Network Rail’s Rail Innovation and Development Centres

Earlier this year the Midland and North Western section of the IRSE visited the Network Rail Innovation & Development Centre (RIDC) at Melton Mowbray in Leicestershire for a technical tour. There are two Network Rail RIDCs, one in Melton Mowbray and the other in Tuxford in Nottinghamshire.

The two RIDCs’ test facilities are run by the same team, which is part of Route Services within Network Rail. RIDC principal engineer Carl Saunders gave a presentation covering both RIDCs and arranged a tour of the Melton site.

Testing of railway infrastructure, as with all complex systems, has always been important and today it is arguably more important than ever. The rail network is a ‘system of systems’, which must interface and work together seamlessly. Many assets are connected by data links, controlled by complex software routines which may contain many ‘bugs’ and require real time testing to identify and resolve.

Electro Magnetic Interference / Radio-Frequency Interference (EMI/RFI) is a growing problem -primarily due to there being far more processor-controlled devices, high‑frequency circuits, and low‑power transmitters which generate unwanted electrical signals. These unwanted signals can have harmful effects on equipment, reducing performance and even causing equipment to fail. Testing can help to identify issues and provide mitigations, such as screening or filters.

Mechanical assets also need real time operation to ‘bed in’ and demonstrate the required reliability. Railway vehicles can typically have a design life of 30 to 40 years, but the systems within the vehicles (particularly electronic equipment) may have a far shorter life, and a train vehicle is likely to require several equipment upgrades throughout its life. Any new or modified asset will need testing on a real railway, but the busy rail network cannot afford to have untried infrastructure causing failures and delays, which is where the RIDCs can help.

Safe testing

The two RIDC test facilities provide a safe environment where new and modified rolling stock, plant, on-track machines, infrastructure, equipment, and technology can be tested without causing problems on the main rail network. The testing at the centres is carried out either by Network Rail or another company in the rail industry. The facilities are also available for training.

RIDC Melton and RIDC Tuxford both closely represent the operational railway and include many characteristics found across the national network. Ironically, when the visit took place the northern part of the RIDC Melton test facility was cut off due to an earthworks failure, so the facility is very representative of the operational railway!

RIDC Melton

RIDC Melton was formally the British Rail Old Dalby 13.5 miles test track which ran between Melton Mowbray, Leicestershire, and Edwalton, on the course of the Midland Railway’s route between Kettering and Nottingham. This route closed to passengers in 1967 and to freight in 1968, and was first used as a test track in May 1966. Over the years, it has been involved in numerous projects. This included developing the BR Advanced Passenger Train (APT-E) project in the 1970s and, 40 years ago in July 1984, a destructive full-scale integrity test of a nuclear flask train was undertaken.

During the mid-1990s, as a result of British Rail’s privatisation, Old Dalby was leased out to various companies, including Serco, Alstom, and Metronet (which maintained LUL) to conduct various testing. Alstom electrified the former Down line using 25 kV AC overhead line equipment to support the testing and development of the Virgin Class 390 Pendolino trains, which were later operated on the West Coast Main Line. In 2007, the test facility was leased to Metronet to test and commission London Underground S Stock trains which were being manufactured by Bombardier in Derby.

In 2014, the Department for Transport passed the facility to Network Rail, and it has since been developed into the RIDC to support both high- and low-speed testing of vehicles and infrastructure, including 25kV AC overhead line and 3rd/4th rail DC equipment. Two separate test tracks are available. A high-speed line between Melton Junction and Edwalton, incorporating 13 miles of track up to 125mph (11 miles with overhead line equipment) and a slow-speed test track from Old Dalby to Stanton Tunnel, with four miles of track up to 60mph. There is also a large depot facility at Asfordby with four 200-metre-long workshop roads. One is fully pitted and one with comprehensive lifting and jacking equipment.

There is a 415V shore facility available, together with stabling and dedicated office and welfare facilities for up to 40 people. This provides the opportunity and ability to safely change any infrastructure characteristic to support testing, all on site at the RIDC without having to move vehicles and infrastructure back to their home depot or factory.

The capabilities of RIDC Melton include the testing of European Train Control System (ETCS), Technical Specification for Interoperability (TSI) high-speed noise compliance, over cant deficiency, EMC, brake performance, Wheel Slide Protection (WSP), single/dual pantographs, coupling compatibility, rescue and recovery, surge pressure in tunnels, low adhesion, and any new technology trials and demonstrators. The IRSE visit itself generated discussions on how some signalling and telecoms assets could be tested at Melton.
Operations, society engagement, safety

The test facility at Melton is available Monday to Friday 07:00 to 19:00, and Saturday 08:00 to 18:00. GB Railfreight (GBRf) operates the site for Network Rail, which includes leading an operations meeting each Friday at 10:00 to determine the following weeks running, depot works, and train arrivals, together with managing any infrastructure and facility faults. A robust process is in place for OHLE energisations. Train test track movements are controlled by the line control signaller, who ensures trains are returned to the depot and the OHLE is de-energised before the test track is handed over to the infrastructure maintainer.

Community environmental and engagement activities include supporting and maintaining local community connections. The activities include lunches, volunteering activities, collections, school safety talks, wildlife gardening, birdboxes, recycling, and Christmas trees.
The RIDC System Review Panel carries out the assessment of any change entering the RIDC railway system, with the objective of identifying and controlling the risk of any testing activities undertaken, together with all the tasks carried out by the workforce operating on the site.

Tuxford

RIDC Tuxford is 15 miles north of Newark, in Nottinghamshire, off the Robin Hood line between Thoresby Junction and High Marnham. The centre has been in Network Rail ownership since May 2009 and consists of 10 miles of single-line test track with a 2.8-mile double section capable of testing up to 75mph. Testing is available 24/7. There is a short section of non-live 25kV type catenary and a short section of non-live 3rd/4th rail (so diesel or battery power trains only). As well as providing a safe operating environment for testing, RIDC Tuxford is also used by the rail industry to deliver training and competency assessments.

The centre provides office and mess facilities, sidings, stabling, a non-pitted 30m x 10m shed, dummy overhead line and 3rd/4th rail equipment, with the ability to change infrastructure characteristics. Road Rail Access Points (RRAP) are available and the testing includes for adhesion up to 1:25 W6A vehicle gauge, handbrake / slip brake performance, and drainage. RIDC Tuxford also offers a bespoke capability for RIS-1530-PLT Issue 6 – “Rail Industry Standard for Technical Requirements for On-Track Plant and their Associated Equipment and Trolleys” testing, which is unique in Britain. Training areas are also available for tamper, stone blower, thimbling, and lifting.

Summary

The RIDCs are a key part of enabling new and modified technology within the rail industry by providing a safe and reliable testing environment, where engineering innovation and development can take place without causing problems on the operational network. Both RIDC Melton and RIDC Tuxford are located in the middle of Britain with good rail access, and they are essential for dynamically testing rolling stock, on-track plant and machines, infrastructure, and equipment.

Modern railway systems, such as ETCS, can be very complex and have a fairly short life compared to legacy equipment, but they must provide excellent availability and reliability in order for rail transport to be sustainable. This can only be achieved by undertaking safe dynamic validation testing at facilities such as RIDC Melton and RIDC Tuxford.