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Visit to Siemens’ Kings Heath depot TIRO Annual Members’ Lunch 2013 Signal sighting
he Midlands Area visit to the Northampton-based facility was hosted by maintenance manager
Gordon Virgo. The depot, which opened in 2006 and employs around 150 people, also houses the service headquarters of Siemens’ Rail Systems division. In addition to on-site staff, a satellite facility is based at Crewe and some staff are allocated to the Network Rail office in Birmingham as frontline problem solvers.
More than 70 trains are maintained and
serviced on-site, 67 of which are the fleet of London Midland-operated Siemens Desiro Class 350/1 and 350/2 which are based there. 62 of the 67 units are required daily and five out of seven Class 321’s are in service Monday to Friday, with 45 units available at the weekend. The Class 350/1 fleet was upgraded to run at 110mph from December 2012, the first train of its type to be certified to do so. The trains are owned by three different companies, each of which presents unique challenges for the depot management. A further 10 Desiro Class 350/3 trains ordered by London Midland will come in to service and be maintained in the depot in 2014. Apprentices are taken on annually and
there are plans for a new training academy for rail on this site, in partnership with National Skills Academy for Railway Engineering.
T
he South West Area was privileged to have Dave Smart, First Great Western head of signalling development, give
a talk on the principles of signal sighting. Dave gave an overview from a driver’s perspective:
• visibility – the driver must be able to see the signal
• understanding – the driver must be able to interpret the message
• action – the driver must be able to react to the message
used on the network, from semaphore, types of colour light, LED signals to the latest VMS style, route indicators and unusual signals such as splitting distant signals. Signal sighting takes place for a
He explained the types of signalling Call: 01785 248113
Valuable opportunities for members to learn and share knowledge
large variety of reasons, normally for new works, electrification, new trains, additional routes being commissioned, multi-SPAD signals and a report by a driver of poor signal sighting. Signal sighting extends beyond
The site has a bogie drop facility and a computer controlled wheel lathe capable of profiling four wheels at once. The stores allow for the drawing of tools and large items and are supported by an intelligent electronic locker system which houses some of the consumables and calibrated tools. Contractors carry out internal train cleaning and the site has an external, eco- friendly, train washing facility which re- cycles about 80 per cent of the water used. Elsewhere in the depot, energy efficiency is included in areas like the controlled on- entry pit lighting.
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signalling and can include OFF indicators on platforms, fixed signals, platform signs, driver only mirrors monitors and building alterations. Examples of poor signal sighting were given, including a picture of the impact of The Shard on signal sighting on the approach to London Bridge station. Signal sighting is undertaken by a Signal Sighting Committee (SSC) which is responsible for ensuring compliance with standards that are workable and safe. The SSC assesses the signal sighting in an office, using the scheme plans and computer virtual reality modelling. A number of techniques and tools, such as a periscope sighting (to sight the proposed signal from the height of a driver’s cab) are used on site visits to the proposed location.
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South West Area: Modernising the Western Route – Swindon October 2012
On completion
South West Area: Operations Experience Day – West Somerset Railway, Minehead October 2012
of a visit or simulation, the SSC recommends changes or signs off a scheme. It also develops mitigations to improve signal sighting and read throughs. Dave provided examples of the SSC work at Reading where it developed the approach of signals being staggered high/ low on each line, so the driver
• readability – the driver must be clearly able to define each element of the signal
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Our Annual Lunch for Members and Guests will be h ld at The Mermaid, Puddle Dock, London. On Friday 19th April 2013 from midday. Our guest speaker is the Rt. Hon.undertaken on signal sighting. Simon Burns, Minister of State for Transport.
is able to determine which signal applies to each line on the approach to the new platforms, and where ‘back boards’ have been provided to prevent read throughs. With the modernisation of the Western Route underway there is a significant amount of work to be
DB Schenker fleet management talk
he North East Area had a talk by Martin Shaw, fleet manager DB Schenker, about the current DBS
locomotive fleet and its management. The fleet comprises of diesel electric classes 08/09, 59, 60, 66. 67 and electric classes 90, 92 and 325. (Royal Mail electric multiple units). The fleet management also includes the prestigious company train. Diesel electric locomotives are
maintained at Toton, except the 59s which are maintained at Merehead and the 67 at Crewe Electric depot alongside the electric locomotives. Fleet requirements are forecast for five years ahead based upon commercial projections. DB Schenker is an international company and locomotives are moved between the UK and mainland Europe to meet traffic demands. The success of fleet management
depends upon a robust operations plan. 70 per cent of this is fixed over a long period to meet working timetable requirements, but there is also an element of short-term planning to meet customer needs. Some planning is seasonal, for example the rail head treatment trains in the autumn. To underpin the above, a maintenance
plan is operated to match the requirements to keep the fleet working efficiently. A calendar-based approach ensures timely maintenance occurs to keep the locomotives available for traffic, and an asset management system known as Maximo (also linked to components suppliers), generates maintenance plans for each depot. External issues also have an impact, for example the reliability of GSMR and the need to fit ETCS in 2014. Real time locomotive control is
important, therefore two locomotive controllers and a maintenance controller are on each shift, in contact with the drivers, the depots, Network Rail, and customers. TOPS is still an important tool in maintenance, and the hours in traffic statistic helps determine requirements. Maintenance controllers provide a technical helpline to help drivers’ fault finding by telephone, with a 70-80 per cent success rate. Performance is calculated from the
systems in use and is considered daily by Fleet Management. A system of continuous improvement is pursued, with daily meetings between personnel to consider performance and develop policies.
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