Life at high speed
Six months into her role as Network Rail’s Head of High Speed Operations, Claire Volding tells readers about the inspirational new path she’s walking.
Friday 8 March 2024 was a significant day for me. It was both the day of the Golden Whistle Awards and International Women’s Day.
As the only female speaker at Golden Whistles, I was honoured to share insights from my first six months as the Head of High-Speed Operations at Network Rail High Speed (NRHS). I’d like to introduce you to my role, too.
The past half-year has been a whirlwind as I’ve navigated a landscape very different to traditional railway ops. Whilst Network Rail owns the classic rail infrastructure in the UK, the High Speed 1 railway is owned and managed by HS1 Ltd. Control and infrastructure management is contracted to NRHS, a subsidiary of Network Rail. We cover the full 109km from St Pancras International to Cheriton, where Eurotunnel takes over.
The high-speed railway was built in two sections. Section 1 opened in 2003, facilitating international services into Waterloo via the Chatham Main Line. Section 2 opened in 2007. It extended the infrastructure into St Pancras. In June 2009, Southeastern’s domestic high-speed services started running on HS1. The railway is designed with freight in mind, too, providing crucial access to both Dollands Moor Yard, Folkestone, and Ripple Lane Depot, Dagenham.
Operations at NRHS consider the full passenger experience, which is why it encompasses stations and line of route operations. I manage route operations. My area covers signalling, electrical mechanical management information systems (EMMIS), and incident response.
Due to the speeds of the trains, it wouldn’t be possible for drivers to see colour light signals, so an in-cab signalling system called TVM-430 (Transmission Voie-Machine) is used. It means ‘track-to-train transmission’ and provides a fixed block marker system that gives movement authorities to drivers in-cab, ensuring safe and efficient travel at speeds of up to 300km/h.
On leaving the London Tunnel into St Pancras, TVM-430 switches over to conventional UK lineside colour light signalling, with an automatic train protection system overlay called KVB Contrôle de Vitesse par Balises (speed control by beacons). Colour light signalling is necessary in this last kilometre, due to the Network Rail interfaces and because the TVM low-speed codes aren’t suitable for the short block sections and layout at St Pancras.
I also manage the EMMIS Controllers, who oversee the overhead line equipment, tunnel ventilation systems, and electrical subsystems. Not only does the system encompass more than your usual electrical control, but the EMMIS controllers also manage all voltages from 400,000 volts from the Grid to 400 volts track side. Therefore, the EMMIS controllers need to be qualified as authorised persons for UKPNS Feeder Equipment.
Four grid connections supply power to three feeder stations at Sellinge, Singlewell, and Barking, ensuring stable voltages across the railway, with the assistance of 23 autotransformers strategically placed along the way. Section 2 utilises five private high voltage rings to meet non-traction electrical needs, such as powering signalling rooms and stations.
Several major tunnels play a crucial role on HS1: London Tunnel 1 (St Pancras to Stratford); London Tunnel 2 (Stratford to Dagenham); and the Thames Tunnel (Wennington to Ebbsfleet).
These tunnels have safety designed into them. In the event of a fire or other hazards, passengers can be quickly moved to the adjacent bore, where the ventilation system supplies fresh air and removes smoke or fumes.
I have seven Mobile Operations Managers, who cover the entire 109km track and need to hold all the NRHS specific track competencies.
As NRHS celebrates its 20th birthday, I’ve been reflecting on my journey so far and the road ahead. I’ve had to learn a new signalling system, an EMMIS system, NRHS track competencies, and more. With much more to learn and do, I can’t wait to see where my high-speed journey will take me.
