4. Page 4NTC Booklet Rev 1.0 2010
Introduction
Balfour 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.
6. Page 6NTC Booklet Rev 1.0 2010
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
8. Page 8NTC Booklet Rev 1.0 2010
3.1 Availability
Following 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 Feasibility
The 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’s
Q: 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 Order
Once 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.
9. Page 9NTC Booklet Rev 1.0 2010
3.5 Feedback
Once 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’s
Q: 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 period
Based on a maximum 10 hour working shift.
0 - 800 yards
72% of Full Shift Rate
1.1 Shift rate for initial shift in any 7- day period
Based on a maximum 11 hour working shift.
800 - 1200 yards
83% of Full Shift Rate
1.2 Shift rate for initial shift in any 7- day period
Based on a maximum 12 hour working shift.
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 Friday
Additional 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
Notes
The 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 Charges
T-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 Charge
The 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.
11. Page 11NTC Booklet Rev 1.0 2010
4.1 NTC Machines
A 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 Operators
Deployment 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.
12. Page 12NTC Booklet Rev 1.0 2010
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
13. Page 13NTC Booklet Rev 1.0 2010
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’s
Q: 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 Competency
Balfour 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.
14. Page 14NTC Booklet Rev 1.0 2010
4.2 Machine Specification
Machine Parameters
Transit 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.
17. Page 17NTC Booklet Rev 1.0 2010
4.3 FEA Wagons
The 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 Type
Minimum
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).
18. Page 18NTC Booklet Rev 1.0 2010
4.4 KRA Wagons
The 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 Type
Minimum
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).
20. Page 20NTC Booklet Rev 1.0 2010
5.1 Availability
Once 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 Loading
Once 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 Availability
Site 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
21. Page 21NTC Booklet Rev 1.0 2010
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’s
Q: 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.
22. Page 22NTC Booklet Rev 1.0 2010
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 Plan
The 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’s
Q: 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 Methodology
During 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’s
Q: 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.
23. Page 23NTC Booklet Rev 1.0 2010
5.3.4 Timings & Dates
Once 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 Meeting
The 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 Contingency
The 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.
24. Page 24NTC Booklet Rev 1.0 2010
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 Maintenance
The 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 Operations
The 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
25. Page 25NTC Booklet Rev 1.0 2010
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 Machine
The 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’s
Q: 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.
26. Page 26NTC Booklet Rev 1.0 2010
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 Wagon
640572
Reception
Wagon
640571
Traction
Wagon
DR78702
Sleeper
Wagons
Loaded
Sleeper
Wagons
Empty
A-Side See note 4 & 5Engine End
B-Side
See note 4 & 5
Relaying Direction Direction of Travel / Operation
Truss Wagon
640576
Reception
Wagon
640575
Traction
Wagon
DR78701
Sleeper
Wagons
Loaded
Sleeper
Wagons
Empty
28. Page 28NTC Booklet Rev 1.0 2010
6.1 Worksite Preparation
Prior 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 Ballast
Ballast (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’s
Q: 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.
29. Page 29NTC Booklet Rev 1.0 2010
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 Rails
Rails (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
30. Page 30NTC Booklet Rev 1.0 2010
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’s
Q: 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.
31. Page 31NTC Booklet Rev 1.0 2010
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 Cabling
Cables 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 Pits
Some 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 Bridges
Some 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.
32. Page 32NTC Booklet Rev 1.0 2010
6.1.7 Level Crossings
The 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 Panels
Breather 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&C
S&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 Operations
Once 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.
33. Page 33NTC Booklet Rev 1.0 2010
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 Mobilisation
Staff 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
34. Page 34NTC Booklet Rev 1.0 2010
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’s
Q: 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.
35. Page 35NTC Booklet Rev 1.0 2010
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’s
Q: 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 Production
Staff 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
36. Page 36NTC Booklet Rev 1.0 2010
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
37. Page 37NTC Booklet Rev 1.0 2010
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’s
Q: 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.
38. Page 38NTC Booklet Rev 1.0 2010
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 Demobilisation
Recovery 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’s
Q: 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
39. Page 39NTC Booklet Rev 1.0 2010
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 & Recovery
In 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.
41. Page 41NTC Booklet Rev 1.0 2010
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 Access
Address:
Possession Hrs Start Date: Finish Date:
Line(Up/Dn) Start Time: Finish Time:
Site Inspection Date: Site Meeting Date:
42. Page 42NTC Booklet Rev 1.0 2010
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
43. Page 43NTC Booklet Rev 1.0 2010
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 Type
Gradient
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 machine
Transition woods to be placed in front of NTC.
Transport arrangements + driver availability
Additional 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:
