a benefit (such as a reduction in materials) but actually cause
inefficiency on a scheme. The ASM also allows the use of another
programmable logic controller (PLC) hardware platform in the
future far more easily than was the case with previous bespoke
designs.
Level Crossing in a Box
The ‘Level Crossing in a Box’ (LCiaB) concept arose from the
idea of delivering a complete crossing in a container ready for
installation. This has now evolved to an element of ‘just in time’
delivery, but the concept of a complete and ready to install
crossing. In the Shepperton scheme, the solution has been
provided at Hampton MCB-CCTV (manually controlled barriers
with closed circuit television) crossing.
Currently, LCiaB is specified for MCB-CCTV, but it has been
designed so that is can easily be configured for other types of
MCB and as a miniature stop light (MSL) crossing. The crossing
solution consists of two or four barriers. It can be deployed either
as a standalone installation or part of an Atkins ASM signalling
system. Up to six sets of traffic signals (wig-wags) and four
‘Standing Red Man’ signals can be supported.
The barrier machine, supplied by Newgate, is also new to the
UK signalling market and is 110V AC powered, with the boom
driven by a three-phase inverter and motor through a gearbox.
Angular detection of the barrier is by factory-set rotary blades
detected by proximity sensors. There are a pair of industrial safety
switches which mechanically detect the drive spindle when it is in
the lowered position.
A small safety controller (PLC) provides machine control via a
set of 24V DC control and indication lines connected to the level
crossing controller (LXC) case. Manual operation is achieved
with a small hydraulic pump and cylinder system. A machine has
already completed in excess of 3,000,000 fault-free operating
cycles in the factory.
Going forward
The benefits of this new signalling system include both safety,
reliability, programme, scalability and cost. Atkins believes that,
once the solution is fully accepted, it can deliver an overall saving
of 20 per cent in capital cost compared to other solutions and
a 65 per cent saving in whole life costs over 35 years. In terms
of programme, Atkins estimates an 18-week improvement over
conventional signalling should be achievable, with more to come.
The June commissioning of the Shepperton branch Feltham
will be followed by the re-signalling of the Norwich - Yarmouth- Lowestoft routes, also using the ‘future signalling systems by
Atkins’, with interfaces to existing signalling at Norwich and to
the East Suffolk line at Oulton Broad. The area will be controlled
from Colchester ROC.
Other schemes using the new system should include phase two
of East West Rail - the Bicester to Bletchley section - using the
system to provide both interlocking and level crossing controls
controlled from Thames Valley ROC.
The system is compatible with several RBCs (radio block
controllers) for ETCS deployment, while further innovative
Atkins enhancements to the system may include integration with
intelligent infrastructure, IP-enabled barrier machines, IP-enabled
signals, integration with ETCS and level crossings, VoIP telephony,
replacing ElectroLogIXS VLC with a commercial-off-the-shelf
(COTS) PLC product and radio-based communications between
lineside ‘objects’.
Rail Engineer naturally looks forward to returning to report
the complete renewal of the Feltham signalling area with the
‘future signalling systems by Atkins’. If the scheme goes to plan,
completion will be achieved by 2024, when the whole complex
area will be under the control of Basingstoke ROC.
Thanks to Nicky Brunker, James Sykes and Matt Phillips of Atkins
for their assistance with this article.FE ATURE 67