The poet John Mark Green once penned “Beneath the rust and grime which dulls the shine of our weathered hearts, joy patiently waits to be rediscovered”, please forgive us for the romantic sentiment but we can identify with the words from the British writer and self-proclaimed IT geek.
You see metal-built carriages unless treated regularly will corrode and require attention during their lifetime. With assets required to perform longer and many changes to safety regulations, we deliver repairs and upgrades to the structure of a train.
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From an initial engineer’s survey through to the process of drawings, permits and sign-off to the physical works of cutting, replacing and re-preparing structural sections of the vehicle.
When we are directed to execute solutions and support for rail units our teams look past its current state and envision its potential, the ‘Joy’ waiting to be rediscovered.
In this post, we briefly outline our 7 most sought-after services our ‘Structural’ teams cover.
Here’s a little more detail:
TXM Projects have been involved in corrosion repairs to saloon, and cab floors for the past 14 years. From small patch repairs to full floor replacement, headstock to inner solebar, we do it all. The process involves the removal and re-welding of all top hat sections. Some of the fleets affected are: 319s, 150s, 442s, 455s, 175s, 180s, 156s and mark 3s.
TXM Projects have extensive knowledge of solebar repair from letterbox repairs to full inner and outer vehicle. Due to the nature of these repairs, the vehicle requires extensive bracing to stop twist and movement, with the bracing position detailed in the work instructions. We use a skilled and dedicated team that has been involved in solebar corrosion repairs for many years. We have successfully repaired the 150 fleets most commonly affected by solebar corrosion.
3. Door Pockets
Door pocket repairs are one of the most common repairs that we undertake. This is because moisture runs down the doors when they open and into the door pocket area; causing corrosion. Although work instructions may vary dependent on the structure, the repairs are the same. The repair involves: cutting out the lower door pocket sheer panel to the height of the first bodyside rail and to the width of the 3 door pocket pillars, then re-welding the new shear panel in accordance with the work instruction.
4. Closure Plate
Closure plates are another repair that we have successfully completed. The closure plate is part of the solebar structure, commonly known as the lid due to its position. Again they corrode as water and condensation can sit on closure plate. We have repaired closure plates on several of the fleets listed in 'Floors'. The process is carried out using the appropriate work instruction, in brief, we remove the closure plate from the inner and outer solebar 1m sections using a slitting disk. We then clean and weld in new sections in accordance with the work instruction.
TXM Projects have extensive knowledge of roof corrosion repairs. From small patch repairs to the replacement of the entire roof skin and from body ends to cantrail. We have carried out these repairs to a high level of skill and expertise. We replaced full roofs on the 150 fleet. This is a difficult process that must be done in a sequence which is detailed in the work instruction.
We've carried out gangway repairs due to corrosion and crash damage. The structure of the gangway is similar on most old fleets (150s, 319s 455s, 156s for example), it's made from 4mm box section with a tapered footplate. We have successfully carried out these repairs working to our own work instruction or the client. We have repaired gangways in situ before but our preference whenever possible is to have them removed and clamped in a jig to alleviate any distortion of the box section.
TXM Projects have successfully utilised a high level of skill and craftsmanship to install various modifications to pneumatic, water, and fuel systems. For example, on the Bakerloo line, 28mm mainline trip cock auto coupler modifications were made to the entire fleet, this involved design and pattern making. On 175s and 180s we conducted fire damage repairs and again this involved pattern making. We've carried out 156 PRM interface pipework and on 390s water, pump modifications working to Alstom FMI instructions.
Final words from TXM Projects
We’ll finish off where we started this post, with another poem from John Mark Green;
“Birthing is never easy or without pain, be it a universe, a child, or a fresh start in life. Contraction precedes expansion. Darkness comes before dawn. Joy follows pain. This is the way of things.”
So, when delivered professionally, our teams understand the detailed and often labour-intensive work in front of them, and they’re ready to roll their sleeves up to realise our clients' visions.
At TXM Projects we understand ‘This is the way of things’.
It is an incredibly tough time for the rail industry and nation as a whole at the moment. Luckily our administration team can work remotely to supply the key workers available to keep the nation's rolling stock on the move.