Over the past two-and-a-half years,readers of Rail Infrastructure have

received regular updates on Robel’s project tobuild and deliver eight Mobile MaintenanceTrains (MMTs) to Network Rail. At the end ofAugust, the last of these eight machinesentered operational service, marking the endof this phase of production. August alsomarked the first anniversary of MMT1 atDarlington being in full operational production.

What benefits will this fleet of MMTsdeliver? How and where is Network Rail usingthem and how will they change the day-to-daymaintenance of the railways? I spoke to theNetwork Rail MMT project team to find out more.

Future strategyFrom his base in Darlington, Seth Beckreck,project engineer, summed up why the MMT is avital part of Network Rail’s future strategy:‘Network Rail is absolutely committed toimproving the safety of staff working on theinfrastructure, working conditions and thefacilities that our people work in. The MMTdelivers a world class safety environment andimproves the welfare that we can provide to ourpeople, enabling them to deliver excellentquality work. Within Network Rail, we arecommitted to our continuous improvementmethods, using tools and thinking to challengeourselves to improve quality and productivity.The MMT is a great example.’

So where will the machines be used? TheMMTs are now operational across four Routes- London North Eastern & East Midlands,Anglia, South East and Wessex. The machinesare stabled at Basingstoke, Darlington, Derby,

Horsham, Paddock Wood, Retford, Romfordand Wakefield. Interest has been registered byfurther Routes as, wherever the MMT showsup, it generates demand. As the conceptdevelops and realises production, work qualityand safety benefits, new ideas develop tocontinuously widen the potential.

In to serviceOver this first year, a number of tasks have been under taken and processesdeveloped, including:n Rail and insulated rail joint replacement,including welding and associated stressing.n Pad and insert replacement.n Wet bed eradication.n Spot resleepering.n Track geometry repairs.n Fishplate oiling.

Importantly, each machine is a tailormade Robel concept, interpreted according toNetwork Rail’s specification and fitted out withthe hand-operated tools required for the tasksto be undertaken on each area. Key to thefuture of this machine will be the developmentof a greater range of application to give a trulyversatile operating platform. NetworkRail’s intention, in the second year, is to

Working with the Robel MMTs

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New Equipment

Robel’s Andrew Keens details Network Rail’s use of the new equipment on its front line operations.

The sixth of Network Rail’s Robel MMTs at its Romford depot.Photograph: Tim Stafford.

Below: Rail being hoisted in from the intermediate car into the mobile maintenance unit as partof a rail replacement task on the Basingstoke MMT.

Left: Old rail removed and the new piece ofrail is ready for installation.

Right: New rail installed and the welders aresetting up for the first weld.

increase capability to include: n S&C maintenance and component

replacement.n Sleeper squaring.n Rail joint straightening.n Waybeam maintenance.n Adjustment and switch maintenance.n Level crossing flushing and unitreplacement.n Signalling and telecommunications

on-track equipment replacement, as well ascable running out.

Better processesTo gain a better insight into how thesemachines are used and how they havechanged the day-to-day work processes andconditions of the maintenance gangs, I spoketo James West-Beard, Works DeliveryManager, who is responsible for the operationof the Basingstoke machine. His focus, sincegoing operational in April, has been on raildefect replacement.

To date, his team have replaced,stressed and cleared away the scrapmaterials relating to more than 80 defects.His message is quite clear: ‘The introductionof the MMT on Wessex allows themaintenance depar tments to carry outplanned works whilst we respond to reactiverail defects at short notice. The concept offersthe team the chance to complete a task, suchas a rail change in one shift, as toolsmaterials and equipment are all on-board. Aconventional rail change task may takeseveral shifts to complete as materials andequipment will need to be on-site prior to thework taking place.’

By existing means, the shift would startwith the loading of equipment and lightingonto road vehicles at the depot, thesevehicles are then driven to an access point

and then loaded onto trolleys and pushed amile or more to the site of work. Petrol drivengenerators would then be connected andtower lights erected and all equipment off-loaded manually. Rail would be delivered,normally by lorry, to the access point and thenmanually moved with iron men to site, a slowand labour intensive process.

Possession times are short, typicallythree hours, and by using these methods thefull task could take between three and fourshifts. All that has now changed as Jamespoints out, ‘The mess area allows staff to restwhilst travelling directly to site - the team canrelax and prepare for the night ahead. The trainhas the ability to store all equipment, tools andmaterials in a safe and compliant manor and,with the overhead gantry hoist in operation,manual handling is significantly reduced.’

Additional benefitsOn conventional sites, welfare facilities wouldbe minimal, with the prospect of a long walkback to the vans for a meal break. With theMMT, this is part of the past. ‘The toilet andmessing facilities all improve the wellbeing ofstaff,’ said James. ‘When on-site, the MMThas greatly changed the workplace. It providesan excellent working environment with ampleLED lighting, gantry hoists, expandingsidewalls and the ability to power allequipment directly from the power pointslocated throughout the unit. Tasks havebecome easier and safer to complete. Do notforget the MMT staff remain dry andunaffected by the elements at all times!’

According to James, the integration ofRobel Hand-Operated Tools (HOTs) has made lifea lot easier for the crew: ‘The main HOTs usedon-board are the Robel vertical tampers. Asthese are powered pneumatically and require noengine, the Hand-Arm Vibration Syndrome(HAVS) are significantly reduced. The 415vRobel rail profile grinder is an excellent piece ofequipment. As this is electrically powered, thenoise levels are extremely low allowing staff tocommunicate easier and without beingsubjected to petrol fumes. When welding in theMMU, the extraction kit expels all harmful gasesand fumes. A big winner for the Wessexteam is the Robel third rail stressing kit

Right: A pair of Robel verticle tampers beingused inside the mobile maintenance unit.Photograph: Tim Stafford.

Below: A welder grinding the new weld following completion of the rail defectreplacement task.

New Equipment

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Left: On a recent visit, Mark Carne, ChiefExecutive, Network Rail (right), is shownaround the Basingstoke MMT by JamesWest-Beard. Photograph: Network Rail.

which can be installed without the need tolift or slew the conductor rail. The obvious

advantages are that we remove the risk ofleaving the conductor rail up on the insulatorpots and remove the danger of crushing injuriesto staff.’

Future possibilitiesIn the development of the MMT concept,Robel has delivered a visionary step change inrail maintenance, refined in partnership withits clients. A one-stop shop delivering a range

of tasks, safer, faster and more efficiently -and with vast potential. It is estimated byNetwork Rail that the MMT offers a 50% unitcost reduction in rail changing when comparedto normal methods.

By developing further work processes andexploring opportunities to work adjacent lineopen and train in section, Network Rail seeksto further maximise the MMT capability. Andthere is not only increasing domestic interest -Network Rail has already hosted delegationsfrom Japan and Australia where they are keen

to emulate this success.All photographs: Andrew Keens,

unless credited otherwise.

New Equipment

48 RAIL INFRASTRUCTURE

Right: An operator using a Robel de-clipping machine to remove clips as part of the re-paddingprocess on the Darlington MMT.

Below: A rail lifter raising the rails to enable the pads to be changed. Photograph: Tim Stafford.