleeper Wagon Quantity and Conditions

FEA/

G44

12 13 148 9 10 11

Grad

ient

1 2 3 4 5 6 7

7.5 Relay and Wagon Calculator (Concrete)


1 in

300

1 in

290

1 in

280

1 in

270

1 in

260

1 in

250

1 in

240

1 in

230

1 in

220

1 in

210

1 in

200

1 in

190

1 in

180

1 in

170

1 in

160

1 in

150

1 in

140

1 in

130

1 in

120

1 in

110

1 in

100

1 in

90

Dry

17.7

017

.91

18.1

418

.39

18.6

518

.94

19.2

519

.59

19.9

620

.37

20.8

121

.30

21.8

522

.46

23.1

523

.93

24.8

225

.84

27.0

428

.46

30.1

632

.24

Wet

24.0

924

.38

24.7

025

.03

25.4

025

.79

26.2

126

.67

27.1

827

.73

28.3

329

.00

29.7

530

.58

31.5

132

.57

33.7

935

.19

36.8

238

.75

41.0

643

.89

Dry

19.7

319

.97

20.2

220

.49

20.7

921

.11

21.4

521

.83

22.2

422

.69

23.1

823

.73

24.3

325

.01

25.7

726

.64

27.6

328

.76

30.0

931

.66

33.5

535

.85

Wet

26.8

627

.18

27.5

327

.90

28.3

028

.74

29.2

129

.72

30.2

830

.89

31.5

632

.30

33.1

334

.05

35.0

936

.27

37.6

139

.16

40.9

743

.11

45.6

848

.81

Dry

21.7

622

.02

22.3

022

.60

22.9

323

.28

23.6

624

.07

24.5

225

.01

25.5

526

.15

26.8

227

.56

28.4

029

.35

30.4

331

.69

33.1

534

.87

36.9

439

.47

Wet

29.6

229

.98

30.3

630

.77

31.2

131

.69

32.2

132

.77

33.3

834

.05

34.7

935

.61

36.5

137

.53

38.6

739

.96

41.4

343

.14

45.1

347

.47

50.2

953

.74

Dry

23.7

924

.08

24.3

824

.71

25.0

625

.44

25.8

626

.31

26.8

027

.34

27.9

328

.58

29.3

030

.12

31.0

332

.06

33.2

434

.61

36.2

038

.08

40.3

343

.09

Wet

32.3

932

.78

33.1

933

.64

34.1

234

.64

35.2

035

.82

36.4

837

.22

38.0

238

.91

39.9

041

.00

42.2

443

.65

45.2

647

.11

49.2

851

.84

54.9

158

.66

Dry

25.8

226

.13

26.4

626

.82

27.2

027

.61

28.0

628

.55

29.0

829

.66

30.3

031

.00

31.7

932

.67

33.6

534

.77

36.0

537

.53

39.2

541

.28

43.7

246

.71

Wet

35.1

535

.58

36.0

336

.51

37.0

337

.59

38.2

038

.86

39.5

940

.38

41.2

542

.21

43.2

844

.47

45.8

247

.34

49.0

851

.09

53.4

456

.20

59.5

363

.59

Dry

27.8

528

.19

28.5

428

.92

29.3

429

.78

30.2

630

.78

31.3

631

.98

32.6

733

.43

34.2

735

.22

36.2

837

.48

38.8

640

.45

42.3

044

.49

47.1

250

.33

Wet

37.9

238

.37

38.8

639

.38

39.9

440

.54

41.2

041

.91

42.6

943

.54

44.4

845

.51

46.6

647

.95

49.3

951

.03

52.9

155

.07

57.5

960

.57

64.1

568

.52

Dry

29.8

930

.24

30.6

231

.03

31.4

731

.95

32.4

633

.02

33.6

334

.30

35.0

435

.85

36.7

637

.77

38.9

140

.20

41.6

743

.37

45.3

547

.70

50.5

153

.94

Wet

40.6

941

.17

41.6

942

.25

42.8

543

.49

44.2

044

.96

45.7

946

.70

47.7

148

.81

50.0

551

.42

52.9

754

.73

56.7

359

.04

61.7

464

.93

68.7

673

.44

Dry

31.9

232

.30

32.7

033

.14

33.6

134

.12

34.6

635

.26

35.9

136

.63

37.4

138

.28

39.2

440

.32

41.5

342

.91

44.4

846

.29

48.4

050

.90

53.9

057

.56

Wet

43.4

543

.97

44.5

245

.12

45.7

646

.45

47.1

948

.01

48.8

949

.87

50.9

352

.12

53.4

354

.90

56.5

558

.42

60.5

563

.02

65.9

069

.30

73.3

878

.37

Dry

33.9

534

.35

34.7

835

.25

35.7

436

.28

36.8

737

.50

38.1

938

.95

39.7

840

.71

41.7

342

.87

44.1

645

.62

47.2

949

.21

51.4

654

.11

57.2

961

.18

Wet

46.2

246

.77

47.3

547

.98

48.6

649

.40

50.1

951

.05

52.0

053

.03

54.1

655

.42

56.8

158

.37

60.1

262

.11

64.3

867

.00

70.0

573

.66

78.0

083

.29

Dry

35.9

836

.41

36.8

637

.35

37.8

838

.45

39.0

739

.74

40.4

741

.27

42.1

643

.13

44.2

145

.43

46.7

948

.33

50.1

052

.13

54.5

157

.31

60.6

864

.80

Wet

48.9

849

.56

50.1

950

.85

51.5

752

.35

53.1

954

.10

55.1

056

.19

57.3

958

.72

60.2

061

.84

63.7

065

.80

68.2

070

.97

74.2

178

.03

82.6

288

.22

Dry

38.0

138

.46

38.9

439

.46

40.0

240

.62

41.2

741

.98

42.7

543

.60

44.5

345

.56

46.7

047

.98

49.9

151

.04

52.9

055

.05

57.5

660

.52

64.0

768

.42

Wet

51.7

552

.36

53.0

253

.72

54.4

855

.30

56.1

957

.15

58.2

059

.35

60.6

262

.02

63.5

865

.32

67.2

769

.49

72.0

374

.95

78.3

682

.39

87.2

393

.15

Dry

40.0

440

.52

41.0

241

.57

42.1

542

.79

43.4

744

.22

45.0

345

.92

46.9

047

.98

49.1

850

.53

52.0

453

.75

55.7

157

.97

60.6

163

.73

67.4

772

.04

Wet

54.5

255

.16

55.8

556

.59

57.3

958

.25

59.1

860

.20

61.3

062

.52

63.8

565

.32

66.9

668

.79

70.8

573

.18

75.8

578

.93

82.5

286

.76

91.8

598

.07

Dry

42.0

842

.57

43.1

043

.67

44.2

944

.95

45.6

746

.45

47.3

148

.24

49.2

750

.41

51.6

753

.08

54.6

756

.47

58.5

260

.89

63.6

666

.93

70.8

675

.65

Wet

57.2

857

.96

58.6

859

.46

60.3

061

.20

62.1

863

.25

64.4

165

.68

67.0

868

.63

70.3

472

.27

74.4

376

.88

79.6

782

.90

86.6

791

.12

96.4

710

3.00

Dry

44.1

144

.63

45.1

845

.78

46.4

347

.12

47.8

748

.69

49.5

950

.57

51.6

452

.83

54.1

555

.63

57.2

959

.18

61.3

363

.81

66.7

170

.14

74.2

579

.27

Wet

60.0

560

.76

61.5

162

.33

63.2

164

.15

65.1

866

.29

67.5

168

.84

70.3

171

.93

73.7

375

.74

78.0

080

.57

83.5

086

.88

90.8

395

.49

101.

0910

7.92

Dry

46.1

446

.68

47.2

647

.89

48.5

649

.29

50.0

850

.93

51.8

752

.89

54.0

155

.26

56.6

458

.18

59.9

261

.89

64.1

466

.74

69.7

673

.34

77.6

482

.89

Wet

62.8

163

.55

64.3

565

.20

66.1

167

.10

68.1

869

.34

70.6

172

.01

73.5

475

.23

77.1

179

.21

81.5

884

.26

87.3

290

.86

94.9

899

.85

105.

7011

2.85

Dry

48.1

748

.74

49.3

450

.00

50.7

051

.46

52.2

853

.17

54.1

455

.21

56.3

957

.68

59.1

260

.73

62.5

564

.60

66.9

569

.66

72.8

276

.55

81.0

386

.51

Wet

65.5

866

.35

67.1

868

.07

69.0

270

.05

71.1

772

.39

73.7

275

.17

76.7

778

.53

80.4

982

.69

85.1

587

.95

91.1

594

.83

99.1

410

4.22

110.

3211

7.78

Dry

50.2

050

.79

51.4

252

.10

52.8

353

.62

54.4

855

.41

56.4

257

.53

58.7

660

.11

61.6

163

.29

65.1

767

.31

69.7

672

.58

75.8

779

.76

84.4

290

.13

Wet

68.3

569

.15

70.0

170

.94

71.9

373

.01

74.1

775

.44

76.8

278

.33

79.9

981

.83

83.8

886

.16

88.7

391

.64

94.9

798

.81

103.

2910

8.58

114.

9412

2.70

Dry

52.2

352

.85

53.5

054

.21

54.9

755

.79

56.6

857

.65

58.7

059

.86

61.1

362

.53

64.0

965

.84

67.8

070

.02

72.5

775

.50

78.9

282

.96

87.8

193

.74

Wet

71.1

171

.95

72.8

473

.80

74.8

475

.96

77.1

778

.48

79.9

281

.49

83.2

285

.14

87.2

639

.63

92.3

195

.33

98.7

910

2.79

107.

4411

2.95

119.

5512

7.63

Dry

54.2

754

.90

55.5

856

.32

57.1

157

.96

58.8

859

.89

60.9

862

.18

63.5

064

.96

66.5

868

.39

70.4

372

.74

75.3

778

.42

81.9

786

.17

91.2

197

.36

Wet

73.8

874

.75

75.6

876

.67

77.7

578

.91

80.1

781

.53

83.0

284

.66

86.4

588

.44

90.6

493

.11

95.8

899

.03

102.

6210

6.76

111.

6011

7.31

124.

1713

2.55

Dry

56.3

056

.96

57.6

658

.42

59.2

460

.13

61.0

862

.13

63.2

664

.50

65.8

767

.38

69.0

670

.94

73.0

575

.45

78.1

881

.34

85.0

289

.37

94.6

010

0.98

Wet

76.6

477

.54

78.5

179

.54

80.6

681

.86

83.1

684

.58

86.1

387

.82

89.6

891

.74

94.0

396

.58

99.4

610

2.72

106.

4411

0.74

115.

7512

1.68

128.

7913

7.48

Not

e1:

Cal

cula

tions

are

bas

ed o

n th

e m

inim

um c

urve

for

NTC

of 3

00m

N

ote2

: Th

e M

axim

um t

ract

ive

effo

rt b

efor

e sa

ndin

g is

req

uire

d is

<70

tN

ote3

: Th

e ca

lcul

atio

ns a

re b

ased

on

usin

g th

e he

avie

st o

f the

wag

ons

whi

ch a

re F

EA

's (

30.5

t) fo

r gr

adie

nts

that

are

on

the

trac

tion

limit

it w

ould

be

advi

sabl

e to

use

KR

A's

with

an

FE

A a

t th

e re

ar t

o el

imin

ate

the

nee

d fo

r a

runn

er w

agon

Not

e4:

The

Blu

e an

d R

ed li

nes

indi

cate

the

lim

its o

f tra

ctio

n w

here

San

ding

wou

ld b

e re

quire

d. B

lue

is fo

r F

EA

's a

nd R

ed is

for

KR

A's

(C

alcu

latio

ns d

o no

t sh

ow o

n th

is c

hart

for

KR

A's

it is

how

ever

an

indi

cato

r fo

r w

agon

qua

ntiti

es

Gra

dien

t

5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

FEA

/Ste

els

21 22 23 24

7.6 Relay and Wagon Calculator (steel)


Wag

ons

L1

23

45

67

89

1011

1213

1415

1617

Acc

umul

ativ

e S

LU's

3.00

11.8

814

.85

17.8

220

.79

23.7

626

.73

29.7

032

.67

35.6

438

.61

41.5

844

.55

47.5

250

.49

53.4

656

.43

59.4

0S

LU's

3.00

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

Feet

6363

6363

6363

6363

6363

6363

6363

6363

63M

etre

s19

.219

.219

.219

.219

.219

.219

.219

.219

.219

.219

.219

.219

.219

.219

.219

.219

.2W

agon

sL

12

34

56

78

910

1112

1314

1516

17

Sle

eper

Typ

eS

ingl

e Lo

aded

W

agon

Wei

ght

(Ton

nes)

G44

Con

cret

e @

162

S

leep

ers

Per

Wag

on77

.426

9.4

346.

842

4.2

501.

657

9.1

656.

573

3.9

811.

388

8.7

966.

110

43.5

1120

.911

98.3

1275

.713

53.2

1430

.615

08.0

G45

Con

cret

e @

162

P

er W

agon

77.4

269.

434

6.8

424.

250

1.6

579.

165

6.5

733.

981

1.3

888.

796

6.1

1043

.511

20.9

1198

.312

75.7

1353

.214

30.6

1508

.0

EG

49(3

R) C

oncr

ete

@

162

Per

Wag

on73

.426

5.4

338.

841

2.2

485.

655

9.0

632.

470

5.8

779.

285

2.6

926.

099

9.4

1072

.811

46.2

1219

.612

93.0

1366

.414

39.8

EG

47 C

oncr

ete

@ 1

62

Per

Wag

on73

.426

5.4

338.

841

2.2

485.

655

9.0

632.

470

5.8

779.

285

2.6

926.

099

9.4

1072

.811

46.2

1219

.612

93.0

1366

.414

39.8

W56

0H S

teel

@ 1

56

Per

Wag

on40

.523

2.5

273.

031

3.5

354.

039

4.5

435.

047

5.5

516.

055

6.5

597.

063

7.5

678.

071

8.5

759.

079

9.5

840.

088

0.5

NR

S1

Tim

ber @

189

P

er W

agon

50.7

242.

729

3.4

344.

139

4.8

445.

549

6.2

546.

959

7.6

648.

369

9.0

749.

780

0.4

851.

190

1.8

952.

510

03.2

1053

.9

LOC

OM

OTI

VE

(No

calc

ulat

ions

)R

oute

Ava

ilabi

lity

: RA

7 w

orki

ngK

RA

WA

GO

N -

LOA

DE

DG

auge

Pro

file

: W6A

in tr

ansi

tK

RA

WA

GO

N -

EM

PTY

(Req

uire

d to

allo

w G

antry

to a

cces

s la

st lo

aded

KR

A)

NTC

incl

. Tru

ss B

eam

Wag

on, R

ecep

tion

Wag

on a

nd S

elf-P

ower

ed W

agon

N.B

. Thi

s sh

eet c

an b

e us

ed to

ass

embl

e th

e tra

in fo

rmat

ion

requ

ired

for e

ach

shift

and

will

calc

ulat

e th

e w

eigh

t and

leng

th to

be

advi

sed

to N

DS

for h

aula

ge m

ovem

ent

57.6

SLU

Dat

a fo

r N

TC a

nd K

RA

Wag

ons

NTC

8.91

8.91

189

NTC

NTC

Acc

umul

ativ

e W

eigh

t of p

lant

incl

udin

g sl

eepe

rs

192.

0

192.

0

192.

0

192.

0

192.

0

192.

0

L 1 1

7.7 sLU Data KRA Wagons


Wag

ons

L1

23

45

67

89

1011

1213

1415

16A

ccum

ulat

ive

SLU

's3.

0011

.88

14.8

517

.82

20.7

923

.76

26.7

329

.70

32.6

735

.64

38.6

141

.58

44.5

547

.52

50.4

953

.46

56.4

3S

LU's

3.00

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

2.97

Fee

t63

6363

6363

6363

6363

6363

6363

6363

63M

etre

s19

.219

.219

.219

.219

.219

.219

.219

.219

.219

.219

.219

.219

.219

.219

.219

.2W

agon

sL

12

34

56

78

910

1112

1314

1516

Sle

eper

Typ

eS

ingl

e Lo

aded

W

agon

Wei

ght

(Ton

nes)

G44

Con

cret

e @

162

S

leep

ers

Per

Wag

on79

.927

1.9

351.

843

1.7

511.

659

1.5

671.

475

1.3

831.

291

1.1

991.

010

70.9

1150

.812

30.7

1310

.613

90.5

1470

.4

G45

Con

cret

e @

162

Per

W

agon

79.9

271.

935

1.8

431.

751

1.6

591.

567

1.4

751.

383

1.2

911.

199

1.0

1070

.911

50.8

1230

.713

10.6

1390

.514

70.4

EG

49(3

R) C

oncr

ete

@

162

Per

Wag

on75

.926

7.9

343.

841

9.7

495.

657

1.5

647.

472

3.3

799.

287

5.1

951.

010

26.9

1102

.811

78.7

1254

.613

30.5

1406

.4

EG

47 C

oncr

ete

@ 1

62

Per

Wag

on75

.926

7.9

343.

841

9.7

495.

657

1.5

647.

472

3.3

799.

287

5.1

951.

010

26.9

1102

.811

78.7

1254

.613

30.5

1406

.4

W56

0H S

teel

@ 1

95 P

er

Wag

on46

.123

8.1

284.

233

0.3

376.

442

2.5

468.

651

4.7

560.

860

6.9

653.

069

9.1

745.

279

1.3

837.

488

3.5

929.

6

NR

S1

Tim

ber @

189

Per

W

agon

53.2

245.

229

8.4

351.

640

4.8

458.

051

1.2

564.

461

7.6

670.

872

4.0

777.

283

0.4

883.

693

6.8

990.

010

43.2

LOC

OM

OTI

VE

Rou

te A

vaila

bilit

y : R

A7

wor

king

FE

A W

AG

ON

- LO

AD

ED

Gau

ge P

rofil

e : W

6A in

tran

sit

NTC

incl

. Tru

ss B

eam

Wag

on, R

ecep

tion

Wag

on a

nd S

elf-P

ower

ed W

agon

N.B

. Thi

s sh

eet c

an b

e us

ed to

ass

embl

e th

e tra

in fo

rmat

ion

requ

ired

for e

ach

shift

and

will

cal

cula

te th

e w

eigh

t and

leng

th to

be

advi

sed

to N

DS

for h

aula

ge m

ovem

ent

57.6

SLU

Dat

a fo

r N

TC

and

FE

A W

agon

s

Acc

umul

ativ

e W

eigh

t of p

lant

incl

udin

g sl

eepe

rs

NTC

8.91

8.91

189

NTC

192.

0

192.

0

192.

0

192.

0

192.

0

192.

0

L 1N

TC

7.8 sLU Data FeA Wagons

ntc user & information guide - july 2011

Documents

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ntc planning

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ntc booklet rev

ntc sleeper wagon allocation

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