Wessex Platforms Package 7
The Wessex route is one of the busiest and most congested routes on the rail network. It serves a major commuter area as well as providing long distance services from the south and south-west of England to London Waterloo. In addition the route supports important crosscountry links between the south coast and major conurbations in the North, the West and the Midlands.
Wessex Package 7 increased the length of the platforms at 50 station sites along the Wessex rail route. It formed part of the wider Train Lengthening Programme to allow 10-car train operation on the Hounslow Loop Virginia Water to Weybridge Shepperton Branch, Hampton Court Branch Waterloo to Woking Chessington South Branch, Raynes Park to Epsom Leatherhead and Hinchley Wood to Guildford routes.
WHRSL were contacted by Network Rail via our sister company Keltbray Rail to undertake Permenant Way design for the Wessex Platforms Package 7 contract, as the incumbent consultant was struggling to meet the required delivery programme. WHRSL were eventualy contracted by WSP to undertake permeanant way design for the platform extensions at Chessington South, Hampton Court, Thames Ditton and Malden Manor stations, which we did via our approved PWay Design Sub-consultant Novous Rail. The track design remit was to create an optimal track alignment incorporating minimum track lifts, slews, existing and proposed cant, rate of change, cant gradient, existing and proposed platform heights and offsets, within the tolerances of Network Rail Standard NR/L2/TRK/001.
Individual Form B designs were required for each platform ccomprising of:
• General Arrangement and Longitudinal section
• Track Slue and lift Data Sheets
• Platform Data Sheets showing existing, interim and proposed platform offsets
• Assessments for Platform Stepping Distances, Platform Passing Clearances and Structure Clearances
• TEF Form
• Designers Risk Assessment
• TEF Form B certificate
In addition to the track alignment design, existing and proposed clearances where analysed using ClearRoute to determine if the clearances fell within the normal range. Where possible the optimum design alignment was to increase the clearance parameters to within the normal range whilst remaining within the lift and slew parameters. The track alignment design and ClearRoute gauging analysis were delivered in accordance with the project programme and agreed costs.
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