Providing your rail design requirements 

 See our project experience on the team page. Here are examples of our recent projects. 

OUR CASE STUDIES 

You can see detailed project experience from our CV’s on the team page. Below are a few examples of projects we have completed recently… 
Albrighton Station 
 
General Overview 
 
Station Road underbridge supports the platforms at Albrighton Station, replacement of the deck required removal of both the track and the platform copes and associated surfacing. Bonner Rail provided the Permanent way design to support the Civils Designer by giving advice and producing alignment designs to reinstate the track across the new bridge deck, along with gauging assessment and proposed platform edge offsets. 
 
The Challenge 
 
To provide an alignment that achieved positive clearances to all rolling stock approved using the route including Class 153 vehicle whilst limiting the extent of remedial works on the recently refurbished platforms. The works were to be implemented during a relatively short possession therefore all track and platform works were to be designed to rationalise implantation timescales. 
Details 
 
The main challenge was designing a track alignment that allowed the installation of the new deck, retaining an acceptable ballast depth whilst not having a detrimental effect on the existing platforms. The existing platforms had been recently refurbished and as such the platform offsets were within allowable tolerances. 
 
Track lifts and slues were deliberately kept to a minimum so that remedial works to the refurbished platforms was minimised as much as possible. This approach required an iterative process between Bonner Rail and Tony Gee, balancing the track and civil engineering requirements, coming to an agreeable solution for both disciplines. The alignment was carefully designed to provide an engineering balance between achieving acceptable levels of clearance to the platform edge, minimising impact on the platform stepping distances whilst not compromising the headroom for the road below. 
Crossrail West Stations 
 
General Overview 
 
Crossrail West stations covers the route between Maidenhead and Paddington. The new Class 345 Crossrail stock will run this route as well as the spur to Heathrow. Due to the 9 car configuration of the Class 345, many of the existing platforms require extension or works to improve stepping distances. 
 
The Challenge 
 
Providing track and gauging input for 23 platform extensions, providing gauging reports and 3D platform strings for the Civils BIM model. The Crossrail TAD alignment was considered during the design works and incorporated where suitable. 
 
Following the successful ongoing involvement in the project, Bonner Rail were heavily involved in the second phase of the works, assessing stepping distances on all existing platforms to the new Class 345 vehicle and proposing options for rectification where needed. 
 
Details 
 
Each platform extension was assessed individually, with platform offsets selected based on the specific track geometry. The platform offsets were assessed in gauging software to determine clearance and stepping distances to the existing route cleared stock and the proposed Class 345 vehicle. Once a suitable offset had been calculated and graded into the existing platform, a 3D string was created and loaded into the 3D BIM model, allowing the civils designers to complete the design of the platform falls and drainage. 
 
The technical complexity of the first work package and the way that BRL delivered it resulted in Arcadis appointing BRL to deliver a second work package; the gauge clearance and stepping compliance for the Class 345 train. BRL undertook the Grip 3 optioneering assessments in conjunction with the contractor to assist Network Rail in determining the way forward. Attending workshops and collaborating in a collective way in order to reach an agreement. Once the option was chosen the designs were split between Arcadis and BRL. BRL developed the required track and platform edge designs incorporating the proposed platform extensions for the stations. 
 
“Bonner Rail were a pleasure to work with and showed real professionalism in terms of deliverables, always looking to add value to the client’s requirements, and always delivering on time. I wouldn’t hesitate to work with them again and couldn’t rate them highly enough” Greig McMillan - Associate Technical Director – Arcadis 
 
“Mark Bonner and his team have been an excellent addition to the Arcadis Crossrail Design Team in understanding the scope of works and overcoming various design issues that have been presented to us throughout the project. Bonner Rail’s Senior P’way Design Engineer, Colin McKechnie, set a high standard in both his work ethic and collaborative nature delivering the agreed scope of works ensuring the clients expectations and programme milestones were always met. We would welcome working with Bonner Rail in the future and wish them all the best in their future endeavours “ Stuart Henderson - Associate PM- Arcadis 
IEP 
 
General Overview 
 
Network Rail are delivering works to provide sufficient clearance at identified structures to enable successful introduction of the Hitachi Europe Intercity Express (IEP) bi-mode fleet; this is to be fully introduced in 2017 with limited in-service testing being completed during 2016. 
 
Bonner Rail was appointed by Arcadis to provide gauging and stations expertise as the vast majority of sites were platforms. These sites were generated from a 2011 baseline exercise on the National Gauging Database (NGD) using the current kinematic profile for the IEP vehicle. 
 
The Challenge 
 
Provision of solutions for twenty-five intervention sites from feasibility through to detailed design. With so many different locations and a great range and variety of the infrastructure, Individual solutions, bespoke to each site would be required, balancing track work with changes to the civils infrastructure to deliver value for money solutions that meet the available timeframes. 
Details 
 
Grip 3 optioneering deliverables were provided for the schemes highlighted in the initial assessment, the balance between designing a cost-effective solution and assessing the whole life costing for the asset was at the forefront of the decision making process at Grip 3, with each structure requiring a unique approach. 
 
Workshops were held with the contractor and Network Rail to establish the option to take forward through the latter design stages. This approach drastically reduced the design programme as all parties had bought into the solution before commencing outline design stage. 
 
Schemes requiring intervention were further developed through Grip 4 & 5 design and onto Approved for Construction. Many of these schemes required multidisciplinary input to provide a compliant submission. 
 
Following completion of works on site, as built information was uploaded onto the National Gauging Database via ClearRouteTM to prove the successful gauge clearance of the sites. 
 
"Bonner Rail were very efficient and proactive with their support to Arcadis on the IEP programme of works and their ability to deal with complex technical issues was outstanding. Bonner Rail strike the perfect balance between being a flexible, easy to deal with company, yet had all the key strengths, attributes and rigour necessary to support the demanding programme of the project. 
 
I am particularly indebted to Colin McKechnie (Senior Permanent Way engineer) who showed fantastic commitment to delivering the client scope in a timely fashion with fantastic results. I would have no hesitation in working with Bonner Rail again in the future” Scott McKinlay – Associate Project Manager - Arcadis 
Isle of Man 
 
General Overview 
 
Following a devastating storm on the island in January 2016, the Sneafell Mountain Railway was taken out of action due to severe erosion caused my surface water from the mountain. Voids of up to 1.8m deep were present in places with much of the railway formation washed down the mountain side 
 
The Challenge 
 
Reinstate the operation of the railway for the start of the spring season, creating a staged design allowing various permutations of vehicle running to enable the construction works and ultimately the operation of passenger trams. The programme was extremely tight, starting mid-January through to opening in March. 
 
Details 
 
The initial priority was to realign the track to directly connect the Up and Down lines to allow single line working for construction traffic. This was then followed by a further stage to reinstate a turnout (from storage) that would allow double line working between the bungalow S&C and Lhergy Veg. A third stage was designed that provided a turnout that would effectively act as a contingency scheme if the higher section of the Up line was not recovered in time for the operating season, creating a passing loop. 
Due to the time constraints, Bonner Rail reacted immediately with a site walkout to assess the damage and to fully understand the clients requirements. Throughout the design scheme, we held close liaison with the IOMR to ensure that the ongoing recovery exercise had the information required to make the required level of progress. 
 
The line was successfully opened for the spring season; this was only possible due to the huge effort from every member of the team and the collaboration between all parties. 
 
“This marks a major achievement for the recovery project and I wish to pass on my thanks and congratulations to all involved in achieving this major milestone. When we look back and consider the extent of the damage that was caused in December, it is a real achievement for the teams of contractors, consultants and the Isle of Man Railways staff involved” Jeremy Reece – Chief Engineer – Isle of Man Railways 
Powbeck 
 
General Overview 
 
No 11 points are located near St Bees station, Cumbria. At No 11 points the Down Main and the Up Main join to become the Down and Up single line onwards to Corkickle. The turnout is located after Underbridge 180 that carries the Down and Up Main tracks on a ballasted timber deck over Powbeck Brook. This structure had recently been replaced as Phase 1 of the works. 
 
Bonner Rail were engaged to complete Phase 2, to provide alignment details for the heavy maintenance of No 11 points following the reconstruction of Underbridge 180. 
 
The Challenge 
 
Design the track alignment scheme that corrects any misalignment in the turnout and reinstate the original geometry, that does not significantly deviate from the existing alignment and that can be installed without compromising the underbridge works. 
Details 
 
The existing alignment was improved slightly with small lifts and slues provided to make the scheme implementable. The existing turnout consisted of a fully timbered jointed layout using inclined materials, it is a 1:20 “F” type left hand switch. The switch was located on a curve with 50 to 60mm applied cant. 
 
The alignment was been developed from a horizontally regressed mainline with the standard inclined F20 geometry projected from this, restoring the original alignment. Vertically the alignment was designed to add a nominal lift through the S&C on the mainline without generating large lifts over the structure. The turnout route vertical alignment was dictated by the canted mainline up to the last long timber after which the aim was to reduce the large dip/reverse curve, creating an alignment that is as compliant as possible given the constraints. 
Scunthorpe Station 
 
General Overview 
 
As part of the gauge infill works between Doncaster and Immingham there was a requirement to assess the route against the W12 third generation freight gauge, proposing works to structures and track where clearances are inadequate. Scunthorpe Station Up and Down platforms have been highlighted as needing attention. 
 
Bonner Rail provided the Permanent Way design to support to BCS design to accompany the Civil Engineering submissions. 
 
The Challenge 
 
Provide fully compliant track alignments whilst providing a platform offset that will provide suitable clearance values to W12 gauge vehicle and all rolling stock authorised to run the route. 
Details 
 
These platform schemes needed a holistic assessment of the existing infrastructure. Recess dimensions, platform falls, platform edge offsets, drainage requirements, DDA requirements were all measured and assessed to determine all existing non-compliances and establish a way to try and resolve these issues within the contracted remit of the scheme. 
 
A track realignment and coper adjustment scheme was proposed for both the Up and Down lines, both tracks requiring slue towards the six-foot to achieve a compliant recess value to optimise passenger safety. Slues were optimised to maintain a compliant passing clearance and minimise the effect on the catch-pits located in the six-foot. 
 
In order to improve the vertical platform position, a track lower was designed for the Up line due to the existing vertical track profile and a track lift on the Down, helping to further reduce the relative level difference between the tracks. 
 
Bonner Rail worked closely with the Network Rail project team, along with the contractor’s construction team throughout design development, ensuring that any required deviations from plan were discussed and agreed prior to submission of the relevant deliverable. 
Wimbledon Tandem 
 
General Overview 
 
As part of a larger scheme, a rarely installed tandem turnout was required to achieve operational requirements within a constrained site. The outline design was completed and due to the unusual nature of the tandem geometry, no standard S&C drawings were available, therefore requiring a bespoke 1:50 design solution. 
 
The Challenge 
 
Create a bespoke manufacturing drawing to allow the in house TFL S&C workshop to produce the unit within very short timescales. 
Details 
 
The tandem build up is a BVT9.25/AVT8, opposite sides, left hand turnout leading. The geometry for this arrangement is stated in the track design handbook along with geometry for other tandem units but there is no standard drawing available in the REPW library as there is for other layouts. 
 
Every detail of the unit required specification from timber length through to individual baseplates, all the items had to be have exact geometry and individual specifications. All tandems produce a non-standard crossings within the layout, this particular configuration produces a 1 in 6.228 angle crossing. Crossing rails and fabrication details were designed from first principles and a 1 to 5 detailed drawing produced. 
 
To avoid time and cost implications the crossing rails and all associated blocks and drilling details were designed and modelled in CAD software, effectively building the crossing and testing the fit of all components prior to the physical build up in the workshop. This time spent up front combined with constant dialogue with the manufacturer, reduced the build time and ensured timely delivery for implementation on site. 
 
"SRS contacted Bonner Rail in conjunction with our S&C manufacturer in order to produce a detailed 1:50 design for a bespoke Tandem turnout, as well as detailed fabrication drawings for the crossing noses and switch's. Bonner Rail produced the 1:50 design within very short agreed timescales to a very high standard with only minor amendments in the working revisions following reviews by SRS and the manufacturer” Rob Hammerton, Project Manager / Pway CRE - Sonic Rail Services Ltd 
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