Engineer
by rail engineers for rail engineers
APRIL 2018 - ISSUE 162
Northern’s trains
from Spain
HOW TO REFIT A TRAIN IN 9 DAYS
Siemens is rebuilding the TransPennine fleet of 51 Class 185 DMUs in just over a year – an average of one every nine days.
ROLLING STOCK/ DEPOTS
SIGNALLING POWER NETWORK PERFORMANCE
INFRARAIL PREVIEW
Distribution Interface Transformer Assemblies (DITAs) are improving safety and performance management.
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RAIL ENGINEER MAGAZINE
CONTENTS
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12 18 24 28 32
Feature
06 36 40 46 50 56
Rolling Stock/Depots Northern’s trains from Spain David Shirres visits the CAF factory to see how trains are built for the UK.
Changing trains in Scotland Story Contracting is reworking depots to make them ready for new trains.
Class 385 debut further delayed The new Edinburgh – Glasgow trains are late, but so was the infrastructure.
News Rolling Stock Strategy, HS2, Formula 1, ATO, Tickets and gatelines, Infrarail 2018.
Compass DMWS demonstrated Clive Kessell has a preview of the latest Degraded Mode Working System.
Signalling Power Network Tahir Ayub explains the latest standards to manage safety and performance.
DITA – The game changer Peter Dickson of iLecsys describes DITA from the manufacturer’s perspective.
Container (lots of) from China Russian plans for a 1520-gauge railway across Asia into Europe.
Asset Management is big business Stewart Thorpe reports on the recent Rail Asset Management Summit.
How to refit a train in 9 days Malcolm Dobell went to York where Siemens’ Class 185 DMUs are having a refresh.
Old depots, new solutions Step On Safety used glass-reinforced plastics for access platforms in Selhurst depot.
Infrarail 2018
12 60
60 62 70 96
Infrarail ready to ExCeL! The UK’s main rail industry show opens 1 May 2018.
Education and information at Infrarail Keynotes and seminars are a major feature of Infrarail.
What to see at Infrarail? 200 exhibitors will be at London ExCeL to show off their wares and services.
Find your way around Infrarail A plan of the exhibition stands and a list of exhibitors.
Rail Engineer | Issue 162 | April 2018
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RAIL ENGINEER MAGAZINE
EDITORIAL
New trains, feast and famine
Between 2016 and 2021, around £11 billion is being invested in seven thousand rail passenger vehicles, more than half the current UK fleet. Less than a thousand vehicles entered service in the previous six years. These new train orders are due to cheap finance and, since 2015, a greater emphasis on quality in the DfT’s franchise specifications. Furthermore, the capital cost of these new trains is about a third of their whole life cost. As modern trains become more energy efficient, cheaper to maintain and more reliable, there is a stronger case for them replacing not-quite-so-new trains. The Rail Delivery Group estimates that these new trains will increase the number of vehicles in service from 13,000 to 15,900. Adding three thousand or so new coaches is undoubtedly good news for passengers. However, this also means that around four thousand vehicles will be surplus to requirement. If stored, these would require sidings around 50 miles long. Whilst some of these trains, like the Pacers, should have been withdrawn years ago, it seems certain that thousands of perfectly serviceable vehicles will also be scrapped due to the high cost of storing them in an operational condition. Some of these will be electric trains that could have been used had electrification schemes not been cancelled. Thousands of new trains are therefore not necessarily good news for the taxpayer or the UK rolling stock industry, especially companies that specialise in life extension and overhaul. This also has an impact on the original rolling stock leasing companies that provide an important stewardship role for trains beyond the life of the franchise. These companies are only financing a third of these new trains - the remainder are being bankrolled by finance houses which buy-in the required rolling stock expertise.
Beyond 2021, it is likely that a famine will follow the current feast of orders. Yet three companies have plans to build new train factories in Britain. However, for train manufacturers, there is the prize of trains for HS2 trains which enter service in 2026. While the RDG figures are for mainline trains, one mustn’t forget the London Underground deep tube fleets, which will be replaced over the next few years on the Piccadilly, Bakerloo, Central and Waterloo & City lines. If replaced like-for-like, that’s another 1,400 cars in the next decade. Although the long-term implications of the current historically high volume of orders are not fully clear, a feast and famine cycle of train orders cannot be a good thing. One consequence of these large orders is that some of them are being delivered by train builders that have not supplied trains to the UK on a large scale before. One such company is CAF of Spain, which has previously supplied trains for Heathrow Express and trams for Edinburgh and Birmingham. We report on how they are building DMUs and EMUs for Northern Rail and how CAF sees the UK to be an important market as shown by its new factory in South Wales, which will open this summer. Another new train order is the Hitachi-built class 385 EMUs for ScotRail. We explain the reasons why their entry into service has been delayed and show that, however thorough the testing programme, unforeseen problems can still arise. Much needs to be done to ensure the successful introduction of these new trains, including depot alterations. To illustrate this, we explain the changes to both the role and fabric of Scottish depots where there is a significant interaction between the four new fleets being introduced by three train operators. As well as acquiring new trains, TransPennine
Express is also refurbishing its ten-year old DMU fleet. This includes the provision of facilities now deemed essential, such as mains and USB power sockets. Malcolm Dobell describes the challenges of this work, including its logistical challenges and ensuring sufficient units are available for service. The new trains being delivered have passive provision for ETCS. This is just one example of a modern signalling system requiring in-cab equipment. Another is COMPASS, which, as Clive Kessell explains, is an innovative way of keeping trains moving during a signalling failure. The increasing number of trains carrying containers between China and Europe was recently the subject of a conference in Vienna that, as we report, considered what has to be done to accommodate this everincreasing traffic. This includes the need for the European rail network to accommodate ever-increasing numbers of long container trains from Asia, as well as the requirement for frictionless borders. Rail Media’s Asset Management Summit had much to say on how to get the best value from both trains and infrastructure. Stewart Thorpe reports on the event, which included optimising maintenance of Voyager trains and the need to treat data as an asset. The asset that is the signalling supply system is about to benefit from the new technologies of Distribution Interface Transformer Assemblies (DITA) and network modelling using the Target Earth Calculation Model, as Tahir Ayub explains in his feature on their safety and performance benefits. With Infrarail only a few weeks away, much of this month’s magazine describes what’s on offer, including over 200 exhibitors and highprofile keynote speakers at Rail Engineer’s seminar theatre. Do come to see us there.
RAIL ENGINEER EDITOR
DAVID SHIRRES
Rail Engineer | Issue 162 | April 2018
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THE TEAM
NEWS
Editor David Shirres david.shirres@railengineer.uk
Production Editor Nigel Wordsworth nigel.wordsworth@railengineer.uk
Production and design Adam O’Connor adam@rail-media.com Matthew Stokes matt@rail-media.com
Engineering writers bob.wright@railengineer.uk chris.parker@railengineer.uk clive.kessell@railengineer.uk collin.carr@railengineer.uk david.bickell@railengineer.uk graeme.bickerdike@railengineer.uk grahame.taylor@railengineer.uk lesley.brown@railengineer.uk malcolm.dobell@railengineer.uk mark.phillips@railengineer.uk paul.darlington@railengineer.uk
One plan for one railway
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The Railway Delivery Group (RDG) has published the sixth annual edition of the Long Term Passenger Rolling Stock Strategy, detailing its ambitious plans to meet an expected doubling of passenger numbers in the next 30 years.
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Rail Engineer | Issue 162 | April 2018
The strategy forecasts that the national fleet will increase by up to 85 per cent over the next 30 years and details the vehicle types required to meet the predicted boom in passenger numbers. New build orders have increased by over 1,100 in the last year, bringing the total number of new vehicles ordered to over 7,000, more than half of the current national fleet of 14,000. Many older vehicles are being withdrawn and the strategy predicts that over 4,000 vehicles will be displaced from service in the next three years. The strategy highlights how the industry continues to innovate, with more bi-mode vehicles entering service and more likely to be required following Government’s revisions to the electrification programme. Manufacturers are also developing battery and hydrogenpowered trains that may enter service in the next decade. New vehicle investment from the private sector is now in excess of £13.8 billion of which more than 50 per cent will be spent on vehicles built in Britain.
In Partnership Fo Britain’s Prospe r rity
The rail industry ’s plan to secu re growth acro Together we are ss our country changing, investing and improving for Britain
In the plan, called In Partnership for Britain’s Prosperity, rail companies commit to boosting the economy, improving customer satisfaction, better connecting communities and providing more, rewarding careers in rail. The build and delivery of new rolling stock are key to realising these commitments. The strategy is produced by the Rolling Stock Strategy Steering Group (RSSSG), which brings together rolling stock owners, train operators, Network Rail and the Rail Delivery Group (RDG).
NEWS
HS2 discovers ancient coastline Investigators working on the route of HS2 Phase 1, between London and Birmingham, have discovered a subtropical coastline which dates back around 56 million years. The discovery of the previously unknown material was made 33 metres below the surface following ground investigations from geotechnical firm Fugro, one of nine companies which have a framework contract on HS2’s ground investigations programme, at a site in Ruislip, west London. The layer of black clay, which HS2 has named the ‘Ruislip Bed,’ is thought to have been formed from densely wooded marshes on the edge of a subtropical sea. In total, HS2 is investigating the ground at around 8,000 locations along the first phase of HS2, from London to the West Midlands. This find is in the area earmarked for the
construction of the Northolt Tunnel - a 14km tunnel that will run from West Ruislip to Old Oak Common. Dr Jacqueline Skipper, a geological expert from Geotechnical Consulting Group said: “Although ground investigations regularly take place across the country, it’s really exciting and very unusual to come across a material that no-one has ever seen before. The ‘Ruislip Bed’ discovery is particularly fascinating, as it is a window into our geological history. “It would have been formed during the Paleocene period, which was a time of intense change, with new animals evolving following the extinction of the dinosaurs. Most of Southern England was covered by a warm sea and this clay helps us to pinpoint where the coastline was.” After more than one million laboratory tests, the initial ground investigation programme on Phase One will be largely complete by the end of March 2018. This will be followed by supplementary, targeted investigations, led by HS2’s main works contractors.
coming soon... MAY / NOVEMBER 2018 PERMANENT WAY Twice a year, Rail Engineer considers the elements that make up the permanent way – rails, sleepers, clips, pads, ballast and even the make-up of the embankment on which the track sits. Ballast, Excavation, Fastenings, Geotechnical, Grinding, Installation, Lifting, Lighting, Maintenance, Milling, On-track Machines, PPE, Piling, Plant Hire, Plant Maintenance, Rail, Rail Handling, Repairs, RoadRail Plant, S&C, Site Access, Sleepers, Soil Nailing, Structures, Tamping, Welding
JUNE / DECEMBER 2018 ELECTRIFICATION & POWER As the UK rail network is one of the biggest consumers of electricity in the UK, it is always investigating ways to innovate, reduce costs, introduce new power alternatives and reduce carbon. Cabinets, Components, Connectors, Control Equipment and Systems, Cables, Distribution Networks, Earthing, Fasteners, Generators, Housings, Insulation, Lamps, Lightning Protection, Monitoring, OLE, Pantographs, Power Supplies, Security, Substations, Transformers
JULY 2018 / JANUARY 2019 STATIONS Rail Engineer reports on station construction and redevelopment, using technology to improve the passenger experience, and managing access and revenue. Accessibility, Architecture, BIM, Barriers, Buildings, CCTV, Car Parks, Catering, Cleaning, Escalators, Landlord Permissions, Lifts, Lighting, Maintenance, Passenger Information Systems, Planning Issues, Platform / Train Interface, Platform Screen Doors, Platforms, Records, Refurbishment, Reporting, Retail, Security, Software, Smart Ticketing.
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London – November 2018
Rail Engineer | Issue 162 | April 2018
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NEWS
From Formula 1 to mass transit McLaren Applied Technologies has signed a memorandum of understanding with Singapore Mass Rapid Transit (SMRT) to transfer its data collection expertise from the race to the railway track.
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Over a Grand Prix season, McLaren’s race team captures an average of more than 12 billion real-time data points from more than 300 sensors embedded on its two race cars. Analysis of the data allows the team to monitor, perform detailed analysis and make informed decisions to optimise on-track performance. The initial agreement between the two parties will focus on intelligent vehicle maintenance on the SMRT fleet, with the intention to provide a proof of concept for an intelligent vehicle monitoring solution suitable for adoption on a global scale. Condition monitoring sensors and highspeed loggers used in Formula 1 will be installed onto the first SMRT train by late 2018. McLaren Applied Technologies acting CEO Dick Glover said: “This unique partnership with SMRT will deliver advantage for
Singapore by maximising vehicle availability and maintenance capacity of their world-renowned service. “At McLaren Applied Technologies we harness our expertise in precision data capture, visualisation, and realtime operational interventions to create inspired outcomes for the manufacturer, the operator and ultimately for the passenger.” SMRT president Desmond Kuek added: “We look forward to collaborating with McLaren Applied Technologies to elevate this capability further, combining our engineering expertise in rail with their proven capabilities harnessing sensors, telemetry and software in motorsport. “When implemented fleetwide, we expect to bring about enhanced safety, reliability and comfort for commuters on our rail network.”
NEWS
World-first as service train runs under ATO Govia Thameslink Railway (GTR), working with Network Rail and Siemens, has claimed a world-first by running ATO (Automatic Train Operation) over ETCS (European Train Control System) on the mainline railway in passenger service. On Saturday, 17 March, southbound eight-car Thameslink train 700019, destination Three Bridges, brought itself to a halt automatically at London St Pancras International at 13.53, having transitioned into ETCS Level 2 Full Supervision and then ATO on its approach from Kentish Town. With the driver checking the platforms, closing the doors and then selecting ATO again, the train with its in-cab signalling then continued under automatic control through Farringdon, City Thameslink and London Blackfriars. It finally transitioned out of the system on its exit from London Blackfriars, as it headed towards Elephant & Castle. GTR’s systems integration manager Jim Doughty, said: “Saturday’s run followed nearly two years of on-track testing and, working flawlessly, it has paved the way for further runs. These runs will not only help build industry confidence in the system but also facilitate the commencement of the delivery of a world class training package to our drivers in readiness for the increase in services. “This cutting-edge system will allow us to run our final high intensity Thameslink service of up to 24 trains per hour each way with 70% more seats through the centre of London, linking new communities and cutting journey times for thousands of passengers.”
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NEWS
Ticket machines and gatelines under investigation
STRUCTURAL PRECAST FOR RAILWAYS
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www.moore-concrete.com Rail Engineer | Issue 162 | April 2018
The Office of Rail and Road (ORR) has launched a market study into the supply of ticket vending machines and automatic ticket gates. In 2016/17, ticket sales through ticket vending machines totalled a value of £2 billion, 20.2 per cent of total passenger revenue, while automatic ticket gates are mainly fitted to prevent fare evasion, which is estimated by train operating companies to cost the industry more than £200 million per year. This latest study follows ORR work looking into the wider markets for ticketing equipment and systems. In the course of this work, ORR identified concerns that high concentration and a lack of effective competition may be causing higher prices, reductions in quality and stifling innovation of ticket vending machines and automatic ticket gates. Juliet Lazarus, ORR Director
of Legal and Competition, said: “ORR is committed to protecting the interests of rail users. This study will thoroughly review the market to learn whether or not it is providing the best service for those who rely on it.” To help the ORR understand the current situation, the market study will focus on three key themes: »» Concentration and market shares in the ticket vending machine and automatic ticket gate markets; »» Outcomes for customers, both the immediate customers of these products such as Transport for London, train operators, Network Rail, and, passengers; »» Understanding the reasons why the market works as it does.
NEWS
Time to get on-board for Infrarail 2018 Infrarail 2018, the UK's leading exhibition of railway infrastructure equipment, products and services, is now just a month away. Over 200 exhibitors are already signed up and the event, the 12th edition of the series, looks set to be one of the biggest in recent years. The biennial event returns to ExCeL London in the capital’s Docklands from May 1 to 3. Those planning to attend are now urged to register as soon as possible to secure a place and take advantage of free registration before the April cut-off date. Infrarail showcases every aspect of railway infrastructure technology and expertise, attracting visiting managers, engineers and buyers at the highest level. A host of high-profile keynote speakers will provide thoughtprovoking and essential industry insight at Infrarail 2018. These include the managing director of Network Rail’s group digital railway, David Waboso CBE. David previously spent 11 years with London Underground Limited as capital programmes director. Sharing the spotlight will be the man with overall responsibility for the policies of the Department for Transport, Secretary of State for Transport the Rt Hon Chris Grayling MP. Adding to the impressive list of keynote speakers are director of Phase Two Policy & Sponsorship for HS2 Lorna Pimlott, who is responsible for sponsorship and policy advice across Phase 2a and Phase 2b of the £25 billion programme, and CEO of Rail Delivery Group Paul Plummer, who previously spent 13 years as group strategy director at Network Rail. The list of high-profile organisations exhibiting includes HS2, the Railway Industry Association, CEEQUAL, Rail Baltica, the Permanent
Way Institution, RISQS, the Rail Delivery Group and the Rail Supply Group as well as a broad spectrum of companies representing the entire supply sector. Added to this are opportunities for networking, viewing products and exchanging ideas with exhibitors, as well as a CPD certified educational programme, industry seminars, project briefings and discussion groups. What’s more, providing delegates register now, it’s all free to attend.
Rail Engineer | Issue 162 | April 2018
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ROLLING STOCK & DEPOTS
DAVID SHIRRES
Northern’s trains
from Spain
Zaragoza’s first Class 331 unit.
O
f the current orders for 6,000 or so new rail vehicles, destined for routes and operators around the country, only 286 will be diesel powered. When these orders were placed, the future was to be electrification, so it was considered that the demand for diesel trains on rural routes could largely be met by cascaded DMUs that would be released as lines were electrified. It was also expected that, with additional electrification, the many surplus EMUs displaced by orders for new trains would find homes on other lines. It is now almost certain that such perfectly serviceable EMUs will be scrapped. It would be interesting to know whether the cost of replacing them with diesel trains was considered when electrification schemes were cancelled. The 286 diesel-powered vehicles on order comprise 140 DMU cars for Northern Rail, 80 DMU cars for West Midlands and 66 locomotivehauled coaches for First TransPennine Express, all of which are being produced by CAF of Spain. The DMUs are from its Civity family of regional trains and the coaches are Mark 5 coaches similar to those that CAF is currently producing for Caledonian Sleeper.
Rail Engineer | Issue 162 | April 2018
Spain’s train builder Construcciones y Auxiliar de Ferrocarriles (CAF) has its origins in 1892 when an iron works in the Basque town of Beasain was converted into an industrial workshop to manufacture and repair wagons. This became the basis for CAF, which was set up in 1917. After the Spanish Civil War, the company was heavily involved in the reconstruction of the country’s rail fleet and opened a factory in Irun in 1940 to deal with its expanded workload. In 1954, CAF acquired a factory at Zaragoza that had manufactured trains, subway trains and trams since 1897. It rebuilt the plant in the early 1970s. Like Alstom in France and Siemens in Germany, CAF benefited from the rail investment boom as a result of the construction of its country’s high-speed network in the 1990s.
ROLLING STOCK & DEPOTS
Completed bodyshell at the Zaragoza plant. CAF has 8,000 employees in Spain, where it now has four manufacturing plants: Beasain, Zaragoza, Irun and Castejón which respectively have covered areas of 181, 93, 21 and 19 thousand square metres. CAF also has factories in France, USA, Brazil and Mexico. Today, the company has a record order book of €6.3 billion, of which 63 per cent is for new vehicles and the remainder for services and components. The split of orders for new vehicles is: locomotives (4%), high-speed trains (5%), regional trains (43%) and light rail vehicles (48%). The international market accounts for 87 per cent of its orders with 23 per cent of these orders being for UK trains. The company sees Britain to be an important market, having
previously manufactured Heathrow Express trains and trams for Edinburgh and Birmingham. As a result, CAF is now building a 46,000 square metre factory in Newport that will employ 300 people and be opened this summer.
CAF’s UK orders The company’s current UK orders are as shown in the table. Of these, construction and delivery of the new Caledonian Sleeper coaches is well advanced, with the first trains expected to enter service between Glasgow or Edinburgh and London in October. Some coach and EMU bodyshells have been produced for the TransPennine’s order and construction of Northern Rail’s EMUs and DMUs is well advanced.
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ROLLING STOCK & DEPOTS
Ordered
Order
Train Operating Company
Delivery
Contract value
February 2015
75 new sleeper coaches
Caledonian Sleeper
2018 to 2019
£178 million
January 2016
140 DMU vehicles and 141 EMU vehicles
Northern Rail
2018 to 2020
£490 million
May 2016
66 Mark V coaches and 60 EMU vehicles
TransPennine Express
2019
£232 million
December 2017
80 DMU cars
West Midlands
2020
£190 million
Class 331 interior.
Start of the assembly line.
Northern Rail’s Class 195 DMUs and Class 331 EMUs are being procured and financed by Eversholt Rail in a £490 million deal, which is one of the biggest orders that CAF has ever received. The contract includes the option to build more coaches to extend the units if specified before a certain date.
One of the key factors in Northern’s choice of CAF as a train builder was its ability to supply DMUs and EMUs of the same train family. For reasons of operational and maintenance, Northern wants its diesel and electric units to be as similar as possible. Gary Tremble, Northern’s head of engineering, commented that, during the design phase, “CAF were brilliant in handling our requests”. As Gary’s day job is ensuring that the company’s current 1980s-built fleet is maintained, he is clearly looking forward to receiving these new trains and has found it very satisfying to have had a say in their specification.
Rail Engineer | Issue 162 | April 2018
The North’s new trains Ian Hyde, Northern’s head of new trains, explained: “This is a once-in-a-generation chance to significantly improve the quality of rail services in the North; we’re enhancing the overall on-board experience. The introduction of these units will increase our fleet size allowing us to offer more and faster services.” The age of many of its trains, which date back to the mid-80s and include the bus-like Pacer trains, makes it difficult for Northern to attract customers from their cars. This should change with these new airconditioned trains that have 24-metre-long coaches with 2+2 seating and seats, which are cantilevered from the side of the coach, complete with armrests. The number of seats in the two, three and four-car units are, respectively, 123, 203 and 284. Ian also explained that the intention was to provide the largest possible train. This required some standard components to be modified to fit within the UK loading gauge and may require some minor infrastructure alterations. He also advised that the amount of seat padding was determined
from a passenger evaluation that considered three options. The seats are generally aligned to windows and most have tables. Other seats have seat-back tables. There is a power socket between each pair of seats and free Wi-Fi is provided. The passenger counting system is supplied by Dilax, which also provides the seat reservation system displayed above each seat. However, there is a slot at the top of each seatback for reservation labels if required. The electrically powered double-leaf sliding plug doors are at 1/3 and 2/3 car door positions and have large vestibules to provide good movement within the coach to minimise dwell times. For stations with short platforms, there is automatic selective door opening. Each unit has one universalaccess toilet, adjacent to two wheelchair spaces. Cycle storage is provided behind three fold down seats. The customer information screens are linked to the Darwin system and so can provide real-time information about disruption elsewhere on the network if required.
ROLLING STOCK & DEPOTS
Almost identical units Other than their power source and drive train, the Class 195 and 331 units are virtually identical. The differences in the bodyshells are from the need to accommodate pantographs and exhaust pipes. In the cab, the only apparent difference is that the engine start button in the Class 195 is replaced by a pantograph button in the 335. As a result, much of the driver training for these two units is common. The units have automatic power control and, as shown by a blank screen in the cab, passive ETCS provision. The 100mph units have an aluminium bodyshell with lightweight bogies that have inboard bearings with temperature monitoring on both trailer and motor bogies. They have a 35-year design life. The three-car Class 195 formation is DMSL (driving motor standard lavatory) - MS (motor standard) - DML (driving motor standard). The four-car class 331 is DMSL - PTS (pantograph transformer standard) - TS (trailer standard) - DMS. Each of the Class 195 vehicles has an MTU power pack with Daimler 6H 1800 R85L engines that deliver 390kW. The engines have selective catalytic reduction to meet the stringent requirements of the EU stage IIIB emissions directive. ZF supply both the EcoLife sixspeed automatic transmission and final drive. On the Class 331, the driving cab vehicles are the only powered vehicles. Each has
two motor bogies powered by 220kW asynchronous traction motors, one on each axle, that are supplied by Traktionssysteme of Austria. The traction control comes from CAF Power and automation and the 2570kVA transformer from ABB. Both classes of units have Dellner auto-couplers and so can couple to each other. Coupling bars for rescue operations will be kept at strategic locations on the Northern network.
At the end of January, Rail Engineer was invited to tour the Zaragoza plant and see a completed Class 331 unit in EMU in the testing shed. At that time, Zaragoza had completed one 3-car and four 4-car EMUs, whilst Irun had completed one 2-car and six 3-car DMUs. The tour of the plant started in the body shop, where bodyshell components - including solid aluminium underframes and complex aluminium extrusions
Class 331 motor bogie.
Body shop - bodyside panels.
Building the units Three of CAF’s Spanish plants are involved in the manufacture of Northern’s new trains. Zaragoza is producing the bodyshells for both types of units. The assembly, painting and static testing is being done at Zaragoza for the Class 331 EMUs and Irun for the Class 195 DMUs. The bogies for both types of units are produced at Beasain.
supplied from Switzerland were seen. With the use of conventional MIG welding, grinding to smooth the weld joints was evident.
Class 331 cab.
Rail Engineer | Issue 162 | April 2018
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ROLLING STOCK & DEPOTS
(Above) Start of the assembly line. (Inset) Body shop welding.
The assembly line has seven production positions at which windows, wiring, pipework, underframe components and doors were fitted in the correct sequence. It was interesting to note that, once the vehicle’s interior lighting had been fitted, it was used to replace the temporary lighting at the previous position. CAF’s technical project manager, Ramón Casalé, explains that each car currently spends eight days at each production position, although this will soon be reduced to six days. The assembly shed has two lines, one of which was producing EMUs for Mexico. Once this order is completed, both lines will be used to enable the assembly shed to produce one Northern vehicle every three days.
Testing times
Assembly line wiring installation.
In the test shed there was an opportunity to examine a gleaming four-car Class 331 that was complete, except for the seat tables. Here, the units will be subject to static testing before sent away for dynamic testing. Ramón explains that, in mid-March, this unit will depart for the Velim test track in the Czech Republic for three month’s type-approval testing. Other units are expected to start arriving in the UK in May. They come by ship as the 1,668mm Spanish gauge precludes sending the trains by rail to Britain through the Channel Tunnel. The Class 331 is to be tested on the West Coast
Rail Engineer | Issue 162 | April 2018
main line between August and November. The first unit of each type must complete 1,500 miles of fault-free running before acceptance. Once this has been done, other units must clock up 500 fault-free miles. The first Class 195 is to be sent to Velim and to the Faurei testing centre in Romania before coming to the UK. Without the need for overhead line testing, this diesel unit is expected to obtain its letter of authority to operate before the Class 331 EMU and is expected to enter service in December.
40% more seats The Class 195 DMUs will be maintained at Newton Heath, whilst the Class 331s will be maintained at Allerton. The units will be maintained by Northern with some technical support from CAF. Maintainability has been built into the design with a modular approach for ease of component replacement. The Class 195 units are expected to be first used on Chester to Leeds services, whilst the first Class 331 units will operate Blackpool to Manchester Airport services. The introduction of these trains, between December and February 2020, will start a cascade process within the Northern fleet that will lead to the withdrawal of the Pacer units. When the full fleets are deployed, they will give Northern’s commuters forty per cent more seats during peak services. Will these trains also tempt northern drivers out of their cars? On the evidence seen in Zaragoza, this seems likely.
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ROLLING STOCK & DEPOTS
Changing trains
in Scotland
DAVID SHIRRES
W
ith around 7,000 new rail vehicles on order to replace more than half of the passenger rolling stock fleet, Britain’s trains are about to change as never before. Scotland is no exception. In 2018, Hitachi’s Class 385 electric multiple units (EMUs) will replace the Class 170 diesel multiple units (DMUs) on the Edinburgh to Glasgow main line. Once further electrification is completed, more Class 385s will displace DMUs on services to Dunblane and through Shotts.
Night time servicing at Craigentinny.
This year will also see some of the iconic British Rail High Speed Trains (HSTs) get a new lease of life as specially refurbished four and five-car sets operating on Scottish Inter-City services. Passengers who sleep through the night between Scotland and London will also experience new trains being built by CAF in Spain for Caledonian Sleeper. These will be introduced later this year on services from Edinburgh and Glasgow to London and next year on sleeper trains to the far North of Scotland. From 2019, HSTs on the East Coast main line will be steadily replaced by new Azuma trains Hitachi-built Class 800 bi-mode and Class 801 all-electric units. The Class 800 bi-mode units will operate services from London to Inverness and Aberdeen.
Rail Engineer | Issue 162 | April 2018
Whilst introducing each one of these fleets is a complex task, there are also significant operational and maintenance interactions between these new train projects, including the transitional arrangements for their introduction. This is particularly true for the depots concerned, in which Hitachi has invested over £20 million for the Class 800 and Class 385 fleets.
Maintaining the new trains Currently, the Virgin East Coast depot at Craigentinny, just east of Edinburgh, maintains the East Coast HST fleet and services a wide variety of other stock (issue 139, May 2016). On the other side of Edinburgh, ScotRail’s Haymarket depot maintains and services DMUs including the Class 170 units that operate the main Edinburgh to Glasgow service. The depots at Inverness and Aberdeen service Caledonian sleeper trains, HSTs and ScotRail DMUs. The Edinburgh depots face significant changes of role and ownership. Later this year, Craigentinny’s lease transfers from Virgin East Coast to Hitachi,
ROLLING STOCK & DEPOTS which will maintain both the Azuma fleet and ScotRail’s Class 385 units. As these are, respectively, the Hitachi AT300 and AT200 family of units, they have many similarities. These fleets will be subject to condition monitoring, both from sensors on the train and from condition monitoring stations such as the one at the new Millerhill servicing depot just south of Edinburgh. For Craigentinny, this is both a change in maintenance philosophy and the type of equipment maintained as, after the transition period, the depot will no longer maintain HST power cars as it has done for the past forty years. Ironically, Haymarket depot is to start maintaining HSTs for the first time as they start operating ScotRail’s inter-city services. This requires significant alterations to the depot to accommodate them. At the same time there will be a significant reduction in the number of DMUs maintained by the depot as Class 385 EMUs start running between Edinburgh and Glasgow. Over the following years, further electrification will see yet more DMUs replaced as Class 385 units start operation on Dunblane and Shotts services.
Inverness and Aberdeen depots currently service Virgin East Coast HSTs, ScotRail DMUs and Mark 3 Caledonian Sleeper coaches. Soon they will handle East Coast Class 800 bi-mode units, ScotRail HSTs and the new Mark 5 Caledonian Sleeper coaches as well as some ScotRail DMUs.
Depot alterations The coaches of the Class 800/801 units are 26 metres long, compared with 23 metres for an HST coach, and require depot alterations to accommodate them. Furthermore, the new Caledonian Sleepers and ScotRail’s refurbished HSTs have controlled-emission toilets (CET) that require discharge facilities. With the provision of on-board
showers and other improved facilities, the capacity of the water tanks in the new sleeper coaches is three times that of the existing vehicles. These depots also require AdBlue® facilities so that new diesel engines on the Class 800 bi-mode trains can comply with Euro 6 emissions regulations by selective catalytic reduction. This is the injection into the exhaust gases of microscopic quantities of AdBlue, a nontoxic colourless urea and water solution. This combines with exhaust emissions to break down the harmful diesel exhaust mono-nitrogen oxides into nitrogen and oxygen. Ensuring that the existing depots can accommodate, service and maintain their new trains needs much planning, a
Refuelling at Aberdeen Clayhills.
Rail Engineer | Issue 162 | April 2018
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ROLLING STOCK & DEPOTS
New servicing apron at Inverness with Adblue dispenser.
high degree of co-operation between the train operators concerned and a lot of training. It also requires significant alterations to the depots concerned. Several companies are working to make this happen. One of these is Story Scotland, the Scottish division of Story Contracting, which has grown fivefold in recent years, allowing investment in future talent with apprenticeships and graduate schemes. The company has recently worked on various high-profile contracts including the slab track replacement in Queen Street tunnel (issue 142, August 2016), Stirling station canopy replacement (issue 141, July 2016) and St Ninians level crossing replacement (issue 158, December 2017).
Aberdeen and Inverness
Inverness depot.
Story’s work at Aberdeen Clayhills depot, which was worth £1.8 million and took eight months, was completed in September 2017. This required the construction of a new 120-metre long servicing apron, a 60-metre trackpan for oily waste with associated drainage, four new refuelling points with modifications to the fuel distribution network, three new facilities and a plant room for CET as well as dispensers for AdBlue and water tanking. The
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positioning of these facilities and the length of the hoses were optimised to take account of the varying lengths of the different stock to be serviced. The work also involved alterations to associated M&E services, pipework, drainage and lighting, as well as new pedestrian walkways and access gantries. The work at Inverness depot was worth £2.2 million, took nine months and was completed last October. This required the construction of three new refuelling dispensers, an 85-metre trackpan for oily waste requiring the lift and replacement of 90 metres of track, four AdBlue facilities, three new CET facilities and a new canopy apron for which 33 micro piles were required. As at Aberdeen, this work also involved alterations to associated M&E services, pipework and drainage and had to take account of the varying train lengths.
Due to the nature of depot operations, the work at Inverness required the construction of temporary fuelling facilities. A further complication is that the longer Class 800 units will block an existing level crossing in the depot during the fuelling operations. This required Story to provide a new alternative pedestrian crossing with a white light indication. There has been a depot at Inverness since 1855, since when many ‘nasty substances’ have dripped onto the ground. Hence, part of the design involved analysis of soil samples to determine the level of contamination. To avoid any future such pollutants, extra capacity was built into the new refuelling line’s drainage system to ensure satisfactory operation of the oil separators during extreme weather. Story’s project manager for both the Aberdeen and Inverness depot projects was Alan Rundell, who explained how the work was scheduled at Aberdeen. “Most of the Aberdeen servicing and refuelling takes place in the evening, with maintenance work done in the shed during the day. This means we had all day Monday to Friday to work except for the one sleeper train. We stood down for an hour to let it pass through the depot, to get it refuelled and then into the stabling area.” In contrast, around eight trains had to be refuelled during the day at Inverness, hence the need for the construction of a temporary fuelling point. At both depots, everything had to work with the existing trains
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ROLLING STOCK & DEPOTS New lighting at Craigentinny.
so, once all of the new add-ons were installed, everything was commissioned and transferred over to the new systems.
Craigentinny and Haymarket
ScotRail’s HSTs to be maintained at Haymarket depot.
Working within the confines of a depot environment requires flexibility to minimise the impact on depot operations. Story is not new to the complexities of depot work, as it is one of Network Rail’s collaborative delivery programme framework contractors for building work. One item of work, worth £336,000 and awarded under this contract, was the replacement of high-level sodium lighting with more efficient LED equivalents at Craigentinny depot. This required 359 lights to be replaced in four sheds. As the existing lighting controls, wire runs and power supplies were not replaced, this work was relatively straightforward. However, it required agreed channels of communication, which included weekly updates for the works, an access strategy that didn’t impact on the dayto-day running of the depot, and a detailed communication strategy. All work at the depots is controlled by Virgin Trains’ permit system, including review of work package plans and task briefing sheets, after which a work access notice is issued allowing work to commence. A dedicated person for safety from
Rail Engineer | Issue 162 | April 2018
Virgin Trains was the main point of contact and co-ordination point for all works. Project manager Eddie Esdale commented: “We sat down with depot staff on a daily basis to discuss our access requirements. A back-shift arrangement gave us the best opportunity for access and offered the least amount of disruption to the depot. Possessions and isolations of the OLE were required, adding another layer of complexity to the planning. In this way, the work was delivered on time and within budget, without causing any delay to Virgin Trains' daily operations.” Last but, in this case, least of the work done by Story to support the introduction of Scotland’s new trains, was a £100,000 job, awarded under the framework contract, at Haymarket depot in November. This was the repair of the inspection pit on road number
three, which had a defective rail joint for which concrete repairs were also required. This had to be done before work could start to modify the depot to accommodate the ‘new’ ScotRail HSTs. For this reason, all concerned were glad that Story was able to start work within three days once instructed to do so. The longer Azuma trains will provide more seats on the East Coast route to Scotland whilst the introduction of ScotRail’s new trains will increase the number of rail passenger vehicles it operates from around 800 to 1000 over the next two years. Although the depot alterations for them are not obvious, Scotland’s rail passengers, who today often travel in overcrowded conditions, will have a good reason to thank companies like Story which have paved the way for these new trains.
Street
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ROLLING STOCK & DEPOTS
DAVID SHIRRES
Class 385
debut further delayed
W
hen Abellio took over the ScotRail franchise in April 2015, it had 22 months to replace six-coach diesel trains on the Edinburgh to Glasgow main line with seven-coach electric trains, as required by its franchise specification.
To do so, the following month, the company signed a contract with Hitachi for 24 four-car and 46 three-car Class 385 multiple units. As well as the Edinburgh to Glasgow main line, these units are to operate on the Shotts route between the two cities and on services to Dunblane from the two cities. Both these routes are to be electrified by 2019. ScotRail’s Class 385s were the first order for Hitachi’s AT200 series of units which are part of the AT (aluminium train) family. These also include the AT300 series, of which the Inter City Express Programme (IEP) Class 800/801/802 trains ordered by the DfT for the Great Western and East Coast routes are an example. This contract required Hitachi to have the first unit in service by last Autumn, and by December to have delivered 24 units to provide a seven-car Class 385 service between Glasgow and Edinburgh at a 15-minute frequency. Thus, the contract required type approval to be obtained within 17 months. Yet when it was signed, the Newton Aycliffe plant that was to build most of these units was still under construction.
Rail Engineer | Issue 162 | April 2018
First unit to Scotland The plant was opened in September 2015 and rolled out its first completed IEP train on 9 December 2016. On the same day, a Japanese-built Class 385 left Newton Aycliffe for Scotland to start its testing programme there. This unit had been built at Hitachi’s Kasado plant and shipped from Japan in August 2016. In the same month another unit left Japan for the Czech Republic for testing on the Velim test track.
On 12 October, Newton Aycliffe unveiled its first completed Class 385, together with another three Japanesebuilt units. At this time, two Class 385 units were under test in Scotland and a further two units were undergoing unpowered dynamic testing on the German rail network. This was because there was insufficient track access in Britain to complete these tests within the programmed date. A week later, a Class 385 completed its first successful powered test run under the newly electrified Edinburgh to Glasgow wires. With the late delivery of the EGIP electrification programme, this was five months later than originally
First 385 bodyshell completed in January 2016 at Hitachi’s Kasado plant in Japan.
ROLLING STOCK & DEPOTS
Newton Aycliffe’s Class 385 rollout on 12 October. planned. This had a significant impact on the testing programme. Although the Class 385s had access to other electrified lines in Scotland, these could not be used for type-approval testing, which had to be carried out under overhead line equipment (OLE) built to the latest TSI standards as the EGIP OLE had been. Hitachi’s type testing programme required 160 hours under EGIP’s wires, in the event less than half of this was available. This shortfall was addressed with tests under TSI-compliant OLE in the Czech Republic and Germany. However, capability testing could only be undertaken between Glasgow and Edinburgh. Notwithstanding these testing programme delays, Hitachi underestimated the Class 385 delivery dates. This is perhaps understandable as it required an assessment of the time required to set up the supply chain and production process, recruit and train 1,200
employees and let them gain experience before ramping-up production. As this assessment was completed whilst the factory was still under construction, it was based on judgement rather than experience. In December the new Millerhill servicing depot was opened and a Class 385 unit based there was used to start the ScotRail driver training programme - up until then most of the Class 385s driving had only been done by drivers from DB Schenker who have a contract with Hitachi to support the testing programme.
Riding the 385 In February, Rail Engineer was invited to take a ride on a Class 385 unit during one of its mileage accumulation runs. Each unit has to complete 2,000 miles fault-free running before it can enter service. Travelling on the empty four-car unit was an impressive experience. The ride was smooth as the train accelerated up to
60mph in 47 seconds. This compares with current Class 170 diesel multiple units that take around one minute 50 seconds to reach this speed. The 1 in 41 gradient up Glasgow Queen Street tunnel is one of the steepest on the network. Despite the climb, the driver had to throttle back once the unit reached the tunnel’s 50mph speed limit. After exiting the tunnel, the unit accelerated to climb at the permitted speed of 60mph, again not at full power. Even at full throttle, the Class 170 DMUs can only climb this gradient at around 40mph. The driving cab is small, as the units have a corridor connection as specified by Transport Scotland. However, even when standing behind the driver, the field of vision ahead is well within the relatively small windscreen. At night, the strong headlight lit up the track hundreds of yards ahead of the train. The driver was from DB Schenker which, for over a year, has provided drivers to test the Class 385s in Scotland.
Passenger benefits On board, managing director of the ScotRail Alliance Alex Hynes explained the operational and customer benefits of this corridor connection. Currently, some services on the Edinburgh to Glasgow route are made up of two Class 380 EMUs which have a corridor connection. Alex understands that fewer passengers travelling on these trains arrive without tickets than those on the pair of threecar Class 170 units which do not have a corridor connection.
Class 385 interior.
Rail Engineer | Issue 162 | April 2018
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ROLLING STOCK & DEPOTS been submitted to the ORR. Although this demonstrates that the windscreens are compliant with the required standards, as confirmed by the Notified Body, the company recognises that the trains can’t enter service until the windscreen issue is resolved.
Faster, longer trains soon?
Class 385 at Millerhill depot. Alex advised that the Class 385 will reduce journey times between Edinburgh and Glasgow from 51 to 42 minutes by December this year. Initially, seven-car Class 385 trains, comprising four and three-car units, will operate peak services. These seven-car trains will have 479 seats, 27 per cent more than the current six-car Class 170 DMUs. When platforms at Glasgow Queen Street are extended in December 2019 as part of the station’s redevelopment, the service will then be operated by eight-car Class 385 trains, giving a total of 546 seats. Hitachi’s Class 385 programme manager Andy Radford was also on the train. He stated that the type-approval testing, undertaken by four specially kitted-out units, was virtually complete. This required a demonstration of compliance with around 2,000 clauses in the relevant standards to be shown in a technical file which he advised was about to be submitted to the Office of Rail and Road (ORR) which, at the time, was expected to issue its letter of authorisation to allow the units to enter service by mid-March. Passengers on the increasingly busy Edinburgh to Glasgow line have suffered disruption and delays from the EGIP electrification programme. So, having left the test train, it seemed that they would very soon benefit from the introduction of the new Class 385 units and their extra seats. Alas this was not to be.
Windscreen concerns A few days later, Scottish newspapers carried headlines such as “ScotRail Class 385 fishbowl windscreen safety concern”. This follows concerns expressed by Kevin Lindsay, ASLEFs organiser in Scotland, that “the windscreen is curved and at night is making the driver see two signals”. As a result, his union has informed ScotRail that they will advise their members that these trains are not safe to drive at night.
Rail Engineer | Issue 162 | April 2018
Alex Hynes told Rail Engineer that ScotRail takes ASLEF’s concerns very seriously and that the problem concerns a ghosting effect at night, which is particularly apparent at locations with multiple signals. Hence there was a potential problem of driver distraction and fatigue. Transport Scotland’s response is that “drivers input into the testing process is vital and that, having had that feedback, it is vital that Hitachi and ScotRail work towards a solution.” A Hitachi spokesman advised Rail Engineer that the problem has occurred due to a new standard requiring driver’s windscreens to be more impact resistant to protect drivers. As a result, the new, tougher windscreens have more layers which, in a slightly curved windscreen, produced the observed ghosting effect. He said the company was working closely with ScotRail, drivers and suppliers to find a solution so the trains could come into service as soon as possible and are seeking independent advice about the conditions under which it would be safe to run. Hitachi also confirmed that the technical file has
The windscreen problem is clearly an issue which all parties are working hard to resolve. How long it will take remains to be seen. Meanwhile, production is being ramped up at Newton Aycliffe. From April, cars will be produced at the rate of four a week. At the beginning of March, there were ten units in Scotland with another two completed in Newton Aycliffe. The line’s passengers faced further problems at the beginning of March, when it had been expected that Class 385s would be operational, when some of ScotRail’s Class 170 units came off lease to operate services elsewhere. As a result, during the Edinburgh to Glasgow peak service, one train in each direction is a three-car instead of a six-car train. Until the Class 385s can be introduced, ScotRail has alleviated this problem by attracting passengers onto the slower, alternative route via Bathgate with a cheap fare. Introducing a new train is never easy and, however rigorous the design process, unforeseeable problems can arise, as the Class 385 saga illustrates. It would seem likely that the solution to the windscreen issue is a flat screen, which may take some time to design, have tested and be approved. If so, will the long days of the Scottish summer months allow the units to be introduced for daylight operation whilst new windscreens are fitted?
Class 385 driving cab.
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Rail Engineer | Issue 162 | April 2018
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ROLLING STOCK & DEPOTS
MALCOLM DOBELL
How to Refit a Train in 9 days (Mid-life Refresh of Siemens Class 185 Diesel Multiple Units)
R
ail Engineer’s report on the 2017 RVE Exhibition (issue 157, November 2017) featured a paragraph describing the mid-life refresh of the Siemens Class 185 DMUs. This led to an invitation to see the work first hand and, in early March 2018, Rail Engineer visited Siemens’ Leeman Road Depot, York, to meet Lee Barron, who is leading the mid-life refresh project. Kirsty Maule, is project manager on site, and Simon Wildgoose, is responsible for day-today fleet delivery.
Background These trains were purchased for the former franchise specifically to provide Inter-City quality service on the trans-Pennine routes. 51 three-car units were obtained, the first of which entered service in 2006. They were so successful in attracting more customers that overcrowding was soon reported, but proposals to expand capacity (by lengthening the units to four cars) were unsuccessful. Increasing capacity is a major objective of the new franchise awarded to First Group, which retained the TransPennine Express (TPE) name. This franchise
commenced on 1 April 2016. TPE has committed to buying a number of new trains but will also retain some of the Eversholt Rail-owned Class 185 units, which will generally operate in six-car trains. Class 185 cars are 23.8 metres long, with 1/3 and 2/3 door spacing. They are laid out to intercity standards and include provision for a trolley food-and-drink service. To provide good performance on the hilly trans-Pennine routes, each car is fitted with a 560kW Cummins QSK19 engine driving through a Voith gearbox and final drive. They have a high power-
to-weight ratio of approximately 10kW/t, which is approximately the same as a Voyager. They have a top speed of 100mph. Lee said that, even before TPE won the franchise, Siemens and Eversholt Rail had been discussing how to maintain the value of these trains. They are reliable trains, and the mechanical equipment and bodywork are in good condition, but, after the past 10 years of intensive operation, the interiors and amenities were in need of a refresh. TPE’s bid included retaining 29 units but supported the whole fleet being refreshed. Following the start of the franchise, the scope was developed to meet TPE’s aspirations. A contract valued at £32 million, or just over £600,000 per unit, was signed in early 2017. The first unit was taken out of service for the work on 9 June 2017 and completion of the entire fleet is planned by July 2018.
Mid-life refresh scope The work involves renewing, repairing, repainting and recovering, as appropriate, all panelling, flooring and seats as well as providing or upgrading the following systems: »» Providing Auto Passenger Counting (APC); »» Providing mains and USB power sockets - one per pair of seats in standard and one per seat in first class;
Rail Engineer | Issue 162 | April 2018
ROLLING STOCK & DEPOTS »» Upgrading internal main and spot lighting to LED; »» Providing Automatic Selective Door Opening; »» Upgrading the Passenger Information System (PIS), including seven passenger information screens throughout the train that will show ‘Live’ travel data; »» Providing Wi-Fi Ethernet backbone and media servers; »» New livery (vinyl) and roof painting (which was completed early in an accelerated programme); »» Upgrading the catering area with chilled food cabinets and cashing-up table; »» Upgrading the headlights to LED; »» Prepare the cab for a driver advisory system; »» Providing new CCTV cameras, including forward and rear-facing CCTV (FFCCTV); »» And a wholesale internal refresh - new seating, tables, floor finishes, vanity units, curtain and wall finishes.
Phasing of works It is unusual for any operator to have enough trains to allow one or more to be taken out of service for extensive works such as these. Generally, those in charge of maintenance have to ‘tighten their belts’ for the duration of the work to make vehicles available. TPE requires 46 units in service (47 on Fridays). Lee Barron is allowed one unit out of service on weekdays and two at the weekend, leaving Simon Wildgoose with a worst case of three units to cover for casualties and planned maintenance, something that the team at the trains’ home base at Ardwick depot, Manchester, monitors constantly.
The works themselves are carried out on two purposely-modified roads at Siemens’ depot at York. Both the internal and external roads have been adapted with staging at train floor level to provide level and safe access/egress from the vehicles. There is also space for racking, workbenches and storage. Lee described the production process for which nine days is allowed to complete each unit, the last two days being mainly used for on-train testing and the completion of return-to-service checks. Lee acknowledged that the first four units did take somewhat longer to complete due to the extent of learning being undertaken, but by units five and six this was down to two weeks. The current schedule is as follows: Day minus 3 (Wednesday prior) - Unit still available for service. A joint inspection is carried out to identify issues or faults on that unit so that issues can be identified
and the work can be planned, for example, any signs of deterioration of the cab or toilet floors or the requirement for new mirrors in the toilets due to damage. Day 1, (Saturday) - strip the interior seats, grab poles, vanity units, panelling - with items planned for re-use carefully labelled so they may be refitted in the original position (lesson learned). This work continues into day 2. Seats are collected by Diamond Seating and poles collected by TBM, noting that a spare set of poles was purchased, but there is no float of seat frames. Day 2 (Sunday AM) - the unit goes through an intensive deep clean of all the panels, heater grilles and doorways. Day 2 (Sunday PM) - Icomera fits the Wi-Fi and PIS systems and passenger counting (APC) cables throughout the train. Day 3 (Monday) - power/USB sockets and wiring fitted.
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ROLLING STOCK & DEPOTS Day 4 to day 7 cover the re-build with specific items on particular days: Day 4 (Tuesday) - APC sensors and LED lighting are installed; electrical testing of completed sockets and re-installation of ceiling panels are completed. At the same time, the new carpets are installed. Day 5 (Wednesday) - seat frames (a lesson learned is that seat pedestals have to be fitted earlier, so they now stay at York and are cleaned/touched up on site), and grab poles are installed; Aura carries out spray painting and fitting of internal labels overnight. Day 6 (Thursday) - standard seat frames and cushions are installed. Day 7 (Friday) - first-class seats, frames and cushions, tables, bins are installed; the unit is cleaned. Days 8, 9 (Saturday and Sunday) - preservice checks and snagging are carried out. Day 10 (Monday) - the unit returns to service, allocated to an out and back working from York.
Communication, relationships and just-in-time There are some significant logistical challenges. There is little storage space at York, so the main stores for new items is at Unipart in Doncaster, with only immediate use items on site. Seats are on a critical path as some 180 seats are removed on a Saturday. There are just three days to repair/repaint the frames and just four days to provide totally new seat, cushion bases and backs. Lee emphasised the close working relationship developed with his supply chain, which is absolutely critical to the success of the project and has led to much flexibility.
Rail Engineer | Issue 162 | April 2018
As an example, Lee highlighted that, during the recent appalling weather between 27 February and 5 March, just one day was lost. This resulted in unit 27’s seats not being ready to take away on Saturday 3 March and in Icomera coming in on Monday 5 March, rather than Sunday 4 March, to work on train 27. Lee was confident that the lost day would be recovered, and that the unit would be back in service on Monday 12 March as planned. He also congratulated the supply chain on continuing to deliver safely in spite of the conditions faced because of the weather. Whilst touring the site, a lot of people were working on the vehicles with plenty of opportunity to get in each other’s way, but there was plenty of good humour in evidence with the team working together. Kirsty Maule described the social media groups set up amongst the team to keep each other informed of progress and issues. (When your writer was involved
with train repair and refurbishment, even text messaging was not available!) This communication is useful as the team members that start work on a unit will probably not complete it, in order to provide for proper rest breaks.
Engineering change and assessment A significant effort was required to demonstrate that all the changes complied with the relevant standards and were fit for purpose. Every change - including changes of colour - required an Engineering Change notice to be agreed between Siemens, TPE and Eversholt Rail. Lee was pleased to report that they had streamlined the process from 40 to 20 days. Formal assessment was required to demonstrate compliance with the Technical Specification for Interoperability for People with Reduced Mobility. There was also liaison with RSSB over LED headlights, and liaison with TPE staff representatives over the cab modifications (seats, FFCCTV and DAS).
ROLLING STOCK & DEPOTS There have been over 60 design meetings involving suppliers, Siemens, TPE and Eversholt Rail to collectively agree all the changes to the units. This just highlights the strong collaboration shown by all parties to achieve successful completion of the project.
Challenges Lee said it took 12 months and over 50 fire tests before they delivered seats (flat cloth, new foam) before the chosen material could be used in refresh programme. This was made more challenging as the customer required flat cloth and leather upholstery in standard class and full leather in first class. Apart from the fire tests, the seats still have to be comfortable. Your writer can attest that the seats in both first and standard were supportive of his ample posterior - no ironing boards here! Moreover, a new suite of cleaning instructions has been developed and deployed by the Siemens presentation team to keep the new fabrics in good condition. The various changes to the auxiliary electrical system provided some interesting challenges for the team. The provision of chilled food and drink cabinets, and the additional power sockets, would increase the load and the LED lights would reduce it. It was straightforward to show that all this was within the capability of the power subsystem. An up-rated transformer is being provided to cope with the chillers’ start up load, but practical trials were required to determine the rating of the protection for the power sockets. They needed the MCB not to trip when everyone is charging their laptops, but to protect the system
if higher-powered devices are connected despite the warning notices. Access to the MCB for the guard was also provided. One imagines a “bring your electrical device to work” day for such a trial, which in reality is what Siemens did to test the system.
Unexpected discoveries It seems to be a feature of refurbishment and refresh projects that problems are uncovered that no one was expecting. Lee was pleased that there was little to report on this aspect. Just a couple of toilet floors that had suffered severe water ingress, recognising that supposedly interchangeable panels should be refitted to their original location as they weren’t actually interchangeable, and some minor differences between the as-made drawings and the vehicles. He also mentioned that TPE’s customer hosts found that their trolleys presented a tougher physical challenge to wheel across the new, thicker Axminster carpet, but another unexpected effect
of the deeper pile was a quieter saloon environment than in the un-refreshed trains.
Vital statistics Lee was pleased that most of the contractors were local, as was most of the on-site team. There are 27 different direct suppliers, 12 of which were involved in the design. TXM had supplied approximately 36 personnel for the site work and Lee said that, on average, the site team expended 1,600 hours on each unit. They would work 12-hour shifts, 06:00 to 18:00, and night work was confined to specialists (Icomera and Aura). In addition, while completing the works, Siemens has also taken the opportunity to raise funds for the Railway Children Charity. Simply, for the duration of the modification works, each of the 51 units get renamed for a donation. The allocated name is installed onto the passenger information system and each contributor will be awarded a certificate, which includes an interesting fact about their renamed unit. All the units have been allocated names, raising over £1,000 for the charity.
Finally Your writer made a point of travelling to York via TPE services and had the luck to travel on both original and refreshed units. The original train was comfortable but worn and lacked useful customer facilities such as Wi-Fi; it had an early 2000’s look and feel. The refreshed unit looked more contemporary, was comfortable for a journey of over an hour and Wi-Fi was a bonus. Thanks to Siemens’ Emma Whittaker for organising the visit and to Lee Barron, Simon Wildgoose and Kirsty Maule for their patient explanations.
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Old Depots,
New Solutions ANTONY THEOBALD
I
t’s a well-known fact that Britain’s railway network faces some sizable challenges concerning capacity, reliability and efficiency. As a result, billions of pounds are being spent
on both rolling stock and infrastructure projects across the network.
With rising ticket prices and the current economy, budgets have never been under such heavy scrutiny, so it is now vital that all solutions are implemented, not just for the present, but for the future, taking into account projected growth which will have a measurable impact on efficiency. Throughout the UK, rail passengers and the general public are aware of substantial station upgrades designed both to enhance the passenger experience and to develop new retail and dining opportunities for local people. However, those same railway users are often completely unaware of work taking place behind the scenes, where huge investments are being made to upgrade depots across the country that house and maintain the new and improved trains. As always, safety is at the forefront of all asset upgrades, with innovation the key to achieving the high standards the UK is known for across the world.
The use of composites Traditional materials are becoming, in many instances, a thing of the past due to the emergence of composites that are now widely available and used across the network, providing a host of benefits that outweigh the use of such materials as timber, steel and concrete.
Rail Engineer | Issue 162 | April 2018
Composites UK, the industry’s trade association, defines a composite material as one which is “composed of at least two materials, which combine to give properties superior to those of the individual constituents”. Glass and fibre-reinforced plastics (GRP and FRP) are examples of composite materials that have, over the past couple of decades, increasingly been used for railway projects across the UK. From end-of-platform steps to complete station platform refurbishments and huge multi-story maintenance depot walkways, GRP can solve problems associated with traditional materials and reduce cost at the same time. A few of GRP’s key benefits include its light weight, high strength and non-corrosive, nonconductive, easy-to-cut nature. With careful planning and good design, costly heavy lifting equipment can be eliminated and installation time can be reduced considerably. Ongoing maintenance can also be minimal, saving both money and time.
ROLLING STOCK & DEPOTS Typical example Selhurst Train Care Depot is one of many depots across the UK that have opted for Step On Safety’s composite GRP materials over traditional steel and aluminium, in this case when choosing access solutions for use with Class 377 trains. In both the inspection and cleaning sheds, maintenance teams carry out work on HVAC (heating, ventilation and air conditioning) units and pantographs, located on the train’s roof alongside the door controls. To access and service this equipment, the depot’s engineers were frequently utilising a range of non-permanent mobile aluminium access platforms and steps along with harnessed man-safe systems. This was deemed to be an unsafe method of access, one that should only be used as a last resort, as the possibility that an operative could be left stranded on the man-safe line required detailed rescue plans to be drawn up each time it was used. This type of access also caused problems when dealing with heavy and cumbersome equipment, adding further risk to the operation.
Collaborative project As a result of these concerns, a fast-track project was drawn up to reduce any hazards associated with the current access plan whilst also reducing the chance of slips, trips and falls, enabling depot engineers to access roof-
mounted units on the Class 377 trains safely. Safe access to switchgear inside the door wells was also required. Step On Safety, leading specialist in GRP and FRP composite solutions within the rail and construction industries, collaborated with train operator Southern (part of Govia Thameslink Railway - GTR) and rail maintenance assessor SGS to provide a turnkey solution to the problem. Together, they sought to design, deliver and install a number of permanent, static multi-story access platforms, replacing the hazardous mobile equipment and man-safe systems. The project was ambitious, with a very short turn around of only 10 weeks.
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Rail Engineer | Issue 162 | April 2018
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The material selected for the structures was Step On Safety’s Quartzgrip GRP composite, which offered a fast and effective turnkey solution. Permanent platforms provide engineers with easily identifiable and specific gated access points, to accommodate both four and five-car train units enabling simultaneous side access. All designs are to Network Rail standards, with a design load of 5kN/m2. Two permanent double-story GRP access platforms, totalling 175 metres in length, were installed in the inspection shed. Various access points were included, giving safe access for maintenance to HVAC, pantograph and doorcontrol units. In the cleaning shed, due to ground restrictions, only one permanent GRP access platform could be installed - 87 metres long and 3.5 metres high with dual access stairs. Bespoke GRP suspended access pods were installed along the adjacent side, giving the maximum working area for the safe removal by crane, cleaning and replacement of roof-mounted units. In both scenarios, the substructure was made from GRP channels, H-beams, box sections and angles, while the treads and deck boasted GRP anti-slip mini-mesh Quartzgrip gratings, providing the highest slip-resistance certification in accordance to BS 7976-2. Modular handrails and gates, also in GRP, are non-conductive, non-corrosive, and warm to the touch, ideal for depot environments. The exacting 10-week deadline was met. Step On Safety’s ability to precision engineer a bespoke design and pre-fabricate complete units in its workshop meant that the fast-track installation programme was achieved while causing little disruptions to the live operating depot. No heavy lifting equipment was required as the team stuck to the methodical installation plan. The designs at Selhurst depot utilised all of the space available while creating the most efficient working platforms, allowing engineers to keep the trains in top condition to deliver the best possible service. The success of the project demonstrates the benefits of collaborative working between Step On Safety, Southern, GTR and SGS.
Rail Engineer | Issue 162 | April 2018
The future Further to these works, other depots across the country have adopted Step On Safety’s single and multi-story permanent access solutions. Managing director Mike Warren commented: “The rail industry is an extremely important part of what we do and an integral part of future growth strategy, which is why we apportion a high percentage of our R&D resource to it.” The company is currently working on a contract at Stewarts Lane traction maintenance depot in Battersea, London, where its composite expertise will provide another turnkey solution for 230 metres of dual 3.5-metre-high GRP permanent access platforms with multiple emergency access points at set intervals. Once again, the bespoke design and installation will result in little disruption to the work of the live depot. As a result of this success, a full-scale demonstration unit is being constructed at the company’s head office in Brantham, Suffolk. Here, visitors will be able to see the advantages of GRP access platforms for themselves and to discuss design and installation with Step On Safety experts. Antony Theobald is business development manager at Step On Safety.
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www.precisionservices.co.uk Rail Engineer | Issue 162 | April 2018
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FEATURE
C MPASS CLIVE KESSELL
T
he initiative to find a way of moving trains more quickly when a signalling or power failure occurs has reached the stage
whereby a demonstration of the concept took place recently at the Hitchin ENIF
DMWS Demonstrated Watton test train in the platform.
(ETCS National Integration Facility) test control site and on a test train using the Hertford Loop test track.
The COMPASS - DMWS (Degraded Mode Working System) has been reported on in Rail Engineer for the past two years, with a full description of the intended system given in issue 155 (September 2017). If a signal section becomes failed because of loss of power, points failure, level crossing malfunction, track circuit or axle counter failure, interlocking fault, cable theft et al, then trains will stop and people have to be got to site to assess the problem, take remedial measures (such as clipping points) and instigate temporary block working. This all takes time and the ensuing delay can be frustrating for passengers and costly in terms of penalty (Section 8) payments. If a way can be found to speed things up by remotely assessing the on-site situation, fulfil some proving checks and issue drivers with cautionary movement instructions, then trains can be instructed to move and a general win-win situation emerges. The DMWS concept is to independently ascertain the train’s position using a combination of GPS and TD-Net (the national train describer data base) to ensure, not only geographic location, but also which track the train is on. The system will then prove the position of points or the status of level crossings using a local PLC (programmable logic controller) linked to sensors, which would be interrogated by a radio message either from GSM-R or the public mobile service. This local interrogation equipment is known as an IDR unit (Inhibit, Detect and Repeat).
Rail Engineer | Issue 162 | April 2018
Once satisfied that the route ahead is clear and proven, the signaller will instigate DMWS working, issuing instructions to the driver by means of the SMS messaging service that will be displayed in the cab either on a screen or the GSM-R radio. The text-based instruction can be confirmed by a voice call if need be. All of this replicates the present temporary block working routines, but is capable of taking place much quicker.
Hitchin control room The Hertford Loop test track uses the Down line either side of Watton at Stone station, with the off-peak hourly service trains using the Up line in both directions. The test track has a limit of around two miles either side of the station and the whole of the test section is viewed and controlled from a screen in the ENIF test centre (initially established for the ERTMS proving trials) at Hitchin. The demonstration DMWS
screen also shows the Up line and the progression of the service trains. Stop boards are placed at each end of the test section. Once the test train has accessed the section and been ‘shut inside’, all movements of the train are controlled from Hitchin. These can be normal signalling, ETCS operation or DMWS operation. Although plain line, artificial points and a level crossing were inserted into the section using real equipment in the training facilities at Walsall, thus creating the failure conditions that might be experienced on the real railway. The view of these elements could be seen at Hitchin via a CCTV link operating over public mobile 3G networks. DMWS is aimed at significant signalling equipment failures and, should such a failure occur, the signaller can set up a DMWS zone to manage trains through the failed area. A basic form of the system, the track-only version, will allow the signaller to interrogate the
FEATURE IDR for confirmation of points and/or level crossing status, whence a verbal authority can then be given to trains in the form of an Emergency Special Working instruction. The alternative ‘full track-train’ system allows the signaller to set up a DMWS zone between designated signals. The zone will be shown in green on the signaller’s screen, whence the signaller can set up an Authority to Move (AtM) shown as a black and white hashing, each time a train is to proceed through the zone. An interchange of data messages then takes place between signaller and driver culminating in the driver accepting the AtM and its end location, whereupon the route setting goes solid white. The train movement is then detected by GPS, since a track circuit or axle counter problem may be the cause of the failure. At the end of the zone, the driver will normally encounter a green signal, whence a white arrow appears on the DMWS screen to show that the driver has accepted normal working. As with temporary block working, a train within a DMWS section is limited to 50mph. Part of DMWS will mean the suppression of TPWS loops within the zone, to avoid the driver having to stop and manually isolate the on-board TPWS equipment. As it is entirely possible that the DMWS section will be long and cover several normal signals, the system must be capable of accommodating more
than one train in the section, in which case the AtM for a second train may only be a partway authority. The AtM would be progressively advanced as the first train proceeds through the section. Once the failure has been rectified, it will be necessary for all trains to have exited the DMWS section before the signaller restores the signalling to its primary control system. To try and do this whilst a train is still in section could create unnecessary confusion and possibly impinge on safety movements.
Test train The Class 313 EMU used for conducting the earlier ERTMS trials has been adapted for other test purposes including DMWS. In one cab is a graphical display showing the DMWS instructions, whilst, in the other cab, the GSM-R radio has been adapted to display the same information. An article in issue 117 (March 2014) described how the Siemens radio product had considerably more processing power than that needed for voice calls and could be adapted for other purposes. DMWS is just one of them.
Rail Engineer | Issue 162 | April 2018
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FEATURE Each DMWS train-borne unit consists of GSM-R and public mobile modems, a satellite navigation chipset and a processor to drive the display. The Siemens cab radio used in the demonstration (one of the latest mark 4 radios) also provided the GPS feed as well as the modems and connections to both the GPS and GSM-R antennae. Two banks of TV screens had been set up, showing pictures of the line ahead and behind, the commands and instructions as viewed on the DMWS cab unit and the display on the GSM-R cab radio. This gave a good view of what was going on without the need to cram into the limited cab space. When standing at the entry signal to the failed area, the procedures for instigating DMWS operation can be seen quite clearly. A panel within the screen shows the train description, the signal the train is standing at and the signal to which the train may proceed. With the Hitchin controller having selected the section for DMWS working, the system offers an AtM to move from xxxx signal to yyyy signal. Providing this is in line with expectations, the driver accepts the offer and the authorised AtM is then shown on the screen. Once the train is underway, the signals that may be passed under the authority of the DMWS are updated and a countdown informs the distance remaining to the end of the AtM. Exceeding the AtM limit was also demonstrated. With the train going past the designated end-point signal, an audible alert immediately sounded and a flashing STOP message was displayed. The driver reacted to that and a voice call was then made with the signaller to regularise the situation.
Test train TV images front/rear Safety considerations There will be those who challenge whether the system is safe but, in truth, it is only replicating the paper-based system that already exists. Also, the principle of giving movement authorities by a screenbased message was established when RETB systems were introduced several decades ago. With DMWS, positional information is available which RETB never had, together with detection of authority exceedance. To assure point detection and lock position will require verification from the IDR equipment, which implies a standby power facility is needed for interrogation of the points should the main signalling power supply fail. The level crossing assurance is aimed mainly at four-barrier crossings with CCTV supervision, but it is also compatible with the obstacledetector crossings now being introduced. Barrier position and warning-light sequences will need to be proved. The situation with AHBs (automatic half-barrier level crossings) is less certain, as these are usually independent of the signalling system. It is considered that DMWS should be capable of achieving SIL2 status, which is probably better than the present manual procedure.
Test train GSM-R radio. Supplying the Kit and the Business Case As explained in the September 2017 article, Network Rail conducted a three-part development programme. 15 companies received an invitation to undertake a feasibility study of which five accepted. From these, two companies proceeded to build a simulator following which Altran was selected to produce the demonstration system and equipment. Co-operation with Siemens was needed for the adaptation of the GSM-R radio screen display. It must be emphasised that the kit as seen was not a prototype, but a system demonstrator to show the concept, which represents the end of the development phase. That said, the demonstrator used a real train with real infrastructure assets communicating through the live GSM-R and public mobile networks. The value and practicality of DMWS has now to be evaluated, including the logistics of deploying on a wider scale. Each IDR unit is stated as being capable of interrogating up to eight pieces of infrastructure in the immediate locality. Even with this, it is recognised that several thousand units would be needed for full nationwide deployment, which would not be practical or cost effective. A calculation will therefore take place to pick out the places where disruption and capacity is the most critical and a business case will be produced on the basis of the reduction in Section 8 delay payments. A new tender will hopefully be produced early in 2019 for a start to be made in CP6. Thanks to Chris Fulford, the Network Rail Lead Engineer for the project, and to Ken Greenwood and Susanna Holden-White from Altran for arranging the demonstration and explaining the procedures.
Rail Engineer | Issue 162 | April 2018
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Rail Engineer | Issue 162 | April 2018
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FEATURE
Electrical Safety and Performance Management
of the Signalling Power Network
TAHIR AYUB
A
n essential sub-system of any railway signalling or traffic management system is the signalling power supply (SPS). This typically includes: source of supply (usually the distribution network operator - DNO), principal supply point (PSP), signalling power distribution system (SPDS) and signalling equipment. The majority of distribution systems are autonomous cable networks that are not interconnected although, in new installations, an increasing number are double-end fed systems. Thousands of kilometres of power cable interconnect the power supply points and signalling equipment housings positioned along the railway via functional supply points. As with all electrical supply systems, safety is paramount. Network Rail has a rolling programme to improve electrical safety in the Signalling Power Systems which drives significant performance improvements in our network. Signalling power cable failures can be very disruptive to railway traffic. Even short-term interruptions can have a wide impact on performance across the network. The introduction of new technologies, in the form of Distribution Interface Transformers Assemblies (DITA’s) together with a new tool for modelling network electrical performance, Target Earth Calculation Model (TECM), will support asset managers, designers and contractors to deliver significant improvements in electrical safety and performance. To support this, Network Rail has drawn up a new standard, NR/L2/SIGELP/27416 ‘Alteration to Signalling Power Systems (SPS)’. This introduces a new set of tools, methods, processes and technologies for driving electrical safety in the largest non-traction power supply system in operation, which covers the entire rail network.
Rail Engineer | Issue 162 | April 2018
FEATURE
ALSTOM Protection Control Unit with Micro protection relays, circuit breakers and insulation monitoring. Network Characteristics The SPS network is not homogeneous but has a number of key characteristic that are similar for the entire network installation. Some of these are driven by the age and technologies used at the time of installation. Any network electrical safety and performance assessment requires asset managers and designers to characterise the network. This can be challenging where some installations have an asset age exceeding 50 years. The new NR/L2/SIGELP/27416 standard now sets out a supporting appendix describing typical electrical configurations across the network and a guide for characterising the network electrical system and configuration. Signalling Power Systems can be made up of electrical systems that are: »» Single-phase, IT individual with 2-core unarmoured cable; »» Single-phase, IT individual with IT grouped, with 2-core unarmoured cable mixed with 2-core armoured cable; »» Single-phase, IT individual with IT grouped, with 2-core unarmoured cable mixed with 3-core armoured cable; »» Single-phase, IT, Class II signalling power distribution systems with 2-core enhanced unarmoured cable. IT - Individual Terra - is a form of earthing that has its earthed connection isolated from the power supply and components are individually earthed and double insulated with the supply fed through distribution interface transformers. This earthing system is tolerant of cable earth faults. Cable sizes can range from 6mm2 to 185mm2. The number of cores is dependent on electrical configurations. Cable networks can comprise multiple feeders, installed in a range of outdoor environments
including cable troughing, under-track crossings (UTX) or direct buried. These can be subjected to humidity and water immersion with typical network lengths (multiple feeders) combining to give a total cable network length in the range of 30 to 70km. Individual feeders can range in length from 5 to 30km. This can cause leakage capacitance to earth in the range of 1μF (microfarad) to 100μF depending on the age and size of the network, the cable type and cable installation method. The cable network connects into signalling locations comprising metallic parts with a local resistance to earth values less than 1 ohm or values up to 1000 ohms (or more). This can be a key driver for assessing the electrical safety compliance of the installation. Cables can have multiple in-line and transition cable joints and networks comprise both single phase and/or three phase AC systems.
A key principal of the new standard now requires designers to undertake a reasonable opportunity assessment alongside the asset manager when developing a design to introduce alterations to an SPS. Reasonable opportunity assessments determine any additional work that it would be reasonable to carry out at the same time as the alteration work, to address or improve electrical safety and/or performance.
Improving electrical safety A central strategy for managing the network electrical risk is feeder subdivision. This drives the network to be subdivided into smaller and more manageable sub-networks. It also has the benefit of reducing network capacitance and reducing the risk of electric shock, along with improving performance by allowing asset managers to identify emerging faults easier than in larger networks. Sub-dividing the network into smaller parts using Distribution Interface Transformer Assemblies (DITA) allows a reduction in system capacitance termed First Fault Current Reduction (FFCR). FFCR may be used in combination with earthing to reduce the maximum permissible earth resistance value to control touch voltages under first fault conditions in IT Electrical Systems. This can be quantified by using a new tool
Baldwin & Francis DFSS Assembly system operation.
Reasonable opportunity Introducing alterations to an existing SPS is often a highly disruptive process, since it affects many sub-systems across a large part of the network. However, this disruption in itself creates an opportunity to carry out other minor works which, hitherto, would have been postponed because the upheaval required is large compared with benefit gained. In the past, minor work that could have been carried out at the same time as alteration work may have been ignored and managed by derogation, largely because it is outside the scope of the alteration work defined. Although this means that only work defined within the work scope gets done, it also means that any additional work related to improving electrical safety, that would be sensible to carry out at the same time, is not included.
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FEATURE 100
Minimum permitted earth resistance, ohms
42
90 80 70 6mm2
60
16mm2 50
35mm2
40
70mm2
30
120mm2 185mm2
20 10 0 0
10
20
30
40
50
60
70
80
90
Total circuit length, km Target Earth Calculation.
ALSTOM/Henry Williams DITA Assembly integrated into a signalling apparatus housing
in accordance with NR/L3/ SIGELP/27420 - ‘Target Earth Calculation Methodology for Signalling Power Supplies’. The tool, which is available as a free download, forms a key part in allowing designers to establish lengths and target earth values and it also helps determine feeder sub-division lengths. First Fault Current Reduction (FFCR) may be used in isolation or in combination with local earthing, traction bonding and Class II/hybrid equipment. This may be useful in installations where: »» The magnitude of electric shock risk is to be reduced for all installations on the feeder network without the need to address each Signalling Apparatus Housing; »» Individual feeder Insulation Monitoring indications allow a response time for faults to be achieved within the maximum permitted time; »» Individual soil conditions and access arrangements make it difficult for the construction of local earth farms and the installation of Class II / hybrid equipment.
Feeder sub-division Where existing installations have multiple feeders derived from a single transformer, opportunities can now be taken to consider either sub-dividing
Rail Engineer | Issue 162 | April 2018
the Principal Supply Point (PSP) transformers such that each outgoing feeder has an individual isolation transformer, and or sub-dividing the feeder into smaller sections by using DITAs in accordance with network rail standard NR/L2/ SIGELP/27419.
Distribution Interface Transformer Assembly (DITA) concept New DITA technologies have now been deployed in several installations including Blackburn King Street; Stirling, Dunblane and Alloa; Halton Curve, Northern Programmes and Bristol Area Resignalling. All now have achieved trial product
certification. They are now ready for wider implementation to drive electrical safety and performance improvements. DITAs in accordance with NR/ L2/SIGELP/27419 can now also be used in signalling power distribution systems for a number of purposes. DITAs can be used for segregation between a Class I and a Class II installation to preserve the integrity of a Class II-based feeder when interfaced with a Class I feeder. This is critical where the Class I system has been installed for a number of years and may not be compliant with the requirements of BS 7671. This would equally apply if a Class I installation was the source and a Class II installation was installed downstream. A DITA can also provide segregation between feeders and spurs or branches, to divide a signalling power system feeder into sections, particularly long feeders or those having multiple spurs or branches. Similarly, DITAs can segregate distribution feeders supplied by the PSP, from a single isolating transformer serving a network to individual isolating transformers for each feeder, and segregate distribution feeders by dividing an existing feeder into electrically smaller sections.
Signalling the future
Henry Williams... at the forefront of railway innovation since 1883 For all your engineering and signalling needs. • Home of the DITA • SIN 119 Switchgear with the smallest footprint • Network Rail sin 119 switchgear framework holder • Signalling: fully wired Location cases Reb’s • Power: FSPs, Switchgear, DNOs, SafeBox • Enclosures: Location cases, Dis boxes, Power annexes ELDs • Signalling panels, control panels • PW: Fishplates, Clamps • Treadles and Treadle gauges
Contact us today! T: +44 (0) 1325 462722 E: Info@hwilliams.co.uk
www.hwilliams.co.uk
44
FEATURE TECM - (Target Earth Calculation Model) - Single Feeder
Target Earth Calculation Model.
Developed by Signalling Innovations Group and Safety, Technical and Engineering [Mechanical & Electrical]
Tool version v1.1
NETWORK RAIL Safety, Technical and Engineering [Mechanical & Electrical] Contract: Area Name: PSP Name: Feeder Name: Total Network Capacitance: Network Cable Resistance: Feeder Voltage: Touch Target Voltage:
0.00 1000.00 650 60
µF kΩ V a.c.
Additional Network Capacitance: Resistive Fault Current IfR:
0.00 0.65
µF mA
Existing / Future
V
Total Cable Length = 0.000 km Maximum Acceptable Earth Resistance RAmax = No Data Ω This tool is specifically for calculating the Target Earth Value to protect against first earth fault in IT signalling power systems.
From
Enter Cable Length 0.000
To
Please Select Measurement Unit
km
Select Cable Type
Select Total Fault Capacitive Cable Size Section Cable Fault Current Current Iff Capactiance µF Ifc mA/km mA mm2 0.00 0.00 0.00 Total Total Network Network Iff Capacitance µF No Data No Data
Notes :
Produced Checked Approved
Ilecsys DITA Assembly integrated into a signalling apparatus housing.
In addition, DITAs can Date Printed: 21/03/18 13:31 Page 1 of 1 step-up the voltage (voltage boost). This can be beneficial in installations where smaller cable sizes have been deployed to achieve value engineering or where aluminium cables are used to reduce the likelihood of theft or drive efficiencies. To minimise the flow of stray traction current between different designs of a railway traction system with different traction earthing arrangements, DITAs can be installed at the interface between an auto transformer traction system and classical AC traction system, between AC and DC traction systems, or between
Rail Engineer | Issue 162 | April 2018
Date: Date: Date:
Sign: Sign: Sign:
a traction power system and a non-electrified area. If correct isolation is not provided, stray DC traction currents could flow through a signalling system earthing arrangement at apparatus housings, potentially causing electrolytic corrosion.
Componentry The DITAs have been designed to consist of the switchgear, isolating transformer, protection and control unit, insulating monitoring equipment, distribution feeder soft-start equipment and alarm facilities. The transformer section of the DITA may contain the incoming isolating transformer(s) and the main isolating device for the DITA system. This is a key component that allows the network to be segregated. The protection control unit (PCU) contains the Definite Minimum Time electronic circuit protection for the DITA system, insulation monitoring, distribution feeder soft start (DFSS), bypass arrangements, alarms and auxiliary power supplies. The DMT electronic circuit protection within the PCU, programmable with a definite minimum time characteristic for circuit disconnection in the event of a fault, allows the protection to be tuned to prevailing network characteristics.
Drg.No Version
0 0
The key innovation is the See Single Feeder 1 Tab.xls Single Feeder 2 DFSS - distribution feeder soft start - an electronic device within the PCU that allows transformer inrush conditions during start-up to be damped, allowing protection sizes to be reduced and removing the risk of fuses being ruptured under start-up conditions. This technology has the potential to be used to manage high startup currents in point operations.
National Rollout John Fry, technical head of E&P for Network Rail Infrastructure Projects, said: “We are keen to support the deployment of new technology to drive electrical safety and performance improvements in our networks when undertaking alterations on the network driven by renewal or enhancement projects.” With the technology now available from three potential suppliers, and with a number of design houses with the experience of network modelling to introduce DITAs, now is the time to review the potential and consider their deployment. Tahir Ayub is a programme engineering manager (enhancements) at Network Rail Infrastructure Projects (Central) and has been the technical lead for the development of the new standard.
“Excellence in Engineering”
Lundy Projects Limited 195 Chestergate Stockport SK3 0BQ Tel: 0161 476 2996 Email: mail@lundy-projects.co.uk Website: www.lundy-projects.co.uk
46
FEATURE
DITA The Game
PETER DICKSON
Changer “B
e careful of what you wish for, as you may just get it.” It’s one of those quotations that are often used but no one
really knows where they come from. An online search finds attributions to an old Chinese
Technology
curse (May you live in interesting times, may you
In recent years, Network Rail’s Class II product and system standards have helped to deliver a new generation of signalling power supply products. This system removes the continuous earth wire, instead earthing equipment locally, so signalling power supply runs now have only two cores, reducing the use of copper by a third. Alongside this has been a revolution in transformer technology. The use of aluminium windings, the development of low-inrush and high-efficiency designs, improvements in reliability and the user interface have all resulted in a significant range of Class II and hybrid transformers. Now, using proven Class II switchgear that was developed to deliver Network Rail’s new signalling projects and provide upgrades to existing legacy systems, the DITA builds on that success in terms of safety, system reliability and user interface. This range is an unprecedented new generation of full Class II power transformers that exceed the minimum requirements of Network Rail specifications with groundbreaking benefits, utilising on board eco-rail® technology that is fast becoming the preferred solution on the railways. The DITA range of transformers is a pioneering technology that delivers the lightest, most compact and environmentally friendly solution available. It has been developed with Network Rail and deployed to support key strategic improvement schemes such as copper elimination, inrush reduction and the reduction of carbon emissions throughout the network.
find what you are looking for, and may you come to attention to those in authority), Saint Teresa of Avila from the 16th century (There are more tears shed over answered prayers than over unanswered prayers) and even the ancient-Greek author Aesop (We would often be sorry if our wishes were gratified).
However, in the case of distribution interface transformer assemblies (DITA), they answer all the questions, solve many of the challenges and deliver a whole range of benefits that align to providing interface, management and resilience in signalling power supplies.
Rail Engineer | Issue 162 | April 2018
FEATURE Key features The new range of Class II DITA transformers now offers the following benefits: »» Seamless integration and tested/proven thermal rise compatibility with Network Rail standard apparatus housings and associated equipment; »» The ability to reset or boost various distribution voltages; »» Galvanic isolation and capacitance decoupling of feeder circuits; »» The facilitation of Class I legacy to Class II feeder integration aligned to NR/L2/ SIGELP/27419; »» A full Class II designation prevents the need for expensive earthing surveys and bonding where adopted; »» Inrush characteristics across the whole range of less than five-times full load system current; »» A stable of power ratings from 5 to 40KVA with single and dual output multi-voltage configurations to cover all regional distribution voltages; »» Lightweight aluminium windings and connection technology eradicate the use of expensive and fastexhausting copper reserves to support sustainability; »» Unmatched efficiency delivering enhanced asset life in excess of 400,000 hours continuous operation. Waiting in the wings, the supporting act is a range of insulation monitoring and fault location technology that will support the DITA intelligence and allow it to become a strategic management tool in the network of low-voltage signalling power feeders. The boost capability within the Tx tappings allows for multiple benefits when
looking to support long feeder distances as well as offering cable reduction possibilities. All this technology needs some careful packaging and the newly approved GRP (glass-fibre reinforced plastic) apparatus case does just that - the twin-skin material allows for significant thermal movement while managing solar gain and temperature spikes. The case construction is tested to over 50kV insulation resistance and therefore provides a very safe environment for the 650V. Mitigating against earth bonding the case, this allows for only a moderate earth value to support the IMD (insulation monitoring device) in Class II applications.
DITA at a glance »» Class I / Class II interface and demarcation; »» Segregation of distribution feeders (supporting FFCR - first fault current reduction); »» Twin DITA output options; »» Efficient , low-inrush, aluminiumwound DITA transformers; »» 5-40kVA options; »» DMT (definite minimum time) protection; »» Insulation monitoring on all Class II variants; »» 2 , 3 and 4-core cable compatibility; »» Optional fault location; »» High-performance GRP enclosure; »» Standard Network Rail base mounting.
Standards Network Rail has issued DITA Standard NR/L2/SIGELP 27419 with a view to providing an easy step-by-step guide to identifying, prescribing and implementing DITA in a wide range of feeder scenarios. The standard has allowed designers to understand and then support the specification of DITA on projects as well as giving a benchmark to the supply chain. Other supporting Network Rail documents, including “System Architecture Mix and Match Rules” and “Class II Retrofit Design Philosophy”, help to explain the DITA unique selling propositions. A recent standard, NR/L2 / SIGELP 27416 - Modification of Legacy Power Supplies - helps to complete the supporting Network Rail documents, providing an outline and some examples of where DITA can be used to great effect. Finally, TECM (Target Earth Calculation Model) allows designers to establish target values and feeder sub-division
lengths, helping to establish the key locations where DITA will support the network.
Supply chain engagement Riding on the massive success of Class II over recent years, the DITA is a further opportunity to expand the product range and integration possibilities. As no single supplier can offer the entire product, collaboration is the key to the success of taking DITA to the market place. As a product that may be considered new and novel, the DITA requires some robust support from the supply chain to aid design and specification, to demonstrate a wide range of features and benefits, to understand fully and align with the examples set out by Network Rail and finally to offer the optimum product for the application.
Rail Engineer | Issue 162 | April 2018
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FEATURE
The opportunity that DITA offers to Network Rail’s current infrastructure is substantial; the key to unlocking that potential is early engagement and a real in-depth understanding of the whole system benefits. The wide range of suppliers and collaborators will ensure the success of this innovation, as projects take up the DITA and realise its true potential to deliver the solutions to many unanswered questions.
Challenges and payback The current Network Rail low-voltage network is dominated with Class I IT systems, many of which have long feeders with significant numbers of FSPs (functional supply points) on each feeder. All the usual infrastructure challenges exist including, challenging earthing conditions, cable theft and damage, rodent attack and demanding maintenance conditions. One goal would be to have a more manageable network, smaller feeders, better fault location, advanced programmable protection systems and controllable interfaces between system architecture. If all of the above sounds like a challenge you may be facing, then look at the DITA. As with all new assets, there has to be a cost driver. For the DITA, this can come in many guises. Providing a definitive and controlled demarcation between Class I and Class II can be a costly business if it requires the removal and replacement of large amounts of existing infrastructure. The DITA will allow this interface to happen when needed and the twin output options allow for feeder optimisation, leaving the system designer in control of cable sizes according to load. Dividing up the network into smaller portions will have a significant benefit in fault location, maintenance and re-establishing the operational railway.
Rail Engineer | Issue 162 | April 2018
The DITA offers new signalling projects the opportunity to have a legacy interface without any costly replacement of existing assets as the legacy interface can be selected based on the optimum start and finish rather than a widespread or complete feeder renewal. Adopting a DITA switchgear assembly allows for the integration of new Class II twin-core and four-core FGT (fibre glass tape) cable as well as offering a Class I interface for threecore and armoured legacy systems. The large termination enclosures have been designed in line with BS BS5372:1997 and to facilitate the use of aluminium cable and the PADS-approved bi-metallic pins or lugs. This supports Network Rail’s Copper Elimination Challenge, thereby further reducing material costs. Cable sizes up to 150mm twin-core and four-core aluminium and copper cable can be accommodated. A unique set of circumstances is opening up on the existing rail network. Necessity is driving change, challenges are outlined in Network Rail innovation targets and supported by a range of new ‘SIGELP’ standards, products like DITA are an outcome of one of these challenges. In delivering solutions to this challenge, the supply chain has a significant part to play in delivering the technology improvements, cost savings and collaboration that is critical to meeting CP6 targets. Riding on the success of Class II, products such as DITA make up a basket of products to deliver a more-resilient signalling power backbone to satisfy the growing demand on the network. Peter Dickson is engineering manager at iLecsys.
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DITA
CERTIFICATE OF ACCEPTANCE: PA05/06430 DISTRIBUTION INTERFACE TRANSFORMER ASSEMBLY IN ACCORDANCE WITH NR/L2/SIGELP/27419
• Supporting Network Rail standard NR/L2/SIGELP/27416 and TECM (Target Earth Calculator Model) • On-board Eco-rail® Technology from ATL Transformers - Innovative aluminium wound Class II DITA transformers with single or dual output windings up to 40kVA • Housed in GFRP apparatus case (PA05/06490) • Compatible with 2C and 4C aluminium and copper cable
Distribu
er
rface Tran
sformer
in Elim ation C
ge • C o llen pp
ha
ha
ge • Co llen pp
tion Inte
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• Range of insulation monitoring devices available with optional fault location (please note IMD requires an earth bond)
Elim
ination
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Contact us now for a copy of our unique DITA guide iLECSYS Rail Ltd 1 Kites Park | Summerleys Road | Princes Risborough | Bucks | HP27 9PX
01442 828387 | Enquiry@ilecsysrail.co.uk
Assembl
y In Acco
D.I.T.A.
rdance with NR/ L2/SIGEL Certifica P/27419 te Num ber: PA0 5/06430
50
FEATURE
Containers (Lots of) from China
DAVID SHIRRES
First container train from China arrives in London on 18th January 2017.
Container train leaves transhipment yard at Dostyk in Kazakhstan.
I
n issue 86 (December 2011), Rail Engineer reported on the £650 million Russian Railways “Transsib in Seven Days” project to increase the capacity of the Trans-Siberian railway to enable it to carry transit traffic from South East Asia to Europe in seven days. This included providing loops 1.5 kilometres long to accommodate trains of 71 wagons. At the time, the transit traffic over the Trans-Siberian railway was 18,000 TEU (Twenty-foot Equivalent Units). Last year this traffic had risen to 277,000 TEU, partly due to an increase in goods ordered on the internet and traffic to Chinese subsidiaries in Europe. Much of this was carried on 3,800 block trains running on 48 regular routes between 17 Chinese and 20 European locations. In 2016, there were 1,800 such trains on 19 routes. However, these freight flows are unbalanced with 64 per cent of this traffic being from China to Europe. Two-thirds of this traffic from China passes through Kazakhstan to Russia, the remainder from northern China is sent via the Trans-Siberian railway. Almost all these trains reach Europe via Brest on the border between Belarus and Poland.
Rail Engineer | Issue 162 | April 2018
To get a container from Shanghai to Hamburg, would cost around $2,500, $6,000 or $30,000 respectively by sea, rail and air with respective delivery times of around 30, 16 or five days. The higher cost of rail compared with shipping is justified for high-value goods, or those that are part of a manufacturing process.
Strategic Partnership 1520 Rail Engineer regularly reports on the annual 1520 strategic forum held in Sochi each year for Russian gauge railways and their suppliers. In February, this forum was held in Europe for the first time, specifically to consider the issues and opportunities associated with this huge increase in rail traffic. The forum had 57 speakers and 415 participants from 29 countries and was jointly opened by the Austrian and Russian transport ministers. It was also the first time that this forum had a speaker from the European Union since it imposed sanctions on Russia
FEATURE in 2014 over its annexation of Crimea and intervention in Ukraine. Keir Fitch is the European Commission’s head of railway safety and interoperability. He was particularly concerned with what happens to these freight flows once they reach the European standard-gauge network which, unlike Russian Railways, cannot accommodate trains that are 1.5km long and does not generally give priority to freight either. Fitch described the development of the European Traffic Network and Rail Freight Corridors, which will have 740-metre long loops. He also mentioned the interoperability requirements for traffic that used the 1435 and 1520 networks and referred to the harmonisation of approval arrangements when the European Rail Agency becomes Europe’s ‘one stop shop’ for rail vehicle approvals in June 2019.
Changing gauge A significant bottleneck faced by these container trains is the changes of gauge between 1520mm Russian gauge from and to 1435mm standard gauge as trains cross the Chinese and European borders. There is also the change in loading gauge, although for containers this is not an issue. Trains in Russia can be 5.3 metres high and 3.75 metres wide as compared with
the 4.32 metres height and 3.15 metres width specified in Europe to accommodate ISO containers. To accommodate this change of track gauge, wagons can have their bogies changed or be equipped with sliding wheelsets or can have their loads transhipped onto another train. Sliding wheelsets provide the fastest transit across the gauge change but, for long distance freight, are not economic as they are only used once every few thousand miles. Containers are generally transhipped. With the right infrastructure, a container can be transferred from one train to another in a matter of minutes. On the Chinese/Kazakhstan border, the new dry port of Khorgos has a gauge-changing station that can handle six trains at a time and process 1,600 TEU per day.
Slovakia has two gaugechanging stations on its border with Ukraine. One, at Dobrá, is for containers and can handle 700 TEU per day. The other, at Matovce, has facilities to transfer bulk cargo and re-pump liquids between trains. This facility can handle seven million tonnes each year in this way and guarantees transhipment within eleven hours. Due to the current political situation, little container traffic passes from Russia through Ukraine, which has gaugechanging stations at its borders with Hungary and Romania, in addition to those in Slovakia. As a result, almost all container trains between China and Europe are routed through Belarus and its gauge changing station at Brest. With such a large volume of traffic passing through a single point, there is a need for
Kier Fitch addresses the forum.
Rail Engineer | Issue 162 | April 2018
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FEATURE
alternative routes to Europe, as was shown last summer when disruption on the Polish network caused significant delays. This resulted in the opening up of an alternative route through Kaliningrad, as described later.
1520 to Vienna
Transhipment of bulk goods at Matovce.
In 2008, Russian Railways, along with Austrian, Slovakian and Ukrainian railways, created a joint venture, Breitspur Planungsgesellschaft, to extend the 1520mm gauge line from Kosice in Slovakia for about 400 kilometres to Bratislava and Vienna. This would enable container trains from China to run through Russia, Ukraine and Slovakia to logistics hubs in Bratislava and Vienna without a change of gauge. The company produced a feasibility study report in 2017. This concluded that an electrified single line railway, with a maximum speed of 100km/h and that had twelve seven-kilometre long passing loops, was required. This would require 377 bridges, including one over the Danube, and 19 tunnels totalling 43 kilometres. Its estimated construction cost was €6.5 billion. The estimated transport volumes in 2050 on this broadgauge line were between 16 and 25 million tonnes. The feasibility study also identified significant economic benefits for the four countries concerned. Joint efforts to connect the Vienna-Bratislava region to the Russian broad-gauge network were part of an agreement
Rail Engineer | Issue 162 | April 2018
signed at the strategic forum by the respective CEOs of Russian and Austrian railways, Oleg Belozerov and Andreas Matthä, in the presence of the two country’s transport ministers. This agreement also concerned cooperation with current freight and passenger services. At the forum, Austrian Transport Minister, Norbert Hofer advised that an environmental impact assessment for this new broad gauge will be carried out jointly with Slovakia, and that the final planning phase will begin soon. This could enable construction to start in 2024, with opening of the line envisaged in 2033. As Ukraine regards its rebel-held eastern areas to be “temporarily occupied by Russia”, it was perhaps not surprising that it was not represented at the forum and was barely mentioned at it. Nevertheless, Ukraine is still part of the Breitspur Planungsgesellschaft joint venture and is essential to the success of the ‘Russian gauge to Vienna’ project. It would seem
that the view is that much will have changed by its completion in 2033.
Bureaucratic bottlenecks Much has been invested in rolling stock, terminals and rail infrastructure to ensure a reliable service and speed up this transit traffic, which now travels around 1,000 kilometres per day. Yet there are still some delays at borders. Many speakers focussed on the need for common consignment notes, tamper-proof containers, unified Eurasian transport legislation and simplified customs clearance. The need for electronic consignment notes and customs documentation was also stressed. However, the creation of a customs union between Kazakhstan, Russia and Belarus in 2011 has helped create frictionless borders between these countries which, for transit traffic, is an aim endorsed by all speakers. One constraint arising from the rapid increase in traffic is a shortage of container flat
FEATURE cars. Alexander Panchenko of the Summa Group called for a subsidised programme of flatcar construction in Russia. He pointed out that, otherwise, it was unlikely that sufficient flatcars would be available as there was not the required certainty of income due to the Chinese subsidy of this traffic.
A geography lesson In addition to Belarus, Russia, Kazakhstan and Slovakia, various other countries straddle different routes for rail freight between China and Europe as shown by various presentations at the forum, which offered an interesting geography lesson. The deputy chairman of Azerbaijan Railways gave a presentation showing how his 2,900km 1520mm-gauge network was now part of the Trans-Caspian corridor from China to Europe via Kazakhstan and the Caspian Sea. The route then follows a new 849km rail corridor, completed in October, through Azerbaijan, Georgia, Turkey and southern Europe. This has a gauge change station at the border between Georgia and Turkey and required the construction of 110 kilometres of standard gauge line into Turkey. By 2021, with the completion of a 164km section of railway in northern Iran, Azerbaijan will also be on a North-South railway route that will take traffic from India via Iran’s Persian Gulf port of Bandar Abbas to Russia and northern Europe. This will provide a shorter route than the current one through Turkmenistan.
Mantas Bartuška, director general of Lithuanian Railways, explained how the country’s Baltic port of Klaipeda could tranship traffic off 1520mm gauge railways to ships for short sea voyages to northern European ports such as Hamburg and Rotterdam. The Russian enclave of Kaliningrad also has a Baltic port and is bordered by Lithuania, Belarus and Poland. It offers a rail route to Europe from Russia via Latvia and Lithuania, as an alternative to the one through Belarus, and was first used in September by a train from Łódź in Poland to Chengdu in China. In his presentation Ivan Besedin, head of the Kaliningrad Centre for Commercial Transport Services, explained how Kaliningrad’s gauge-changing station was being enhanced to develop this traffic to provide an alternative to Brest. He also advised how Kaliningrad also offered a useful sea route to northern European ports.
Austria’s railways For Austrian Railways, the forum was an opportunity to showcase its capabilities and stress its potential, which includes the proposed Russian gauge line to Vienna. With a network of 4,826 kilometres, Austria’s railway is about a third the size of Britain’s railways, yet it carries 38 per cent more freight. Austria currently has two major railway projects. The 130km Koralm high-speed railway between Klagenfurt and Graz, which includes a 33km tunnel, is a €5.4 billion project which is expected to be operational in 2023. In addition, €3.3 billion is being spent on the 27km Semmering base tunnel, on which work started in 2014. This is expected to be completed in 2024 when it will by-pass the line between Gloggnitz and Mürzzuschlag - part of the Baltic to Adriatic corridor that, when opened in 1854, was the first line over the Alps.
Rail Engineer | Issue 162 | April 2018
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Christian Helmenstein, chief economist of the Federation of Austrian Industries, explained the vital contribution of the country’s rail industry. With exports to the value of €1.3 billion, the country ranks fifth in the export of railway vehicles and associated equipment, in which it has a 5.1 per cent worldwide share compared with 0.9 per cent for all goods. Its rail industry stimulates an added value of two billion euros, which is 0.7 percent of the country’s gross domestic product. He also described various studies that showed the microeconomic impact of Austria’s railways, which included stimulation of new businesses and added value from journey time savings.
One belt, one road This perhaps-confusing phrase was used many times during the forum. It is the development strategy proposed by the Chinese government for cooperation and connectivity between Eurasian countries. Russian Railways CEO Oleg Belozerov considered that this new silk road could be carrying three million TEU by 2040, a sixfold increase on the current level of traffic. Hence there is a need for significant investment and an innovative approach to provide the capacity for this traffic. First deputy CEO of Russian Railways Alexander Misharin described how its trade routes
Rail Engineer | Issue 162 | April 2018
will connect five billion people, or seventy per cent of the world’s population, and how this had enormous potential for economic growth. He described how the internet was one factor driving this growth with the volume of e-commerce expected to be 4.5 trillion US dollars by 2021. A characteristic of e-commerce is the customers’ expectation that delivery will be in a matter of days. It also often involves high-value goods with significant frozen capital during transportation. For these reasons, if rail is to be competitive, speed of delivery is essential. Hence much of this traffic is carried by air even though this is five times the cost of rail transport. To satisfy this demand, Misharin explained the concept of HSR Eurasia. This would be a high-speed freight-passenger railway corridor that would connect the existing European and Chinese high-speed
networks. This ten-thousandkilometre route would pass through Germany, Poland, Belarus, Russia, Kazakhstan and China, the first part of which is the proposed 762-kilometre Russian high-speed line between Moscow and Kazan. He forecast that, by 2050, this could be carrying 12 million tonnes of freight and 58 million passengers. Misharin felt the HSR Eurasia would provide a huge boost to the local economies along its route. This is certainly an ambitious vision but, given the ever-increasing trade with China and the way that the Chinese have built their 22,000 kilometres of high-speed line in just over ten years, it is not unrealistic. His vision was just one aspect of a fascinating forum that showed how the ever-increasing rail traffic between China and Europe will require significant changes to all the railways that carry it.
F U T U R E
T E C H
Bringing you all the developments in innovation and cutting-edge technology in rail
After the success of the previous yearâ&#x20AC;&#x2122;s Rail Digital Summits, the Rail Technology Summit will look at the latest and newest developments in rail technology, looking at:
Digital signalling & Telecoms
Technology in Rolling stock
Stations and passengers
Innovation and Technology
26|04|18 Bird & Bird, 12 New Fetter Lane, London EC4A 1JP t. 01530 816 456 | e. events@rail-media.com
www.railsummits.com
56
FEATURE
STEWART THORPE
ASSET MANAGEMENT
is big business
A
sset management can simply be defined as the coordinated activity of an organisation to realise the value from its assets. That is according to the Institute of Asset Management’s Julian Schwarzenbach, a data evangelist with decades of experience on the subject. In reality, however, the process is far from straightforward.
Construction Strategies Group (PCSG) chair Mark Bew. “If we use information, BIM and asset management to change the dials the returns are significant.”
Virgin’s Voyagers Unlike maintenance, which is concerned with preserving an asset’s condition, asset management relates to a number of assets, built to different standards with different conditions, histories and demands. It necessitates trade-offs with the available resources to balance performance, risk and costs. Significantly, asset management is big business. On 28 February, delegates battled the sub-zero and blizzard-like conditions from the ‘Beast from the East’ to attend the inaugural Rail Asset Management Summit at Addleshaw Goddard, London.
Holding back the economy Despite the adverse weather, the high turnout showed the guests’ resilience but, as speaker Patrick Bossert, infrastructure intelligence advisor at EY, explained, the same cannot be said for the country’s construction output. While manufacturing output per hour has risen 60 per cent in the last 25 years, and services output 30 per cent over the same period, construction output has only risen five per cent. That is according to Patrick, who is part of the Digital Built Britain programme to improve the construction industry’s productivity. He has also helped deliver savings of £100
Rail Engineer | Issue 162 | April 2018
million a year for Network Rail through digitising asset information and driving out costs as part of its Offering Rail Better Information Services (ORBIS) programme. Patrick set the tone for how much of an impact asset management can have with his exploration of how constraints on the country’s infrastructure are acting as a brake on economic growth. It is not just how things are built but how it is used, he explained, noting that train delays cost the economy £1 billion a year (though not as significant as the £31 billion blow as a result of traffic congestion) and that delayed and cancelled electrification in 2015/16 cost the UK economy £6 billion. “Infrastructure in the UK is putting a brake on the economy,” said Patrick, in a joint presentation with Professional
Following a presentation on integrating BIM and asset management from WSP technical director Matthew Justin, PCSG associate director and event host Olly Thomas guided the audience through the day’s talks. Bombardier’s Eric Holmes, head of bids engineering, provided one of the most revealing presentations; a case study on the maintenance programme of Virgin CrossCountry’s (VCC) Voyager fleet between 2001-2014, which carried one of the day’s key themes - that people are a company’s most valuable asset. The new family of diesel-electric multiple units entered service in 2001. Following the signing of a contract with VCC in 1998, Bombardier was responsible for maintenance - including overnight
Patrick Bossert.
FEATURE In addition, there was a poor safety culture with workers getting injured trying to maintain the trains. Eric revealed that, between 2004 and 2006, five person-years were lost with an average of 24 days off per accident.
The turnaround
Olly Thomas. servicing - of 352 coaches configured into 78 units. To fulfil the work, a dedicated €45 million (around £40 million) maintenance facility was built in Central Rivers, Staffordshire. Eric explained that, initially, things didn’t go to plan. Based on contracted availability requirements, 70 out of the 78 units had to be delivered each day to VCC. On average, however, 68 units were available each day. This record was not helped by the trains’ poor reliability. VCC needed the units to operate around 28,000 miles between service affected failures but this figure was closer to 8,000 - 28 per cent of the required target.
Unsurprisingly, there was a happy ending to Eric’s tale. One key step to turning the facility’s performance around included the balancing of maintenance regimes by switching planned and preventative maintenance regimes to the night shifts, which freed capacity for reactive maintenance on the day shifts. This meant that the number of failures dropped because staff had the time to get it right the first time. It also meant that staff were not ‘firefighting’, as Eric described it, and putting themselves at risk, to ensure the trains were out on time. It was not an overnight success but, between 2007 and 2008, accident rates decreased and, from 2008 to 2014 - there was a spike during 2008 - the facility went 2,278 days without a lost-time accident because of fundamental safety process changes. Reliability also improved by 468 per cent and Bombardier consistently met VCC’s train availability requirements.
Lessons learnt from this experience have been developed into what Bombardier describes as its business improvement cycle. This begins with a diagnostic review of all of the fundamental processes to operate the business measured against best practice to assess where they are. Standardising workdays is a key element for some members of staff. A production manager, for example, would have a standard number of meetings and the day is planned, almost out to the minute, with standard activities. Eric explained that, in an asset management environment, with many complex roles and responsibilities, there is a need to coordinate them into something that works effectively and efficiently. All of this needed a big cultural change. But, once people started to see that it worked, they bought into the process. Eric added that the Central Rivers case study has put Bombardier in the shop window for fleet maintenance work in the UK and globally. Indeed, global customers now visit the site to see its work at first hand.
Are Thunderbirds go? Looking ahead, Crossrail’s long-awaited opening will take place, at least in part, in December. Route asset manager Jon Jarrett explained how good asset
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FEATURE Jon Jarrett.
management practices have been embedded throughout due to starting from scratch. For example, Jon explained why he is “driving Crossrail mad” by tagging all of its assets (well almost all, he had to compromise on tagging every one in ten sleepers). As a result, if a particular type of fastening or bolt fails, an engineer can look at the population, find out where they are and then look at the inventory of what has been done to maintain or replace them, all of which feeds back into its asset management system. Jon also explained how Crossrail has installed maintenance pods at every station, shaft and portal. He said: “When has Thunderbird 2 ever taken off, landed, opened the door and thought ‘oh dear, we’ve got the wrong kit’, or ‘we’re in the wrong place, we’re not meant to be here’? It hasn’t. So why do we accept that in the railway?” Inside all of the pods are the spares and equipment that’s relevant for the piece of railway that’s adjacent to that pod, with tags on them. This tagged equipment is monitored by a live system that automatically sends a replacement once it has been used. Ultimately, Jon said, the goal is for the infrastructure to manage itself, for it to be intelligent, autonomous, predictive and require minimal human intervention through good asset design and the integration of high performing maintenance equipment, systems and techniques. Summarising, he added: “The message is, don’t take the people out of the system, put them into the system and help them improve by providing information and asset information in intelligent forms that make their work easier and safer.”
Rail Engineer | Issue 162 | April 2018
Packed line-up In total, there were 11 presentations at the conference - the weather got the better of only one speaker. Mark Bew, PCSG chair who jointly presented alongside Patrick Bossert, stressed the need to treat data - much like people - as assets. Just like a real asset, data costs money to construct, it degrades and needs maintaining by recollecting it. It should be someone’s job to maintain it, Mark added, and for someone to correct it when it goes wrong. Innovation consultant Stephen Collicott touched on Pauley’s work managing and building digital assets for the National Training Academy for Rail, as well as the National College for HighSpeed Rail, to enhance the institutions’ learning through interactive and immersive virtual reality tools. Stephen also demonstrated how augmented reality is helping to support smart engineers of the future through using augmented reality to provide asset information at the point of need. Network Rail was represented by Tim Flower, professional head of maintenance, as well as Eliane Algaard, Anglia route director for safety and asset management.
Both touched on CP6 plans. Tim spoke of Network Rail’s intelligent infrastructure programme to expand its monitoring capabilities and move further away from reactive towards predict and prevent maintenance. Eliane, meanwhile, touched on Anglia’s plans, where the money is being spent (mostly on signalling) and how it approaches its asset management plans by assessing projected passenger and freight growth and asset condition to identify renewals, refurbishments and maintenance. Perpetuum commercial director Justin Southcombe explained the company’s deployment of intelligent bogie technology worldwide, Thales business development director John Raymond discussed predictive maintenance and Atkins’ technical director Richard Arrowsmith called on the delegates - and the industry - to work towards sharing asset information for the benefit of all by joined up and integrated data.
International presence Building on the success of its predecessor the Rail BIM Summit, the Rail Asset Management Summit attracted guests from around the world. Akasyah Sabri, head of asset management at Mass Rapid Transit Corporation, flew in from Malaysia, Andres Lindemann, Rail Baltica planning specialist, arrived from Estonia and there were two delegates who travelled from Lithuania. The latter three probably wondered why the weather was causing any problems at all! The next Rail Summits event, the Rail Technology Summit, takes place on 26 April 2018. Thanks to the Rail Asset Management Summit hosts, Addleshaw Goddard, and event sponsors Atkins, Balfour Beatty, Harris Geospatial Solutions, Thales, Traka, Unipart Rail and WSP, as well as all of the expert industry speakers.
Julian Schwarzenbach.
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Rail Engineer | Issue 162 | April 2018
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INFRARAIL 2018
Infrarail ready to ExCeL!
BRITAIN’S RAILWAY INFRASTRUCTURE SHOW OPENS 1 MAY 2018
I
nfrarail, which takes place at ExCeL London between 1 and 3 May 2018, is the UK’s premier trade exhibition for the railway industry. Alternating with sister show Railtex, Infrarail gives the infrastructure suppliers, particularly the smaller, specialist manufacturers, a chance to show off their wares.
This year’s exhibition is no exception. The sheer variety of goods and technology on display will be eye opening. Exhibitors will be showing off their LED signal heads, staircase treads and nosings, drainage pits, cables, fasteners, hand tools and geosynthetics. Some of the displays will be high-tech. There will be surveying equipment, including aerial surveys using drones (UAVs), the latest signalling control and power systems, lasers and RADAR. Innovative and clever software, to measure and control everything you can imagine and a few things you can’t, will be everywhere. But the traditional infrastructure technologies won’t be forgotten, even if they too have undergone a bit of a makeover. Concrete, albeit lighter than before using clever reinforcement and compositions, will be found on several stands. So will rail (but made from special steel), sleepers (from imitation wood), switches and turnouts (with improved mechanisms), and overhead catenary (with fewer components that make it lighter and quicker to install). The professional bodies are involved. The Permanent Way Institution (PWI) joins the Institution of Engineering & Technology (IET) in having a stand. So too do Crossrail and HS2.
Rail Engineer | Issue 162 | April 2018
Of course, Rail Engineer will be there. Your favourite railway engineering magazine has arranged for Network Rail chief engineer Jon Shaw to open the show, Secretary of State for Transport Chris Grayling MP to deliver the first keynote, and director of HS2 Lorna Pimlott to speak on the last day. In addition, in the Rail Engineer Seminar Theatre, sixteen lucky exhibitors (chosen from over 30) will have the chance to explain their latest developments and discuss the merits of their newest products with show visitors as part of a series of free seminars. A second theatre, the Knowledge Hub, organised by the Railway Industry Association, will bring even more experts to talk with Infrarail visitors. Expect to hear from Crossrail chief engineer Chris Binns, Digital Railway’s David Waboso, and Jeremy Long from MTR.
Do you want to know more about Rail Baltica, a standard-gauge rail link between Finland and Poland via the Baltic States, or MosgortransNIIproekt, a multidisciplinary design and research institute that is working on, amongst other things, the Moscow Monorail? You can - by visiting the Knowledge Hub. Rail Engineer is also involved in the ontrack display. On two lengths of track kindly supplied by British Steel, some of the latest high-technology kit will be on display. Even in an extended issue of the magazine, such as this one, it is impossible to preview everything. We have only mentioned some 65 of over 200 stands at the show, although we have provided a synopsis of every technical seminar. The only way to find out what is actually there, and what might interest, surprise or intrigue you, is to visit the show for yourself. It’s open for three days and entrance is free, provided you register in advance. Whichever day you come, be sure to drop by stand H18 and say hello - that will be Rail Media’s home-away-from-home. We look forward to seeing you there.
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INFRARAIL 2018
Education and information at Infrarail At Infrarail 2018, Rail Engineer will once again be hosting and arranging the keynote speakers and the
JON SHAW
technical seminar programme.
10:30 Tuesday 01/05/2018
CHIEF ENGINEER NETWORK RAIL
Having started his career as a British Rail S&T maintenance
and following the award of a gold scholarship holds an MBA with
from Bombardier, where he was VP Engineering responsible for the
distinction from the University of Manchester.
design development and maintenance engineering of Bombardier’s trains across Europe, Middle East and Africa.
GRAND OPENING
A chartered engineer, Jon is a Fellow of both the IRSE and IET
trainee in the early 90s, Jon Shaw “re-joined” Network Rail in 2015
Jon’s previous roles also include Global VP Engineering for Ansaldo
Jon will be joined at the opening ceremony by Stephen Brooks, chairman of exhibition organizer Mack Brooks, and Darren Caplan, chief executive of the Railway Industry Association.
STS based in Genoa and seven years working for Hitachi on the development and introduction of the Javelin trains onto HS1.
Dr DAVID McGORMAN
Condition-based Supply Chain 11:10 Tuesday 01/05/2018
Digital technology has been transforming business practices and
MANAGING DIRECTOR INSTRUMENTAL
technologies and capabilities into a complete Digital Eco-system.
processes for some time and the Industrial Revolution 4.0 is having
To power the system it needs data that is collected and combined
a huge impact on all commercial sectors including the rail industry.
from multiple sources. Condition Based Monitoring (CBM) sensors
The increasing expectations of passengers and government regulators are providing the impetus for train and network
are one source of data but other useful information can be used to help monitor and predict the need for replacement parts.
operators to invest in new systems and technology that will deliver long term financial and operational benefits. In his talk at Infrarail, Dr David McGorman will introduce the concept of an integrated condition-based supply chain - the seamless management of real-time data and information, combined with multiple data sources relating to the asset, to deliver increased operational efficiencies and maintenance savings. This concept brings together several existing and emerging
Increased investment for the railway of the future 11:50 Tuesday 01/05/2018
Over the next six years, the government will channel unprecedented investment into the country’s railway infrastructure with the goal of improving capacity, journey times and the passenger experience.
KEYNOTE
Funding of £48 billion has already been earmarked for Network Rail for the period 2019-2024. Primarily for maintenance and improvements, as well as enhancements that are already planned,
CHRIS GRAYLING MP
SECRETARY OF STATE FOR TRANSPORT
to commence in 2026. This investment will total some £56 billion by the time phase two to Manchester and Leeds opens in 2033. And the government is funding, through Transport for London and the Lord Mayor, both a fleet of new trains for the deep tube on London Underground and the construction of Crossrail 2 which, subject to approvals and consents, should be underway by 2022. So, all in all, this is a time of major investment in the railway.
this represents an increase over the total spend of £40 billion
It is now down to the industry to both make the most of the
over the previous five year period. When some additional key
opportunity and to deliver for our ultimate customer, the paying
construction projects are added to this, the total will be far in
passenger.
advance of any investment that has gone before. In addition, the government is supporting and funding the construction of HS2, with services from London to Birmingham due
Rail Engineer | Issue 162 | April 2018
INFRARAIL 2018
RILA - mobile survey at linespeed. Too good to be true? 12:30 Tuesday 01/05/2018
RILA is a train mounted mobile mapping system developed in the
TREVOR BURTON
UK PROGRAMME MANAGER FUGRO
But can it really deliver survey data suitable for design level
Netherlands and introduced to the UK rail network in 2013. The
applications? This seminar looks objectively at the use of the
system has now received Network Rail Product Acceptance and is
system and explores the opportunities and constraints of operating
incorporated into Network Rail survey standards and considered as
the system in the UK.
a ‘Business As Usual’ service. Capable of being mounted on both dedicated locomotives or on the rear of in-service passenger trains, the system collects absolute track position data and 3D point cloud data of the entire corridor whilst operating at linespeed. Survey information collected can be used for topographical survey, gauging, height and staggers. Negating the need for surveyors to be on or near the track in the acquisition of the survey data, RILA delivers a clearly defined health and safety benefit.
Dr GUNTHER KOLLER
FUU Synthetic Wood Technology 13:10 Tuesday 01/05/2018
Network Rail’s first FFU trial project took place in 2014, followed by others in 2015 and 2016. They certified this technology for the use on their network in 2017. London Underground installed their first
result of these tests showed, FFU sleepers are estimated to have a service life of 50 years. FFU was also tested against applicable European standards, partly
project in 2016 and FFU got full acceptance by LUL. Iarnrod-Eireann
those concrete sleepers. The Technical University of Munich’s report
installed their first bridge in Limerick with FFU in 2017.
was extremely positive for FFU in all areas. For example:
FFU stands for Fibre-reinforced Foamed Urethane and was
»» Average extraction force: FFU 61kN, wood 35kN;
developed in 1978 for use in railway sleepers and switch and crossing
»» Static load in centre: FFU 240kN, wood 80kN;
bearers. Since then, more than 1,400 km of track have been installed
»» No signs of fatigue after 2.5 million load cycles.
at switches and bridges in more than 25 countries. Installed for the first time in 1980, today 18.9 million tons a year currently pass over FFU sleepers. Inspected after 15, 20, 25, and 30
Based on these favourable results, the EBA (German Federal Railway Authority) granted full approval in 2017. As well as sleepers and bearers, FFU can be used for longitudinal
years in service, the sleepers show no cracks/warping, no changes
baulks on bridges, and this will form part of the subject of this
in the colour of the surface layer, and no loose screw or spikes. As a
presentation.
Asset Management - Performance Improvements and Maintenance Reviews 13:50 Tuesday 01/05/2018
TECHNICAL CONSULTANT SEKISUI CHEMICAL
The ability to manage assets effectively and efficiently is key to business success. There is a clear need to make traceable, transparent and better-informed decisions, drawing on a full-spectrum of evidence, analysis and data relating to asset performance. Recognising asset-related risks, and eliminating or reducing
MARK WHITEAWAY
LEADING CONSULTANT AND QUALITY ASSURANCE MANAGER, BMT
communications and cultural change plan, an up-skilling of the work force and an overhaul of the supply chain and inventory holdings. The addition of new technology and ways of working are often also needed to optimise the asset mix and performance. On large fleets of assets, in international organisations that work
them where practicable, will ultimately reduce costs, recover and
within complex operating environments, understanding how to
boost revenues and achieve an overall improvement in financial
maximise output and benefit is not an easy task. However, putting
performance.
in the effort to do so will allow better decision making to take place
While Strategic Maintenance Reviews (SMRs) have been undertaken for years, some of the softer skills and related activities,
that should lead to asset performance optimisation and financial improvements.
fundamental to maximise success, are often forgotten. In many cases the SMR leads to a need for significant change in order to realise many of the benefits. This may include the need for a robust
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INFRARAIL 2018
Wireless communication - an essential building block for Railway 4.0 14:30 Tuesday 01/05/2018
When it comes to wireless applications in trains, most people think
IAN POULETT
HEAD OF SALES, INDUSTRIAL COMMUNICATION, IDENTIFICATION & SOLUTIONS SERVICES SIEMENS
digitalisation trends and their recent growth in the railway industry,
of on-board WLAN for passengers. However, wireless technology
and will receive a useful overview of the technological requirements
in the railway sector reaches beyond the scope of public Wi-Fi: such
and associated challenges - as well as the surprisingly simple
as in train to ground communication for vital and non-vital services,
and fast to install infrastructure needs - when working towards a
reading and retrieving operating data in the railway depot, remote
wireless solution. How to upgrade to wireless communication whilst
maintenance, CCTV and other areas.
minimising disruption to the existing network will be explained.
Such applications are helping to reduce operating costs for train
Effective communications with other systems form an essential part
companies by improving overall communications, enabling remote
of this trend and the challenges of linking up different systems will
monitoring, and extending long-term reliability and train uptime.
be briefly covered. The audience will also receive an introduction to
Ultimately, they are contributing towards the concept of Railway 4.0
different use cases and the corresponding benefits they have brought
by enhancing preventive maintenance - which could help operators
those companies, their in-house operating teams and maintenance
avoid train breakdowns altogether in the not-too-distant future.
engineers, and ultimately, their end users and customers.
In this knowledge session, the audience will learn about
Corrosion Protection of Steel by Hot Dip Galvanizing 15:10 Tuesday 01/05/2018
This paper will provide a technical overview of hot-dip galvanizing
IQBAL JOHAL
MARKETING MANAGER GALVANIZERS ASSOCIATION
Founder members of the RIBA CPD Providers Network, the
that includes details about the galvanizing process, its unique
Galvanizers Association works closely with the Royal Institute of
coating characteristics, design, specification and comprehensive
British Architects to continue to provide relevant information for
information on its performance. The presentation is intended to
specifiers across all sectors of the construction industry.
provide information for specifiers of the process with enough information to be confident in specifying it for steelwork. A project library of past and present projects is featured, alongside reference to case histories that highlight the performance of hot-dip galvanizing in a variety of environments. The Galvanizers Association has educated and informed professionals within the construction industry via the provision of CPD (Continuing Professional Development) presentations for well over 25 years.
The challenges faced by the industry over the next few years 10:30 Wednesday 02/05/2018
KEYNOTE
In the five years from 2019 to 2024, the railway industry will have more money spent on it than ever before. ÂŁ48 billion by Network Rail, yet more by the government on new enhancement programmes, new trains for main line franchises and London Underground - the picture does indeed look rosy. Except there are some areas where spending will reduce, the introduction of new technology is always fraught with more problems than expected, and external forces such as BREXIT could affect the balance of payments and jobs. This keynote speech, to be delivered by a senior
Rail Engineer | Issue 162 | April 2018
member of the industry, will look at the challenges ahead and suggest ways to tackle them. Lessons can be learned from other sectors and countries, and then used to the best advantage of the British rail industry.
INFRARAIL 2018
The changing role of data and the impact of measurement
TREVOR MOORE
HEAD OF INFRASTRUCTURE MURPHY SURVEYS
techniques for design, planning and construction 11:10 Wednesday 02/05/2018
Measurement technology is moving at an incredible pace. New methods and tools for data collection, presentation and management of 3D information enable data to be captured faster and more accurately than ever before. Advancement of technologies such as UAVs (Unmanned Aerial Vehicles), Laser Scanners (Dynamic and Static) and Photogrammetry enable data to be captured remotely, eliminating exposure to hazardous site conditions and making the whole process much safer than it has ever been. This seminar session will look at how rail surveying is changing, what the future holds for the data capture process and how clients can take
»» Implementation of quality assurance procedures and digital construction workflows to minimise reworks, reduce delays and mitigate risk; »» Developments in collaborative working environments to retrieve up to date data, quickly and easily, for more effective real-time decision making; »» Increased use of BIM (Building Information Modelling), digital workflows and the use of 3D data to assist in the design, planning and visualisation of projects; »» The changing role of the surveyor as data managers and a key link
advantage of the rapid pace of change…
between stakeholders such as designers, engineers and quantity
»» Development and improvement of new and existing workflows for
surveyors.
faster, accurate, cost effective and safer data capture;
A technical approach to product innovation and development: benefits for the customer 11:50 Wednesday 02/05/2018
Cubis Systems is Europe’s leading manufacturer of innovative,
Dr JULIA McDAID
DIRECTOR OF TECHNICAL AND PRODUCT DEVELOPMENT, CUBIS SYSTEMS
will talk about how Cubis has developed a full range of integrated,
lightweight structural access chamber and cable protection systems
modular access and cable protection products that offers the
used in the construction of infrastructure networks. Used within
structural integrity of traditional build methods, with the flexibility,
the rail and light rail markets, Cubis’ composite range of products
fire retardancy and cost saving benefits that modern design
offers clients a modular, lightweight, scalable system that can be
practices and leading contractors require for major global rail
built on-site, significantly reducing costs of in-situ construction
projects.
through time savings. The Cubis approach to innovation in a ‘traditional’ industry has been to develop products from multiple lightweight material types that incorporate intelligent technical design features, and integrate together to replace more traditional construction materials such as brick and concrete. Dr Julia McDaid, director of technical and product development,
Use of rail milling technology to extend rail life and eliminate defects 12:30 Wednesday 02/05/2018
ELVIS KOZICA
INTERNATIONAL SALES MANAGER LINSINGER
Railways worldwide are confronted nowadays with both
which removes a small amount of material in each pass and so
increasing passenger numbers and an increase in the freight
necessitates multiple passes. An alternative is to cut away the
tonnage moved every year by rail. In order to meet this challenge,
surface using milling, a proven method of metal removal.
railways are reorganizing themselves to provide a reliable service with no downtime. Due to the steadily growing frequency of the trains around the
This presentation will give an insight into how the Rail Milling Technology can help to eliminate railhead defects as well as give technical details of the process itself.
world, rail maintenance has become one of the biggest challenges. One of greatest threats to networks are head checks (rail cracks) and other railhead defects, often caused by rolling contact fatigue (RCF), which can dramatically increase the risk of rail failure, and reduce the lifetime of the rail. Removing the top surface of the rail is one way to eliminate the defects by cutting away the cracks. This is often done by grinding,
Rail Engineer | Issue 162 | April 2018
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INFRARAIL 2018
Electromagnetic capability for infrastructure and products - what do you have to do 13:10 Wednesday 02/05/2018
Electromagnetic Compatibility (EMC) is an important part of any project; be it large infrastructure projects for Network Rail, London Underground, Crossrail, or for products, systems and equipment to
Dr ROB ARMSTRONG
CONSULTANCY AND TRAINING MANAGER YORK EMC SERVICES - EUROFINS YORK
risk assessment, reviews and testing (if required), to the final EMC documentation for the project. For products and equipment, a Declaration of Conformity
be supplied into the rail environment. EMC is a legal requirement
is required to back up the CE mark that is needed to place
that the railway and its equipment do not interfere with the
products on the market in the UK and the EU. Common pitfalls,
correct operation of external radio communications and broadcast
requirements and examples will be included in this presentation.
services, and therefore needs to be treated properly at the very start of a project’s life cycle. This presentation will explain what designers of infrastructure,
Dr Amstrong’s presentation will be essential viewing for anyone involved in building or supplying electronic or electrical equipment to the rail environment.
products, and project managers need to do in order to comply with UK and European legislation, Network Rail requirements and general EMC compliance. It will guide and advise delegates through the EMC process from management and strategy, through
VMS Compact Colour Light Signal and Combined Alphanumeric Route Indicator 13:50 Wednesday 02/05/2018
MARK JOHNSON
TECHNICAL SALES MANAGER VMX VARIABLE MESSAGE SIGNS
Mark Johnson will present some recent signalling developments
aspects as well as the standard size characters. This new signal type
that will enable signals and indicators to be deployed in locations
will be known as a Combined Alphanumeric Route Indicator (CARI).
with space restrictions.
Combining the functionality of two different indicator types into
Firstly VMS has developed a compact version of the current
one has clear benefits for locations where space does not allow
MKII Colour Light Signal. As well as reducing the overall size of
separate units to be used. Mark will include in his presentation a
the signal a number of features have been introduced to make
description of the technologies employed in these new innovative
signal replacement simpler. The four-aspect signal will also be
signals and the design processes that allow these developments to
available with a reduced separation of the double yellow; which
be introduced in extremely short timescales.
is of particular interest for ground mount applications where the maximum height for signals is extremely restricted. The technology used in VMS route indicators has allowed a MKII Standard Alphanumeric Route Indicator (SARI) to be configured to also display Miniature Alphanumeric Route Indicator (MARI)
Efficient digitisation of the rail network environment 14:30 Wednesday 02/05/2018
Ageing infrastructure, growing populations and mass influx to
RAPHAEL GOUDARD
MOBILE MAPPING SEGMENT MANAGER HEXAGON GEOSYSTEMS
He will start with 3D rail surveying where the reality capture of
urban centres present rail network operators with many challenges.
the tracks and all surrounding network assets builds the basis for
To meet the ever-increasing demand, networks must find ways
a rail digital reality. He will then dive deeper into maintenance
to efficiently build, maintain and modernise railways. This can be
and planning for rail, identifying how operators can pinpoint the
achieved through a series of undertakings that digitise an entire
most critical areas in need of upgrade. Following this, Raphael will
network. From platforms to tracks to catenary, when a rail network
delve into safety and emergency management, explaining how
is digitised, stakeholders are able to best see the entire picture and
stakeholders can predict and mitigate hazardous situations. Finally,
make more informed decisions.
he will look at asset management, discussing how GIS enables rail
In this presentation, Raphael Goudard will present case studies from around the globe of Hexagon’s solutions to capture, measure, analyse and visualise rail networks that help to keep passengers safe and arrive at their destinations on time. He will further explore applications in digitising rail networks.
Rail Engineer | Issue 162 | April 2018
professionals to keep networks working at optimal conditions.
INFRARAIL 2018
Network Rail & Dura Composites collaborate on Fire Testing Standards 15:10 Wednesday 02/05/2018
Dura Composites, supplier of composite products for the rail
STUART BURNS
MANAGING DIRECTOR DURA COMPOSITES
(evacuation) and non-structural (non-evacuation) applications and
industry, has been working closely with Network Rail to put in place
include fire tests such as flame spread, burn-time and load bearing
stringent fire safety standards for composite products used for
testing.
important evacuation routes, such as station platforms, as well as
All Network Rail projects are obligated to use products that
non-evacuation routes including bridge walkways, stairways and
meet the relevant British and European Fire Safety Standards
trackside solutions.
for the application in question. Working with both the railway
As composite materials are playing an increasingly important
infrastructure and construction industries, including Network Rail,
role in the rail industry thanks to their high strength to weight ratio
London Underground, Crossrail and major rail contractors, Dura
and huge durability, Network Rail wanted to update its fire safety
Composites is pleased to be able to confirm it exceeds all Network
specification requirements aligned to particular test standards for
Rail specified fire safety requirements as part of its standard
certain common applications. Working with Dura Composites’
specification.
commercial director and materials science expert, Tom Bowman, classifications have been developed that cover both structural
LORNA PIMLOTT
HS2 - a lasting legacy 10:30 Thursday 03/05/2018
HS2 will have a transformative effect on travel in Britain. It will
people will be trained and work on HS2 construction, providing a
form the new high-speed backbone of the country’s rail network,
lasting legacy to the UK infrastructure industry of highly skilled and
connecting eight out of 10 of Britain’s largest cities with a fast,
experienced people.
frequent and reliable 21st-century service. It will change our concept
KEYNOTE
PHASE TWO SPONSORSHIP DIRECTOR HIGH SPEED 2
The opportunities for the UK supply chain will be huge too. If we
of geography, shrinking distance and bringing businesses and people
provide the right incentives for innovation and engineering brilliance,
closer together.
we can help create a new high-speed rail industry in Britain that is the
Just as our generation benefits from the engineering skills of the Victorians, so future British generations will be using the infrastructure
envy of the world. HS2 is not a standalone project. It will be integrated into other
we build now well into the 22nd century as HS2 will have a design
projects such as Northern Powerhouse Rail and the existing local and
life of over 100 years. So we have a responsibility to build HS2 to the
regional transport network. Regions and cities are already working
highest standard and with the most flexible and adaptable design.
to get the best out of HS2 for local people with long-term economic
If we do this properly, we have a huge opportunity to grow the
and regeneration plans. In this way, HS2 will help get the best out of
skills base in Britain. Over the next 15 years, thousands of young
Britain too.
Geosynthetics: What are they and what is their relevance in Rail Engineering? 11:10 Thursday 03/05/2018
DAVE WOODS
HEAD OF APPLICATION MANAGEMENT LOW & BONAR
Geosynthetics; polymeric textiles, geogrids, mats and geofoam
failing embankment and cutting slopes or to facilitate track widening
are used in reinforcement, drainage, filtration, erosion control and as
whilst reinforced soil walls can provide solutions for both temporary
lightweight fill materials. They are one of the last developments within
and permanent bridge abutments and retaining walls. Wick drains,
the field of geotechnical engineering and can still be seen as a new
encased stone columns or lightweight fill materials can be used
material form and a risk by the broader civil engineering community,
to enable construction over fill materials liable to consolidation
in spite of their successful implementation on a wide range of
settlement whilst reinforced platforms can improve the bearing
schemes over the last 30 years.
capacity of poor soils.
In rail applications, geosynthetics can be used to provide filtration,
This presentation aims to give a brief introduction to the range
separation and reinforcement of the ballast/subsoil interface to
and applications of geosynthetics and explain their relevance to rail
reduce trackbed deformation and can also incorporate metallic
engineering and the cost, time and environmental benefits to be
elements to allow for remote monitoring of the interface to better
gained by their proper application.
plan maintenance work. Grids, drainage and erosion control fabrics can be used to repair
Rail Engineer | Issue 162 | April 2018
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Technical expertise for building stronger railways 11:50 Thursday 03/05/2018
British Steel is helping to build stronger futures for high speed, heavy duty, mixed traffic, metro and tramway networks both with its rails and also its know-how. Rail technologies consultant Stephen Lewis will discuss two
STEPHEN LEWIS
CONSULTANT, RAIL TECHNOLOGIES BRITISH STEEL
solving real welding challenges. Light rail systems are an essential part of many plans for sustainable and connected cities. Smart and targeted management of the rail asset is a vital part of keeping commuters and shoppers
different aspects of rail technical services, both areas to help
on the move cost effectively. The infrastructure space shared by
improve operational efficiency and network performance.
road, rail and people poses some extra challenges to keeping this
Joining rails is an essential part of building and maintaining any
multi-use space running smoothly and Steve will describe some of
rail network. With a wealth of welding experience and knowledge,
the ways practical asset intelligence assists in extracting the best
it is no surprise that people call in British Steel experts when they
life of the rail asset.
require help, whether theyâ&#x20AC;&#x2122;re looking for help with compliance to international standards, improving static, mobile or even repair welding processes. In his presentation, Steve will give some practical examples of
Advances in rail surveying using digital image processing 12:30 Thursday 03/05/2018
This presentation will look at how using the latest image capture
PHIL STORR
DIRECTOR MRL EYE (AERIALTRONICS)
monitoring and maintenance. Furthermore, when considering
technology with commercial unmanned aerial vehicle technology
that this work is still predominantly completed through traditional
results in highly accurate digital mapping of railway infrastructure.
inspection methods and data processing techniques, the ability to
Combining these two new technologies provides infrastructure operators and asset managers with powerful insight into structures
complete this work in weeks rather months also supports more timely and effective business decisions.
and equipment enabling critical points of failure to be identified
This presentation, through a number of case studies, gives insight
earlier, thereby instigating timely interventions, reducing service
into the advances in rail surveying using digital image processing and
outages and improving whole life cycle costs of assets. Capturing
how combining the two emerging technologies of UAVâ&#x20AC;&#x2122;s and data
this data and processing it more intelligently empowers asset owners
processing can change how assets are managed.
to make smarter decisions through a quicker and more effective workflow. This is important as the UK rail network has over 20,000 miles of track and 40,000 structures, all of which require regular inspection,
Modelling of rail traction and power distribution systems 13:10 Thursday 03/05/2018
City and state-wide growth and development often requires reinforcement on both train and power distribution systems to provide safe, reliable, and robust train operations. An optimized design requires multi-scenarios analysis of traction
DEREK SMITH
BUSINESS DEVELOPMENT DIRECTOR ETAP AUTOMATION
of train performance during normal operation, network disturbances and other unplanned events. eTraX provides such a solution platform for the design, analysis, prediction, optimization, operation and automation of AC and DC
operation and traction infrastructure, considering substation
railway traction power systems, low voltage auxiliary, signalling power
locations, capacity, reliability assessment, centralized database, rolling
supply, and high voltage grid distribution system.
stock considerations, varying track configuration and schedules, as well as the associated capital cost and energy demand. Hence, a solution for addressing the key industry challenges for
Using advanced geospatial asset information and views, eTraX provides an intelligent model for electrical network life-cycle management to analyse train operation vs. substation performance,
design and operation of rail traction systems is needed, one which
predict the behaviour of rolling stock, verify / size system
will eliminate guesswork using real-time data.
infrastructure, and evaluate energy consumption and losses of rail
In addition, interactions between traction operation and power distribution network must be analysed to understand the reliability
Rail Engineer | Issue 162 | April 2018
infrastructure.
PROUD TO HELP OUR CUSTOMERS SUCCEED Building close relationships and fully understanding our customers’ needs are key to ensuring success As a new company with 150 years of heritage, we’ve been developing products and providing solutions to secure a sustainable rail industry. We’re proud to partner Infrarail 2018 and provide the track to showcase the best in UK rail.
Discover how we can work with you to help you succeed: T | +44 (0)1724 404040 E | rail@britishsteel.co.uk @BrSteelRail
BRITISHSTEEL.CO.UK/RAIL
FIND US AT INFRARAIL
ON-TRACK OR AT STAND C45
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INFRARAIL 2018
Anti-slip products for safer stations AATi Rail
What to see at Infrarail? As usual, the Infrarail hall will be packed full of exhibitors showing off their new products, technology, services and innovations. Over 200 of them, all vying for your attention. But what to see first? Some visitors will be systematic, walking up and down each and every aisle to make sure they don’t miss anything. Others will cherry-pick, choosing in advance which
stands they want to see and making a bee-line for them. Many will get distracted, swayed by a cup of coffee, a trinket, or a jazzy sales message. But if you want to make a plan, here are some of the highlights, chosen by our editors, which you may like to go and visit. But don’t forget, the most important stand of all – H18. Rail Engineer, along with the rest of Rail Media, will be there to greet you!
Faster and safer construction using high-performance geosynthetics C67
ABG Geosynthetics ABG is a UK-based market leader in the design, development and manufacturing of high-performance geosynthetic systems. Its tunnelling solutions have been developed to provide a highly effective drainage system and mitigate the adverse effects of water on rail structures. On ABG’s stand, visitors will be able to learn more about
tunnel invert and wall drainage systems, cut and cover compatible systems as well as drainage for other structures. Earthworks and erosion control systems will also be on show with a focus on embankment construction, and how ABG’s Fildrain can be used to manage consolidation effectively in highspeed rail applications. Technical experts will be pleased to advise on how the use of geosynthetics can improve rail projects, and explain the full design and supply package ABG offer. ABG’s innovative products have been tried and tested worldwide providing cost saving solutions and helping to take projects one step closer to faster and safer construction.
Rail Engineer | Issue 162 | April 2018
AATi Rail is the leading supplier of heavy-duty cast metal anti-slip stair nosings for the UK Rail sector. Other products available include anti-slip floor plates, tactile corduroys, platform edge tiles and drainage grilles. Functionally unsurpassed, all designs include a cast profile with unique encapsulated silicon carbide in the wearing surface. This ensures the pedestrian has the very best anti-slip foot contact on the stairway. Casting the profile means that product design features are not constrained by the extrusion process and therefore standard or bespoke features can be designed into a final product, often with the benefit of 3D
D50 CAD visualisation. AATi Rail is also the key supplier to the £14.8 billion Crossrail project. The new railway, which will be known as the Elizabeth line when services begin in 2018, will be fully integrated with London’s existing transport network and will be operated by Transport for London.
Recruitment specialists for technical professionals Advanced Resource Managers Advanced Resource Managers (ARM) has built a strong reputation as an expert in the rail market, delivering some highly successful packages of work; often sourcing candidates with very niche skillsets. Combining a unique relationship-building approach and innovative technology, the team is highly regarded by both candidates and clients alike. Proud to work with a broad range of rail businesses, ARM supplies talented professionals to customers within multiple disciplines, covering electrification and power, permanent way, signalling and telecommunications, rolling stock, rail stations and property. ARM delivers
H30 complex assignments for some of the industry’s leading specialists, encompassing client organisations, design consultancies, cost engineers and contractors. Supplying people across the entire rail project lifecycle, ARM’s award-winning and industry-recognised team specialises in recruiting rail professionals for a wide variety of roles, including project managers/directors, commercial managers, quantity surveyors, cost engineers, estimators and design verifiers.
INFRARAIL 2018
New modular UPS maximises reliability AEG Power Solutions AEG Power Solutions will be introducing Protect Flex and Protect Plus M600 to the Rail Industry at Infrarail 2018. The range incudes the Protect Flex Modular UPS (uninterruptable power supply) designed to meet an increasing demand from the rail industry for equipment which has a compact footprint yet still offers a high level of reliability and resistance to unprotected environments (humidity, corrosion, dust).
VISIT OUR TECHNICAL SEMINARS ON STAND A61
Specialist cables to the latest standards C16
Protect Flex is a simplified, flexible and highly cost-effective UPS which can cope effectively with harsh environmental conditions, with an IP43 rating protection. The system is designed to maximize savings in terms of footprint and power installed (kVA). Its electrical and mechanical design, cabling and protection devices are engineered to maximize security and simplify maintenance operations. This new UPS system concept combines a modular architecture based on hot-swappable power modules, transformer-less and IGBT based, with a customizable set of options and provides N+1 inbuilt power redundancy to maximise reliability.
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AEI Cables AEI Cables meet the very highest standards of today’s modern rail networks, providing a range of solutions from a single source. With products complying with the latest London Underground, EN, Railway Industry Association and other relevant national and international standards, the service includes technical advice, design and supply. This allows the joint development of new solutions to modern day challenges, whilst retaining the ability to supply established products. AEI’s Transcab range has a proven track record across numerous railway systems, and offers a wide range of cable types, encompassing fire
safety requirements inherent in modern rail systems where passenger and operability safety is critical. This is underpinned by a specialist manufacturing unit with full control of the manufacturing process from start to finish. AEI is one of the leaders in the field of halogenfree material technology, as well as being at the forefront of fire performance cable production.
SOMETHING TO SHOUT ABOUT! DISCOVER NEW AND EXCITING THINGS AT RAIL MEDIA SEE US ON STAND
LET’S TALK… NEWS RECRUITMENT EVENTS
H18
ALL THE LATEST RAIL NEWS
SERVICES
way People.com
VISIT THE RECRUITMENT WALL POWERED BY RAILWAYPEOPLE.COM STAND F66
www.rail-media.com
Rail Engineer | Issue 162 | April 2018
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New catch-pit products enhance safety F31
Aqua Fabrications Aqua Fabrications is a manufacturer and supplier of railway drainage system and cable management products with an emphasis on heavy side materials. At Infrarail, Aqua will be showcasing a range of safety items for use within the rail industry. On show will be examples of the new TrenchBox, for use in trenches to ensure zero harm should one collapse, and a new temporary catch-pit safety cover which not only prevents ballast ingress but prevents people falling into catch-pits on renewals and maintenance projects. Visitors will also be able to examine a new hinged catch-pit lid. This has been developed
due to bracket loss on the lids now used which can cause the lids to become dislodged. There have been a number of instances on rail of staff falling into these at night, causing them significant harm. Experts from Aqua Fabrications will be on hand to answer questions on all of these new solutions.
Quality storage for efficient workshops
Bott is one of the UK and Europe’s leading manufacturers and suppliers of workplace storage and in-vehicle equipment. With increasing emphasis on quality and reliability, Bott understands that a wellequipped, safe and efficient workshop is essential for all rail operators, enabling jobs to be completed faster, easier and more cost effectively. Its highquality, heavy-duty cubio range can help drive many long-term improvements - shortening maintenance time, reducing costs and minimising downtime
of rolling stock. For operators introducing lean principles into their processes, the cubio modular range is simple and adaptable, with space-saving storage systems for tools and equipment, enabling engineers to work more efficiently and safely. Bott also offers a fully compliant vehicle conversion service, including welfare solutions ideally suited for remote workforces involved in major long-term projects like Crossrail, Thameslink and new high-speed line construction. From consultation to design, manufacture to installation, compliance to logistics, refurbishment and recycling Bott can handle it all.
Rail Engineer | Issue 162 | April 2018
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Bigorre Ingénierie Bigorre Ingénierie will be showing an Automatic Gap Filler (AGF), developed in partnership with RATP. This detects the distance between the platform and the train and swiftly fills the gap - a gap of 450 mm can be filled in less than 2 seconds. Particularly useful for stations with curved platforms, the AGF limits the risk of passengers falling into the gap and improves access for people with reduced mobility. Working with or without platform screen doors, the AGF can be interfaced with station control system, railway signalling, or it may be entirely stand-alone. It detects the presence of a passenger while extending and a pressure-
sensitive leading edge avoids any risk of trapping. Bigorre Ingénierie’s innovative AGF has already been installed in Metro and RER stations in Paris and on the Orléans tram system. In addition, the company designs and manufactures other mechanical equipment, such as scissor lift platforms, bogie trolleys and automatic washing machines.
Best practice in sustainability B61
Bott
Automatic gap filler improves platform-train interface
CEEQUAL CEEQUAL is the first sustainability-rating scheme for infrastructure and has led the world in this sector. Established in 2003 and widely used as a ratings scheme in the world of infrastructure, there are over 690 projects registered for certification in the UK and internationally incuding Crossrail, Ordsall Chord, Midlands Metro, Northern Line Extension, Spårväg City Line (Stockholm) and the Thameslink programme. BREEAM Infrastructure was launched as a pilot in early
E71 2015 and acquired CEEQUAL in November that year. This has been a positive move and two schemes are coming together as a single scheme later this year. CEEQUAL and BREEAM are standards that define best practice in sustainability for Civil Engineering and infrastructure projects. They set a series of questions or criteria which, if the project achieves, are points awarded and total a score for the project whether as Whole Project, Design or Construction Only Assessments.
INFRARAIL 2018
British Steel
As official Infrarail ‘On-Track’ sponsor, the company will be supplying 30 metres of rail, and will be demonstrating some of its awardwinning products: »» HP335 - designed for improved wear and RCF resistance; »» Zinoco® - the most durable system available to combat rail corrosion; »» SilentTrack® - tuned rail damper system to help reduce pass-by noise by 3-6dB(A). The company’s Rail Technologies team will be demonstrating a variety of trackmonitoring activities on the official ‘On-Track with British Steel’ area, and will be on-hand to answer any questions on track condition assessment.
Innovative rails for particular conditions strengths of metallurgy and manufacturing excellence. In addition, its expertise in research and development is well recognised in the rail industry. British Steel will be present on stand C45, where it will be showcasing its range of premium steel products designed to meet the needs of the 24/7 railway industry. This is the first time the company will have exhibited at Infrarail under the British Steel brand.
British Steel’s comprehensive range of steel rail products is tailored to the wide spectrum of track and traffic conditions found in the modern railway environment. By working in partnership with it customers, the company can ensure that its products fulfil the demands of the international railway industry. A commitment to technological innovation enables the business to offer total customer solutions built on British Steel’s core
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S E RVI N G TH E WO R LD ’ S R A I LWAYS Rail Engineer | Issue 162 | April 2018
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Glands and cleats specifically for rail F55
CMP Products CMP Products is widely regarded as the market leader in the design and manufacture of cable glands, cable cleats and accessories, with a global reputation for innovation and quality spanning more than 60 years. The polymeric and composite (metallic with polymer parts) cable cleats that CMP designs and manufactures have been tested in accordance with international standards relating
Concrete on a roll - now twice as wide
to flame propagation, vertical burning, flammability (oxygen index), halogen gas, toxic fume and smoke emissions tests. CMP has designed and engineered a range of products that have been specifically developed for the rail industry. These products have been tested and approved in accordance with the London Underground (LUL) Standard 1-085, which enables engineers to specify CMP’s cable cleats with confidence. Alongside these first class products, the provision of excellent customer service is just as important to CMP’s success, as the company continues to deliver training and installation support on a global scale.
New fire-retardant cable troughing Cubis Systems, Europe’s leading manufacturer of innovative, lightweight structural access chamber and cable protection systems, will be launching its PROtrough cable protection system at Infrarail. An innovative, lightweight, fire-retardant cable trough that offers a modern alternative to traditional concrete systems, PROtrough has been designed
to comply with all European fire-retardancy specifications, making it ideal for deployment in tunnels and station applications. Cubis will also be showcasing two PADS-approved product lines. The STAKKAbox™ ULITMA is a modular, scalable access-chamber system built on-site with easily connectable components and reducing costs due to its significantly faster install times. MULTIduct™, part of Cubis’ integrated system approach to cable protection and access chambers, is used in the construction of under-track or road crossings (UTX/URX), tunnels, bridges and buried linear routes.
Rail Engineer | Issue 162 | April 2018
Concrete Canvas, based in South Wales, is the first in the world to manufacture and export a new class of award-winning materials called Geosynthetic Cementitious Composite Mats (GCCMs). The material is a flexible, concrete-impregnated fabric that hardens on hydration to form a thin, durable, waterproof and fire-resistant concrete layer. Essentially, it’s concrete on a roll. Typically, rail projects can pose significant challenges for clients. The access issues associated with rail projects can often mean there is restricted or no plant access available, making use of traditional concreting solutions impossible. However, Concrete Canvas can
B54 be specified in man-portable batched rolls, eliminating the requirement for heavy plant equipment, allowing installations to be carried out on sites which otherwise would have been inaccessible, and allowing contractors to minimise or avoid line possession entirely. Concrete Canvas can be installed up to ten times faster than poured concrete, however, the launch of CC Wide Rolls means this can be increased further.
Network Rail-approved generators from stock B18
CUBIS Systems
Concrete Canvas
Dieselec Thistle Generators Dieselec Thistle Generators (DTG) is a UK-based diesel generator specialist that supplies, installs and maintains power-generation equipment across the country, providing customers with products and support throughout the life cycle of their generator set. Backed by a global generator manufacturer, FG Wilson, DTG’s experience in the rail sector is second to none. The business offers turnkey solutions to the most complex of projects including full design, supply, installation and testing of standby power
F64 systems. Network Rail-certified generators from six to 3000kVA are held in stock, along with genuine spare parts for immediate delivery, servicing and maintenance including 24/7 emergency support, and on-site training for customer teams. All fuel systems are DEFRA/ PPG3 compliant. The generator on display at Infrarail 2018 will be an FG Wilson P65-6 open genset as most of the Network Rail-approved sets which are supplied to major rail projects are simply too big to have on the stand!
INFRARAIL 2018
Dura Composites
C70
Composite products that are fire compliant handrailing and offer increased safety, reduced maintenance costs and shorter possession times on busy networks. View the latest developments in the awardwinning Dura Platform - design engineered for added strength, the solid surface of the platform (on a 600mm plank) removes
Dura Composites will be exhibiting its latest range of composite solutions for the rail industry at this year’s Infrarail. Located on stand C70, Dura Composites products for the rail industry include awardwinning station platforms, ballast retention, walkways, raised access solutions and safety
Fire Rating Compliant Composite Products
longitudinal plates, covering 75 per cent of platform fixings creating an aesthetically pleasing finish. At Infrarail 2018, Dura Composites will be making available its comprehensive Fire Safety Compliancy Guide in accordance with Network Rail policy, allowing potential customers to fully appreciate the safety benefits of composite materials as the ideal replacement for traditional wood, metal and concrete. Join Dura Composites directors Stuart Burns and Tom Bowman on Wednesday at 3.10pm, as they talk in depth about fire safety standards for composite products in the rail industry. Visit the Dura Composites stand and learn more about their latest rail solutions for your next project.
Pick up your FREE Dura Fire Safety Compliancy Guide working in partnership with Network Rail
12,000 sqm installed since 2015 East Croydon New Hythe Roydon Chestfield & Swalecliffe Gospel Oak to Barking
A RE S FETY FI
Dura Platform
PROVED AP
Image: New Hythe Station
Dura Platform 2018 Updates
Benefits
• Less visible surface joins • 100mm version for max span of 3.6m • 40mm version allows 2 man lift
• Reduces risk at PTI per RSSB • GRP eliminates touch potential • Rapid install reduces passenger disruption
Come and see us on stand C70 Join Dura Composites MD Stuart Burns, as he speaks in depth about fire safety standards for composite products in the rail industry. Technical Talk: Wednesday 2nd May, 3.10pm
UK Head Office | +44 (0)1255 440291 | www.duracomposites.com Industrial
Rail
Marine
Decking
Cladding
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Cleats, clamps and hangers Mobile cranes for all for outstanding performance applications H50
Ellis Patents Ellis Patents, the world’s leading designer and manufacturer of safety critical cable cleating systems, will be showing two different types of tunnel walls and the cleat installations for them. Products included on the stand will be large cleats including Cable Guide Clamp, Centaur, and bespoke Centaur trefoil cleat. Cable hangers will also be on show, including the Pegasus hanger, which
is London Undergroundapproved. The hanger material is a high strength nylon especially formulated to meet the requirements of the London Underground 1-085 specification. The extruded aluminium spine is marine grade and is designed to offer high strength and rigidity. Resistance to ‘self-corrosion’ and ‘bi-metallic corrosion’ are considered in the design and the non-metallic nature of the materials ensures that corrosion would not occur even in the harshest of environments. The company’s latest product, the ‘No Bolts Cleat’, was designed specifically for Network Rail and has recently been given PADS approval.
Customisable bench backrest for marketing messages G57
Erlau Erlau, a brand of the RUD Group, was founded in 1828 in Germany, and is a leading manufacturer of outdoor furniture with solutions for a range of public spaces such as councils and public realms, transport, education, leisure and health sectors. The Erlau product portfolio
features a variety of benches, seating systems, table and seat combinations and bicycle parking solutions. Its furniture offers customers a great degree of flexibility due to their modular capabilities which allows you to combine certain feet, seating parts, inserts of benches, tables and seat combinations together to create the finished product. One of Erlau’s latest innovations is the customisable bench backrest which allows customers to customise the backrest of the bench to their specific marketing requirements. The backrest, which is digitally printed, abrasion resistant and anti scratch coated to ISO 9352, can be used for maps and advertising messages.
Rail Engineer | Issue 162 | April 2018
G16
Emerson Crane Hire Emerson Crane Hire has vast experience with the various facets and limitations of the working environment within the rail industry. Knowledge and experience gained over the years has proven to be invaluable and Emerson can assist, right from the planning stages, to enhance the successful completion of numerous and varied projects. The company is also able to offer a design, fabrication and testing facility for any bespoke lifting accessories. Although its equipment is too big to get into the hall at Infrarail, Emerson Crane Hire will be
exhibiting on stand G16 and will have a couple of new products coming online soon, such as the new Liebherr LTM1450 mobile crane with 450-tonne lifting capacity and a Spierings SK1266-AT6 mobile tower crane. Show visitors will also be able to find out about new offerings from the transport and training divisions.
A broad range of springs of all types European Springs & Pressings European Springs & Pressings, with its two factories in London and Cornwall, sales office in Northern Ireland and stocking facility in Yorkshire, is a dynamic, proactive, innovative, lean manufacturer with exceptional engineering expertise in the spring coiling, wire forming and pressing industries. It is also well established, celebrating its 70th anniversary in 2018. Serving clients across the rail sector, from major bluechip manufacturers right down to specialist niche companies, the company is quite different from other UK spring makers in that it covers a whole variety of disciplines. It manufactures tension, torsion and compression springs with
C54 diameters from 0.03mm to 65mm, pressings and multislides up to 130 tonnes and has an unlimited design spectrum of wire forms. With a broad market reach, many businesses, large and small, have gone to European Springs and Pressings for innovative engineering solutions, looking for advice and professionalism that can deliver a quality tailored service specific to their need.
INFRARAIL 2018
User-friendly traction power management software
ETAP Train Power Simulation – eTraX™ software includes the most accurate, user-friendly and flexible software tools for analysing, managing, and simulating low and medium voltage for both AC and DC train power systems in extension to the grid distribution network. eTraX provides data centralisation for geospatial information system (GIS), traction and power infrastructure, signalling power supply, train route, train schedule, rolling stock, train performance results, energy
eTraX
™
ETAP
demand, protection and operation. Using advanced geospatial asset information and graphical GIS map view, eTraX allows for the modelling, simulation, prediction and optimization of rail infrastructure hence reducing capital cost. Features of the eTraX solution for analysis and operation for rail traction systems: »» Integrated geospatial, schematics, planning, protection and operations solution; »» Analyse low and medium voltage AC and DC rail power systems; »» Verified and validated against benchmarks and global standards;
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»» Train performance calculation, voltage drop, fault analysis and harmonics; »» Sequence of events playback for root cause and effect analysis; »» Conceptual design and study to system integration and operation; »» Traction eSCADA with real time predictive simulation. »» eTraX applications are modular and include intelligent power monitoring, real-time predictive simulation and eSCADA. eTraX provides a state-of-theart design and management solution for the electrical network life-cycle of the rail traction power system.
Analysis & Operation for Rail Traction Systems • Integrated geospatial, schematics,
planning, protection & operations solution
• Analyse low & medium voltage AC & DC rail power systems
• Verified & validated against benchmarks & global standard
• Train performance calculation, voltage drop, fault analysis, harmonics
• Traction eSCADA with real time predictive simulation
Join us at INFRARAIL stand K 34 etap.com | +44 (0) 3300 580920 | europe@etap.com
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Strong and stylish station seating A14
Fleda Trading Fleda Trading is an Italian company that specialises in manufacturing metal seating for waiting rooms, as well as other items such as lockers. Installed in many station waiting rooms throughout Europe, the seats are very
Cable protection systems and a brand new brochure
strong, made of high quality steel and combine elegance with safety. One result of this combination is the “TN Series”, with an elegant design and either chromed or painted seats. There are also ‘back-to-back’ models, of which a six-seater (3+3) is Fleda’s best-seller. The company also produces self-assembly lockers. These are supplied ‘flatpack’, with the components well protected from damage by felt and polystyrene packaging.
Innovative civil engineering solutions Freyssinet has been at the forefront of specialised civil engineering technology, consultancy and installation since 1950. Specialising in repairs, the company is renowned for delivering innovative solutions and pushing the envelope of structural and civil engineering. Operating as principle contractor, specialist subcontractor and supplier throughout the UK and Ireland, Freyssinet supports its full product and service range with
an in-house engineering design team. ElevArch® is a patented technique which involves cutting a brick bridge arch free from its abutments and wing walls so it can be jacked skywards to enlarge the space below it. A horizontal saw cut is made through each abutment, and vertical lifting jacks are inserted, supporting the weight of the bridge. Meanwhile, four vertical slip bearings are inserted into slots cored through the four wing walls, preventing the arch from spreading horizontally whilst allowing vertical movement. Once these are in place, the final cuts are made and lifting can begin.
Rail Engineer | Issue 162 | April 2018
Flexicon will be showcasing its range of Network Rail (PADS) approved cable protection systems along with a brand new UK rail infrastructure brochure at Infrarail 2018. The new UK Rail Infrastructure brochure is a handy contractor and installer guide to cable protection for companies working on UK rail infrastructure, detailing all the products and solutions. It lists all the PADS catalogue numbers and also features Flexicon’s range of 14 approved conduit systems compliant with Transport for London Standard - TFL S1085 for London Underground and Crossrail. Flexicon was the UK’s first flexible conduit manufacturer to
G51 receive Network Rail’s enhanced PADS approval for flexible conduits, glands and accessories intended for use in signalling and infrastructure applications (including applications prone to flooding or prolonged immersion under water). Technical experts will be available throughout the show to advise customers on the most suitable product for their application and how Flexicon systems can help to improve uptime, availability and performance.
Integrated trainmounted survey system E75
Freyssinet
Flexicon
Fugro Fugro will feature its range of RailData solutions on stand A19, including its revolutionary RILA 3.0 system - a remote, flexible, train-mounted survey system that achieves engineering-accuracy data on the rail corridor. It delivers step changes in asset management and leads the way in predictive maintenance. With RILA 3.0 Fugro has integrated the RILA Track and RILA 360 systems within a single, compact, autonomous measurement module. The new system (RILA 3.0) can be easily mounted to any (passenger) train in the world. It delivers the same accuracy and full package of data products as earlier systems but in a combined form.
A19 The end result is an accurate, absolute XYZ model of all the objects in and around the track, including overhead line equipment (OLE). The technology also offers a clearly defined health and safety benefit, as no surveyors are required to be on or near the tracks during survey acquisition.
INFRARAIL 2018
Welfare facilities and plant for rail
Head, face, eye and hearing protection for rail workers B67
Garic Garic launched its specialist rail division just a few months ago, Since then, the leading supplier of welfare facilities and plant to the infrastructure, construction, industrial and utilities sectors has been highly delighted at the response it has received. The company’s new division, Garic Rail, is already working with 10 of the UK’s leading rail contractors. Specialist rail products include
Armadillo welfare units, welfare vans, site tower lights, 40ft site welfare trailers and mobile rail dust cannons. Having supplied products to the sector for a number of years, Garic felt it was time to invest further resources in supporting rail clients and many of the company’s products, such as compact solar powered welfare units and towable dust suppression cannons, have been tailored to suit the needs of trackside projects. The new division offers a structured service that includes planning, organising and managing all hire plant required by rail companies and contractors wherever they are in the UK.
G17
Gentex Europe Gentex Europe is a UK manufacturer with over 100 years’ experience in the production of head, face, and respiratory protection for industrial, military, and public order environments. The PureFlo brand of industrial respiratory protection is synonymous with providing the highest levels of protection for personnel working in hazardous situations. Providing integrated protection for users with an unrivalled level of comfort, the innovative new product range features a unique all-in-one respiratory, head, face, eye and hearing protection solution so users benefit from having no trailing leads, hoses or cables,
Variable Message Signs
CARI
providing improved safety with no snagging. Respirators can be configured to meet customers’ specific requirements, with a range of head tops, filters, hood and accessory options available. The range of PureFlo respirators will be featured on stand G17, where experts will be on hand to answer any queries about the product range, and how these can be used effectively in the rail sector.
STAND E30 AT INFRARAIL
Combined Alphanumeric Route Indicator A totally new concept, the CARI displays up to 20 combinations of SARI or MARI aspects in one 20Kg, 600mm by 600mm LED signal.
For more information contact: Claire Thompson sales@vmstech.co.uk Telephone: +44 (0)191 423 7070
The CARI displays up to 20 combinations of SARI or MARI aspects in the same LED unit.
www.vmstech.co.uk/rail.htm
Variable Message Signs Monkton Business Park, Mill Lane, Hebburn, Tyne & Wear, NE31 2JZ, UK Tel: +44 (0)191 423 7070 Fax: +44 (0)191 423 7071
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World-class manufacturing machinery H15
Geo Kingsbury Machine Tools Geo Kingsbury Machine Tools has an enviable reputation, built over 60 years, of supplying machining systems operating within many of the UK’s most advanced manufacturing programs, and is proud to be a preferred supplier to a significant number of leading UK engineering companies. Key to this capability are the machines within the Geo Kingsbury portfolio, including Burkhardt + Weber, SHW,
Hermle, Zimmermann and Waldrich Coburg. Many of these systems are installed within the world’s leading railway manufacturers, including Siemens, Bombardier, Diesel Locomotive, Mitsubishi Heavy Industries, Bharat, DT Prostejov and Dalian Locomotive - all taking advantage of the reliability, performance and capability provided. As the UK rail industry expands and competitive issues demand technology led solutions, Geo Kingsbury has the know-how and experience to supply UK OEM’s and Tier One manufacturers with globally competitive machines, systems and solutions.
Barriers of all types
Gramm Barrier Systems is the UK’s leading approved specialist contractors in the supply and erection of all types of barriers including noise, wind, flood and vehicular safety barriers. Applications include bridge parapets, pedestrian guardrails and security fencing, including steel palisade, weldmesh, chainlink and general fencing and gates. As an example, London Overground was suffering
noise caused by a curved raised viaduct track bed. Trains had to slow down, which caused a squealing sound as the carriages navigated the curve. London Overground contacted Gramm Barrier Systems looking for a completed package that took them from the initial design all the way through to the completed installation. Gramm installed a recycled plastic barrier that was lightweight, extremely hard wearing, with a 40-year design life, and which is also maintenance free. Concrete up-stands were lined with absorptive tiles that were extremely effective as they could be installed directly next to the wheels that were causing the noise.
Rail Engineer | Issue 162 | April 2018
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Geobrugg Geobrugg globally develops and manufactures protection systems made of high-tensile steel wire. These safety systems are used for reliable protection against natural hazards such as rockfall, debris flow, landslides, avalanches, or as a safety measure in building and mining tunnels, motorsports and architecture. The high-tensile steel wire nets and meshes manufactured by Geobrugg are characterized by their strength, high-energy absorption capacity and supreme durability. More than 65 years of experience and close collaboration with research institutes and universities make Geobrugg the leading expert for safety solutions.
At Infrarail 2018, Geobrugg will be demonstrating the latest in Slope Stability mesh solutions and showing cutting edge rock fall barrier solutions. Along with samples, product experts will be on site to explain these solutions using Virtual Reality headsets showing actual completed projects from across the globe in 3D.
Data extraction from LiDAR point clouds H19
Gramm Barrier Systems
High-strength and hightech protection systems
Harris Geospatial Solutions Harris Geospatial Solutions will be showcasing the latest technology that enables digital extraction of railway tracks from LiDAR (Light Detection and Ranging) data. ENVI LiDAR can now be leveraged to derive actionable information that is unique to rail. Automated rail track and track centre-line extraction from LiDAR point clouds takes advantage of the extensible ENVI LiDAR API, as well as utilising the experience and subject matter expertise of Harris’ Custom Solutions Team. This automated railway extraction capability is delivered as an ENVI API plugin that exhibits many advantages. It is fully automated, removing
C64 the need for labour-intensive manual digitization, and its precision and accuracy is vastly improved over image-derived feature extraction. Easy to implement, the application has the flexibility to work seamlessly with downstream processes. Utilising the features of ENVI LiDAR and engaging Harris subject-matter experts in LiDAR point-cloud feature extraction will help satisfy even the most complex project requirements.
INFRARAIL 2018
Protran rail safety products H34
Harsco Rail Harsco Rail will be focussing on rail safety products from the Protran range, a company that was acquired by Harsco Corporation in March 2015. Protran’s railway track worker and train operator safety systems are in use throughout North America and internationally to help protect railway personnel from potential collisions and other hazardous situations. The Protran Collision Avoidance System (CAS)
Bespoke cable management solutions
enforces keeping safe distances between railway work equipment, track workers and work site limits through the use of accurate real-time distance measurements combined with audio-visual alerts. With thousands of systems in operation, the latest vehiclemounted unit is equipped with a high-resolution OLED daylight display and visual and audible alarms. The CAS system prevents costly accidents and injuries to equipment and operators. A range of other worker protection products give advance warning to train crews of workers on the track ahead. All can be seen and discussed in detail on stand H34.
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HellermannTyton HellermannTyton will showcase how bespoke cable management solutions can help rail operations run safely and profitably. Fully certified to the International Railway Industry Standard (IRIS), HellermannTyton has extensive experience working across the rail vehicle supply chain, supplying advanced cable management to support the needs of infrastructure and rolling stock manufacturers. From cable ties and fixings, to heatshrink and cable protection, to cable identification, the HellermannTyton range covers the full spectrum of cable management requirements for the rail sector. Its proven solutions help manufacturers
to reduce spend, comply with changing legislation and meet lightweighting targets. Visitors to Infrarail will be able to see many of these products, including: M Boss stainless steel tags built for harsh environments; the KR Series cable ties, which offer excellent vibration resistance; and the FlexTack series for round and angled surfaces. A range of printers will also be on display, for applications from cable labelling to logistics and traceability.
Machine tool solutions for the rail industry. Presenting the Geo Kingsbury rail sector portfolio including Burkhardt + Weber, SHW and Waldrich Coburg. Offering bespoke installations and years of experience regarding the unique machining requirements of the rail industry, all within the world’s leading locomotive and rail stock manufacturers. Providing reliability, performance and unrivalled capability. Proud suppliers to: Siemens, Bombardier, Diesel Locomotive, Mitsubishi Heavy Industries, Bharat, DT Prostejov and Dalian Locomotive to name just a few.
Find us on
Quay Lane, Gosport, Hampshire, England PO12 4LB t 023 9258 0371
The Legacy Building Queens Road Queens Island, Belfast BT3 9DT
Unit 5C Tournament Court Edgehill Drive, Warwick CV34 6LG w geokingsbury.com
Stand H15 Rail Engineer | Issue 162 | April 2018
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Visualising railways in 3D Repaired in 3 days, or it's free! C30
Hexagon Hexagon’s rail focus keeps passengers safe by delivering efficient, modern and safe solutions to rail professionals. By enabling our customers to capture, measure, analyse and visualise worldwide rail networks in 3D, Hexagon helps optimise operations, mitigate accidents and keep trains moving. With
its 3D surveying, inspection and monitoring, maintenance and planning, safety and emergency management, and asset management solutions, rail networks become smarter, faster and more connected with stakeholders sharing vital information in a digital reality. Visitors to Hexagon’s on stand C30 during Infrarail 2018 will be able to learn about the mobile mapping, reality capture platforms and sophisticated software of Leica Geosystems and the rail surveying expertise of SCCS. They can speak with the experts, receive hands-on demos of the latest surveying solutions, and discover just what is possible in their own rail digital reality.
Blast cleaning of bridges and bogies Hodge Clemco is a leading supplier and manufacturer of blast machines, abrasives, blast rooms, blast cabinets, paint spray equipment, abrasive recovery and PPE. Supporting the rail industry from the very early days of British Rail, its technology has developed to meet a variety of needs and applications.
The current range of portable plant includes equipment specifically used for bridge and site refurbishment projects such as station renovation. Hodge Clemco’s portable range of standard machines provides reliable performance with a wide range of abrasives. Site dust extraction units are portable and robust, allowing them to be used on the most arduous application. Bogie refinishing booths offer the flexibility to process multiple carriages inside the booth, with up to four operators at any time. Any contaminants removed from the bogies, along with the media are automatically conveyed to a grit-cleaning unit.
Rail Engineer | Issue 162 | April 2018
Hilti is revolutionising the industry’s tool maintenance process by guaranteeing that equipment will be repaired, serviced and returned to the customer within three business days from collection – or the repair is free. Known simply as Tool Service, the value-added programme starts following the company’s complete no-cost period on its tools, which runs for up to two years and includes labour costs, parts, pick-up and transport. In addition, the manufacturer’s warranty applies and all future repair costs are capped for the lifetime of the tool once the product comes out of its complete no-cost period. Any paid-for repair benefits from a
further three months complete no-cost period. Hilti Tool Service comes into effect when the tool is collected, which can be arranged either over the phone or via the website. It’s then taken to the company’s state-of-the-art Tool Service Centre in Glasgow for a complete strip down, repair, service and clean, before being returned to the customer’s site or office.
Re-railing vehicles safely and swiftly K16
Hodge Clemco
H41
Hilti
Holmatro Holmatro has developed a completely new re-railing system with the goal of getting derailed trains back on the tracks more quickly, more safely and with more control. Getting rolling stock back on the rails is an accurate and painstaking process. It is also a thorn in the flesh of rail infrastructure managers as well as for many passengers when trains are delayed as a result of the derailment. Years of experience, combined with the most modern engineering, enabled Holmatro to come up with a user-friendly solution. It is constructed of components that are easy to assemble and disassemble and is at least
A18 50 per cent lighter than other systems that are available in the market. Sideways movement is controlled using traverse sliders with sleeve bearings, and the entire system is driven by a Quattro pump with four independent control valves which can be operated wirelessly, allowing the operator to stay in a safe position.
INFRARAIL 2018
Industry firsts for safer bolting C65
Hytorc Unex Hytorc makes industrial bolting safer and simpler. With 50 years of experience focused entirely on developing the highest quality industrial bolting systems, Hytorc is the most trusted name in the industry. From steel mills and mining equipment to refineries, power plants, and wind turbines, it has developed solutions for every bolting application imaginable. Hytorc’s hydraulic bolting systems are the original torque/ tension machines, ensuring incredible repeatability, reliability and durability. The Stealth and ICE series are the latest hydraulic bolting technology in the industry, with unique patented benefits that provide industry-leading safety and accuracy. The jGun Digital series is the world’s first torque-adjustable pneumatic multiplier with a digital readout and FRL-free operation. The patented design of the jGun Digital eliminates the need of a separate filter, regulator and lubrication system between
the airline and the tool, unlike other systems. Hytorc’s battery-powered bolting systems – the Lithium Gun and the LION Gun – are the ultimate solution for portability and convenience on industrial bolting jobs. They include built-in documentation systems to provide job accountability and assurance. The Hytorc Washer and Hytorc Nut offer uncompromised bolting efficiency. The Hytorc Washer is the simplest upgrade for instant improvements in safety, speed and accuracy. This unique, patented system eliminates the need for reaction arms and other custom fixtures required to hold the tool in place. Hytorc’s mission is to optimize safety, quality and schedule in industrial bolting through innovative solutions, and an unyielding commitment to world class customer service.
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Design solutions for a modern railway K10
Hurley Palmer Flatt Hurley Palmer Flatt specialises in developing design solutions that specifically support critical installations for the transportation, aviation and rail sectors. With decades of experience in the transportation sector, the company has the expertise and drive, together with a culture of attention to detail, that provides clients with absolute confidence. Rail specialities include: »» Operation centre and control centre design; »» Station design and interfaces; »» Rail depot design and depot plant utilisation; »» Total Asset Management for sector assets;
New pole is lighter and safer to use
»» DC and AC power supplies including earthing and bonding; »» DNO upgrades; »» DDA compliance lifts and ramp schemes; »» Rail telecommunications; »» Mechanical services for rail, fuel, CET and water; »» Integrating commercial developments into the transportation environment; »» Providing NWR engineering support; »» TOC landlord approvals and design support. Recent rail contracts include the refurbishment of Waterloo general offices, modernisation of Partick interchange station and the upgrade of Dundee station.
DITA, Plug'n'play and GRP iLecsys Rail will be promoting its new DITA unit (distribution interface transformer assemblies) described elsewhere in this issue. Experts will be on hand every day of the show to answer any questions and advise on future innovations including DITA and
Plug'n'play technology. As with all of the exhibitions that iLecsys attends, the underlying topic is to ‘Come and talk to us to discover the benefits of using Class II equipment on your project!’. Another side of the iLecsys Rail business is its GRP offering and the benefits that go with this. The company is still actively involved in GRP platforms and location cases, but has extended the use of this versatile material to other applications. Moving into CP6, there will be a bigger push on rectification works. iLecsys is leading the market in offering viable costeffective retrofittable solutions for the upgrade of existing legacy feeders.
Rail Engineer | Issue 162 | April 2018
Hydro is the world’s largest aluminium company. From fabricated train carriage
C66 structures to heat sinks and railway structures, its reach is global. At Infrarail, the Extrusion and Pole Products division will showcase its ‘Raise and Lower’ WIGWAG pole as well as CCTV and lighting solutions. Traditionally manufactured in one piece and in steel, Hydro’s new raise and lower pole negates ANY working at height. In fact, no specialist lifting equipment, platforms or even traffic management is needed at all. Being aluminium, they are engineered for a life that far exceeds that of steel. The pole is also capable of mounting a sign in an offset position and can be surface mounted or used in a socket.
Connecting employers and job seekers D66
iLecsys Rail
Hydro
Infrarail Recruitment Wall The Recruitment Wall, powered by a live feed from RailwayPeople.com, forms an area publicising details of exhibitors’ job opportunities, aiming to match those with the skills of visitors seeking career development. Exhibitors are encouraged to display a selection of their current vacancies. Within the region of 235 exhibitors at the show, that adds up to a lot of jobs! The experienced team will be on hand to work with both employers seeking staff and Infrarail visitors looking to expand their horizons. School leavers, apprentices, graduates and experienced railway professionals can all drop in to
F66 see what’s on offer, while any company in the industry can also enquire about the best ways to recruit and to promote their vacancies to the wider Rail industry. This is a great opportunity for Infrarail exhibitors to take the plunge, and for everyone to consider new career opportunities. What do you have to lose? Located on stand F66 in the main hall at Infrarail, the Recruitment Wall is available throughout the exhibition.
INFRARAIL 2018
Fast repairs to concrete and platforms Instarmac Group Instarmac Group will be focussing on UltraCreteâ&#x20AC;&#x2122;s range of Rail Refurbishment Solutions, all of which have been approved for use by London Underground and can be found on its materials compliance register. For the installation of heavy-duty signposts and signal installation, UltraCrete recommends the use of a rapid strength rapid set concrete
A37 such as QC10, while UltraCrete QC10 F flowable fast-set rapidstrength concrete can be used for a first-time repair to concrete sleepers. Both QC10 and QC10 F have had their performance capabilities tested and approved by an independent third party, can be applied from depths of 30-250mm and are trafficked in as little as two hours, minimising disruption and allowing contractors to move to another project quickly. To fill potholes on station platforms, choose Instant Road Repair which has been developed and perfected over 40 years to provide a first time permanent repair in footways, footpaths and car parks.
Safety barriers and pedestrian control C37
Interclamp Interclamp supplies British Standard compliant galvanised and GRP handrail clamps and tube to the UK rail industry. Traditional trackside guardrails can be rapidly assembled on site with a simple hex key meaning no bulky welding/hot-work is required. For better pedestrian control, Interclamp Galvanised Pedestrian Barriers integrate fully with the handrail system to provide rapid construction of structures offering strength, durability and versatility. Interclamp 400 series and 800 Series DDA Safety Post ranges are a cost effective safety barrier solution, while Interclamp Self Closing Safety Gates in areas such as walkways and trackside
feature a robust, durable, spring loaded and tension adjustable self-closing hinge. The Interclamp FRP/GRP range is designed for more demanding applications and general hand railing. The robust, impact and fire resistant material benefits from low electrical conductivity and is well suited for use close to railway electrical installations.
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Connect steel faster GRP gratings for rail without drilling or welding applications C41 +Track
Lindapter Lindapter, established in 1934, is a global market leader in the design and manufacture of steelwork clamping systems that provide a faster alternative to drilling or welding, which saves contractors time and money. At stand C41, Lindapter will exhibit its latest range of CE approved fixings that are used for a range of applications including overhead line equipment, station buildings,
station fittings, facades, depots, rail bridges, access walkways and structural reinforcement. This year, Lindapter will also exhibit the Type HD clip on the track area next to the Lindapter stand. Lindapter’s range of Type HD clips provide a quick way to align and secure low-speed rails, providing a strong, reliable and long-lasting connection. Visit Infrarail stand C41 to pick up your copy of the latest Lindapter catalogue and Lindapter’s rail brochure that includes a list of Network Rail approved products.
Lionweld Group Lionweld Group designs, supplies and installs steel and GRP secondary structures, gratings, handrails and ladders. Sectors include offshore wind, oil and gas and a strong presence in the rail sector. Lionweld Group is CE accredited and BIM Level 2 compliant. With over 100 years’ experience producing forgewelded steel gratings in the UK, Lionweld Kennedy has
F47 the expertise and knowledge to ensure its products are manufactured to the highest standards and in accordance with stringent quality controls. At Infrarail, Lionweld Kennedy will be displaying its latest GRP products that are specified for the rail industry including railway platforms, ballast retention screens, GRP bridge parapet, phenolic products for tunnels and various flooring and handrail products.
Geosynthetic structures Innovative new abutments and concrete reinforcement for temporary bridging H36
Low & Bonar Low & Bonar, as a pioneer producer of geosynthetics, will bring a wide range of products for civil engineering to Infrarail. Within the rail segment, the applications supported by its Enka Solutions branded products include retaining structures, drainage, separation, erosion control, ballast and sub-ballast reinforcement and trackbed motion to provide a
more robust infrastructure and help reduce maintenance. The Adfil brand stands for over three decades of experience in concrete reinforcement. Applied to replace conventional steel reinforcement, macrosynthetic fibres deliver major gains in the construction of slab tracks. Advantages include easier and faster construction, low electrical conductivity, as well as outstanding long-term durability. For both Enka Solutions geosynthetics as well as Adfil concrete reinforcement fibres, free design support is available. The team is looking forward to meeting visitors to booth H36 to discuss how they can benefit with their next rail project.
Rail Engineer | Issue 162 | April 2018
Mabey Mabey will be showcasing an extensive range of site monitoring solutions, alongside temporary and permanent bridging. An industry-leading range of monitoring solutions provides vital, real-time information about structural change and environmental impact. A new all-modular, all-steel bridge and abutment solution from Mabey combines the company’s best-selling modular steel bridge, the Compact 200™, with Bolt-A-Bin®, an innovative modular steel abutment system. The solution substantially reduces project costs on materials, installation and overall programme delivery, and is transforming the world of
D19 modular bridging. This new development adds to Mabey’s reputation as preferred supplier of bridging and ‘temporary works’ for the rail sector, helping to deliver infrastructure projects more quickly, safely and efficiently though innovation, sustainable design and collaboration.
INFRARAIL 2018
Modular block retaining walls combine safety with good looks B55
Marshalls CPM Marshalls CPM will have a range of Redi-Rock™ modular block walling on stand B55 at this year’s Infrarail Show. The ‘big block’ precast concrete solution offers both time and cost savings to customers as well as endless design possibilities. It was first used by Dean and Dyball for Network Rail on the Blackboy Tunnel/Exmouth Junction
where a section in a cutting, approximately 20 metres long, required stabilising. Historically, there had been several small slips which had resulted in a timer post and sleeper retaining wall being constructed and this was in the process of collapsing onto the S&T trough route. The Marshalls CPM modular block retaining wall was designed to replace this arrangement. Since this first project, the concrete block system has been used extensively on other Network Rail projects, due to its strength and earth retaining capabilities, keeping both the train and track safe whilst offering a pleasant viewing experience.
Geotechnics brought 'into the light' A15
Minova UK Minova is a global manufacturer of resins, cementitious and mechanical earth control products. With manufacturing plants on five continents and operations in more than 25 countries, Minova is an industry-leading provider of ground support solutions for the underground mining, construction, tunnelling and civil engineering industries. Most civil and structural engineers may be more familiar with the term ‘geotechnics’ as a catch-all for the solutions they provided their sectors. Over the recent years Minova has been quietly working away with specialist geotechnical and tunnelling sub-contractors, and a few main contractors, to fine
tune its offerings for the wider construction industry. 2018 will see the relaunch of the completely overhauled UK-specific Minova web site Minova’s global and European web sites have already been relaunched. Minova sees Infrarail 2018 as a key vehicle to move its solutions into the light with respect to the wider construction industry.
www.Lindapter.com
High Speed Steel Connections For more than 80 years, Lindapter’s steelwork clamps have provided a faster alternative to both drilling or welding, saving contractors’ time and money. 4 High strength steel-to-steel connections 4 Network Rail and CE Mark approvals
Birmingham New Street, UK (Façade)
4 Adjustable on-site for fast alignment 4 Suitable for permanent or temporary use
SBB Station, Switzerland (Signage)
RATP Paris, France (Electrification)
Visit us at Infrarail stand C41 to see the latest products and pick up your copy of the Rail brochure. Rail Engineer | Issue 162 | April 2018
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All-in-one concrete delivery Novel piling hammers and pumping saves money and mast manipulators A46
Mixamate Mixamate provides batching plant standard concrete and screed in a handy mix-on-site service. At Infrarail 2018, Mixamate will be exhibiting its new all-inone Concrete Pumping Truck. The innovative new machine offers the delivery, mixing, and pumping of concrete from a single vehicle, so contractors donâ&#x20AC;&#x2122;t need to hire a separate pump anymore! This greatly
reduces the hassle associated with traditional pumping jobs, as well as the number of vehicles on-site, and provides a level of flexibility perfect for rail jobs, which often happen at short notice. Representatives from Mixamate will be on-hand to provide information and advice about the service, as well as its new All-in-One Screed Pumping Truck which is now also available. Mixamate is increasingly working on projects in the rail sector these days, including a recent job for Hochtief at Highbury & Islington station in London, and can provide advice on how best to provide this form of mix-on-site delivery.
Delivery and lifting of large heavy structures G70
Osprey Heavy Lift Osprey Heavy Lift specialises in the lifting, transportation and installation of heavy and abnormal loads. With a highly skilled workforce and a fleet of specialist equipment including heavy mobile cranes, specialist gantry systems and self-propelled modular trailers (SPMTs), Osprey Heavy Lift provides innovation, experience and smart solutions to help deliver your project safely, on time and within budget. From an abnormal load delivery to a specialist structure
installation, Osprey Heavy Lift provides a total transport solution. Transport and installation services include swept path analysis and route survey reports to assist in the planning stages of a project, and where applicable, Osprey can include independent thirdparty checks of engineering calculations. With a varied fleet of specialist lifting equipment including heavy mobile cranes, hydraulic jacking systems and specialist gantry systems and with in-house engineering capabilities and experienced operatives, Osprey can develop a tailor made lifting solution that compliments site-specific requirements.
Rail Engineer | Issue 162 | April 2018
Movax Movax piling has become the industry standard for rail-related piling, with a product range that includes innovative piling equipment for all conditions. Side-grip (SG) vibratory pile drivers are excavator-mounted, high frequency, vibratorytype pile drivers for handling, pitching, driving and extracting piles in a wide range of site and soil conditions. DH hydraulic impact-type piling hammers are excavatormounted for driving loadbearing piles or assisting in sheet pile driving in even the most difficult soil conditions. Movax manipulators are designed for fast, flexible and efficient handling of masts and poles especially for rail
B31 applications. Based on the patented side-grip technology, the MPM-4000 is designed for superior manoeuvrability, safety and accuracy.
Comprehensive range of electrification equipment Pace Networks Pace Networks will be hosting the Electrification Infrastructure and Power Stand with partners Bonomi, Omnia, Morris Line Engineering (MLE), Rebosio and Ottotecnica. This interactive stand will display a range of products from Pace partners and there will be experts available to talk visitors through their benefits and demonstrate how they work. The stand will have an HS2 section displaying Bonomi and Rebosioâ&#x20AC;&#x2122;s HS2-ready products with experts present to answer any questions visitors may have. These HS2 solutions include insulators, steady arms, droppers, and clamps. Having recently moved into the world of distribution
E18 within rail electrification, Pace Networks now stocks a range of UK electrification and infrastructure products, including cantilevers, droppers, steady arms, and various clamps and brackets. The MLE section of the stand will display several innovative high and medium voltage switching solutions, while Omnia will have a new and innovative cantilever on display and new partner Ottotecnica will be showing its range of voltage detectors and testers.
INFRARAIL 2018
Power for lighting and tools in tunnels Prysmian Group Prysmian Group is world leader in energy and telecom cables and systems, with nearly 140 years’ experience and 21,000 employees in 50 countries. Prysmian UK provides energy and telecom cables, modular power systems and cable accessories certified and approved for use throughout Overground and Underground Rail Networks in UK. Connecta, part of the market-leading Firetuf range,
D37 is one such product. It has been specifically developed to provide lighting and small power applications in tunnel environments such as sockets for transformers for portable tools. In the event of a fire, Connecta maintains the integrity of the circuit even if a local device fails, allowing escape routes further up and down the line to remain illuminated. Manufactured with high-quality injection-moulded zero-halogen and low-smoke (OHLS®) components, Connecta features a moulded female socket and shrouded male plug with an optional integral fuse and coupling nut. It is available in both fire resistant OHLS and Standard OHLS designs.
Help in accessing R&D tax credits A71
R&D Consulting R&D Consulting has, since 2012, helped its clients to access over £15million of Research and Development Tax Credits. This generous but underutilised relief from HMRC is particularly applicable to the rail industry. Infrarail will be the perfect place to educate visitors on the benefits of making R&D claims and to dispel the often-held belief that R&D Tax Relief is only for those wearing white lab coats. Whilst a lot of the larger accountancy firms offer R&D
services to their clients, these are often only targeted at large clients generating big fees, meaning smaller firms are missing out on a tax relief specifically designed for them. This can be because the process of claiming seems too daunting or that firms simply don’t believe that the work they have undertaken would qualify. R&D Consulting’s goal is to make the claims process as simple and easy as possible for its clients.
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Connecting the industry through news and views, awards and events H18
Rail Media Rail Media is proud to be media partner for Infrarail once again. A long and close relationship sees Rail Engineer organising and presenting the keynote and industry presentations in the Seminar Theatre while RailwayPeople. com powers the Recruitment Wall, where exhibitors can advertise their latest jobs for the duration of the show.
Visitors will also be able to speak directly with the editorial teams from RailStaff, Rail Engineer and Global Rail News,
and also meet the organisers of the popular Rail Summits and Roadshows. Two major new events will be promoted at Infrarail for the first time. The Rail Partnership Awards, organised for and in conjunction with Network Rail, will take place in Birmingham in June. A year later, Railworx 2019 – the new outdoor show for the rail contracting industry – will take place alongside the established Plantworx show in Peterborough. Ask at the stand for more details. This year’s RailStaff Awards will bring over 1,000 people to Birmingham in November for the industry’s biggest awards evening. The only rail awards for people not companies, the RailStaff Awards recognises the outstanding work that railway people do in the course of their everyday work. Have you nominated anyone yet?
Laser rail inspection system with 1mm resolution
Railmetrics will be demonstrating automated Laser Rail Inspection System (LRAIL) inspection results from projects in Singapore and the USA at this year’s Infrarail. Most rail inspection sensors in the marketplace today are limited to a single function; they measure a specific parameter such as gauge, or perform a single task, such as imaging. The LRAIL delivers greater return on investment by combining high-resolution rail imaging with 3D scanning in a single pass and automating the inspection process. It captures an impressive 1 mm resolution X and Y 3D profile with a vertical accuracy of 0.1 mm of the rails, ties and ballast area at speeds
up to 60 km/h at 1mm intervals, 120 km/h at 2mm intervals and 180 km/h at 3mm intervals. Automated algorithms analyse 3D profiles to make key measurements such as rail geometry (cant, alignment, curvature, etc) and to detect key defects (rail surface flaws and damaged sleepers).
Interlocking RRAP for improved access Rosehill Rail Rosehill Rail is a leading manufacturer of innovative, engineered rubber rail crossing systems. Approved by rail authorities across the world, its systems have set new standards across a wide variety of rail crossings, including on all types of roads, agricultural and pedestrian crossings, and for track access points. At Infrarail, Rosehill Rail will be showcasing its range of modular rail crossing solutions, including its innovative Interlocking RRAP system. The Interlocking RRAP system has been designed specifically to accommodate irregular sleeper spacing, making it ideal for permanent, semi-permanent and temporary road/rail access
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D51 points. The unique modular design of the system makes it quick and easy to install. Customers using the system are able to install a 10.8 metre road/rail access point in less than 90 minutes, minimising possession times and significantly reducing costs compared to traditional concrete and other modular systems. A heavy-duty solution, the Interlocking RRAP system is ideal for getting RRVs and other heavy machinery onto the track, again and again.
INFRARAIL 2018
Pipe and conduit seals protect against multiple hazards D34
Roxtec Roxtec is building a strong track record in the rail sector offering complete design and engineering services through to installation training and inspection support. Clients are able to standardise with superior solutions to ensure safe, reliable and cost-effective operations.
These solutions make it possible to route multiple cables and conduits of different sizes through each opening in buildings and equipment, as well as having the ability to add cables at a later stage – without making new holes. Founded in Sweden in 1990, Roxtec is today active in more than 80 geographical markets. Its pipe and conduit seals are used in many applications: traction power, signalling and rail control, communications, tunnels, bridges, stations and rail yards. They have been tested and approved by London Underground to protect assets against fire, smoke, water damage, rodents, gas, vibration, humidity, dust and EMI.
New service for talent acquisition K36
Rullion Rullion is excited to be attending this year’s Infrarail show and will be sharing details of its range of services available for both talent within the rail industry and organisations looking for support or advice on their recruitment strategy. A forward-thinking recruitment company, Rullion specialises in providing a wide range of talent consultancy services to a diverse client base. On its stand, the
company will be showcasing its offerings including the newest service, Attract, which uses data and insight to equip organisations with the tools and advice needed to meet their talent acquisition goals. Clients include TfL, Crossrail and a number of contractors involved in HS2. Experts will be on hand to provide advice on a career in rail, or to answer any queries visitors may have on its recruitment services.
Technical Excellence Whatever your rail crossing challenges, we’ll work with you to overcome them. Our team has built an unrivalled depth of knowledge and experience enabling us to provide solutions that are engineered to meet specific site and ground conditions, track use, variations in track gauge, fastener type, rail type and sleeper design. Rosehill Rail – Setting New Standards For more information, or to enquire about training, please call the Rosehill Rail sales team on +44 (0)1422 317 473, or email info@rosehillrail.com
1 - 3 May 2018 - Stand D51 ExCel, London - UK
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Long-span elevated troughing system E31
Scott Parnell Scott Parnell has taken the initiative to embrace products that provide both commercial and on-site benefits and that has started with the ArcoSystem elevated trough. The company is the sole supplier in the UK of this innovative product that is the only elevated GRP trough approved by Network Rail to span six metres between fixings.
Synthetic wood sleepers for bridges and turnouts
This has been proven time and time again to provide huge monetary savings on both installation time and labour costs. It is a further example of the different ways Scott Parnell drives market growth. Also showcased will be the brand-new smaller Size Zero Range for Fibre and Telecom Cables. There are more new products to be launched at Infrarail this year including a walkway system that will integrate directly with the ArcoSystem and a GRP Palisade fence system that will provide answers to the questions raised about the current offering regarding resistance to vandalism and strength.
New tCat workstation for OLE (OCL) systems K46
Telice Telice has, since 1973, installed and maintained rail electrification, signalling and communication systems for the rail industry. It has also provided a varied portfolio of technical products and solutions, such as Overhead Contact Line (OCL) measurement trolleys, local and remote control of OCL disconnectors and electrical point heaters. In its native Spain, Telice is a prime contractor for conventional and high-speed electrification projects, covering
the entire project lifecycle, from design, to procurement, installation, testing and maintenance. This extensive experience in the area of catenary and contact line solutions has led to the development of the tCat® workstation, made to facilitate and speed up the design, installation and maintenance phases of OCL equipment. The tCat is an easily operable and lightweight device that uses LiDAR, amongst other advanced technologies. The latest version of tCat will be on show at Infrarail to infrastructure owners and those responsible for overhead lines on tram, light rail and conventional railways.
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Sekisui Chemical Sekisui Chemical is a leading developer and manufacturer of railway sleepers manufactured from FFU (fibre-reinforced foamed urethane) synthetic wood. First developed in 1978, some 2,300,000 synthetic wood sleepers have now been used on 1,400km of track, mainly on open-deck ridges and for S&C. Following its use in Japan since 1980, FFU was first used in Europe by the Vienna public transport system Wiener Linien on the Wienfluß Bridge project in 2004. In the UK, the first trial took place in Ashford in 2014, followed by others in Faversham and Rochester in 2015 and 2016. The final bridge sleeper
B51 certification of FFU synthetic wood sleepers with a height of ≥12cm was given by Network Rail in December 2017 London Underground’s first installation was in 2016 and FFU since received full acceptance by LUL. In 2017, Iarnród Éireann installed its first bridge in Limerick with FFU technology. FFU has the life expectancy of high quality plastic and the weight of natural wood.
Geosynthetics for trackbed construction Terram Terram Geosynthetics is a brand of Berry Global, providing a unique range of nonwoven fabrics and value-engineered solutions. For over 40 years, it has been the leading name to consistently deliver innovative and cost-effective geosynthetic solutions for the rail industry. A geosynthetic provides one or more of four functions when used in track-bed construction: separation to maintain the integrity of adjacent soil types and prevent intermixing, filtration to prevent leaching of soil particles, drainage to allow the free passage of water and reinforcement to provide additional strength. The range includes innovative geosynthetic solutions for
E03 permanent way applications where loss of rail track alignment caused by subgrade erosion leads to costly maintenance and the complication caused by having to plan and temporarily close the track for its renewal. Specific applications include extending track-bed life using geosynthetics, preventing clay pumping, preventing sub-grade erosion, supporting ballast over weak subgrades, earth reinforcement for embankments and controlling erosion on railway slopes.
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EFFICIENT, MODERN, SAFE RAIL SOLUTIONS Rail professionals must build, maintain and optimise rail networks to ensure the safety and timely delivery of passengers and goods. To overcome the challenges of ageing infrastructure, increasing global populations, and mass influx to urban centres, professionals around the world turn to Hexagonâ&#x20AC;&#x2122;s rail solutions to capture, measure, analyse, visualise and manage their rail networks. Visit Hexagon at INFRARAIL, Booth C30, 1-3 May to discover how you can create your own rail digital reality to make your rail network more efficient and modern and safer. hexagongeosystems.com
Š2018 Hexagon AB and/or its subsidiaries and affiliates. All rights reserved.
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Condition-based supply chain G30
Unipart Rail Unipart Rail has developed the concept of an integrated condition-based supply chain as the seamless management of real-time data and information, combined with multiple data sources relating to the asset, to deliver increased operational efficiencies and maintenance savings. This concept is a natural development for Unipart Rail as it brings together several existing and emerging technologies and capabilities into a complete digital ecosystem. To power the system, it needs data that is collected and combined from multiple sources. Condition Based Monitoring (CBM) sensors are one source of data but other useful information can be used to help monitor and predict the need for replacement parts. CBM data can be combined with historical demand
New Combined Route Indicators save space and money
patterns, defect, warranty and repairable reports and vehicle maintenance schedules to make the ecosystem work to deliver increased benefits. The recent acquisition of Instrumentel, which has driven innovation in providing electronic sensors for exacting environments such as Formula 1 engines and nuclear power plants, has given Unipart Rail an excellent capability to monitor asset condition and provide actionable information to clients as well as complimentary supply chain systems. Instrumentel provides the full suite of sensor technologies, diagnostic hubs, data centre and user portals to view and access the outputs of the data. These tools are being used across the portfolio of Unipart Railâ&#x20AC;&#x2122;s information systems to provide a unified visual interface to access the performance data that is available to clients.
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Variable Message Signs Variable Message Signs (VMS) will be displaying a range of lightweight LED Rail Signals. Of particular interest this year will be two new products; a Compact Colour Light Signal and a Combined Route Indicator. The compact CLS uses the same electronics and light engine as existing VMS MkII signals, so it can be configured as medium or long range, narrow or wide beam as required by the application. The new enclosure design minimises the space envelope occupied by the signal, making it suitable for applications where physical restrictions prevent installation of the standard signal. In addition to simply reducing the overall size of the signal, the enclosure has been redesigned to allow lineside replacement of individual modules. This is something VMS will be demonstrating on its stand as
E30 well as explaining the full range of features offered by their innovative LED signals. The existing VMS Standard and Miniature Route Indicators are designed with a fully populated array of LEDs that can be configured at the point of manufacture using a programmable logic array. This provides an extremely high level of flexibility in the alphanumeric indicators as almost any combination of LEDs in the array can be illuminated. VMS has developed an interesting application for these signals, a new concept called CARI, Combined Route Indicator. In this configuration, up to 20 combinations of SARI or MARI aspects can be selected and displayed on the same unit. This eliminates the need for two separate indicators, saving both space and costs for locations where two separate signals cannot be accommodated.
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INFRARAIL 2018
Infrarail 2018 ExCeL London, UK, Hall Entrance S4/S5 1 - 3 May 2018 www.infrarail.com/2018 infrarail@mackbrooks.co.uk
Opening times: Tuesday 1 May 10:00 - 17:00 Wednesday 2 May 10:00 - 17:00 Thursday 3 May 10:00 - 16:00
STAIR 27
Venue: Dates: Show website: Contact:
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INFRARAIL 2018 A-Plant Rail E11 AATi Rail D50 ABG Geosynthetics C67 Acal BFi (UK) E56 Access Design & Engineering F47 Advanced Resource Managers (ARM) H30 AEG Power Solutions C16 AEI Cables F36 Ambersil (CRC UK) A31 Anamet Europe G46 Anderton Concrete Products C61 Aqua Fabrications F31 ArcelorMittal Europe F15 Barrett Steel Tubes F17 Bigorre Ingénierie F71 Blok N Mesh UK F60 BMT A74 Bott B61 British Steel C45 Cable Services Group K18 Ceequal E71 Cembre E51 Chauvin Arnoux UK G64 City Electrical Factors K02 Clarity Visual Management H45 Cleshar B30 CMP Products F55 Coaching for Change G20 Concrete Canvas B54 CUBIS Systems B18 Dantherm Group H57 Diamond Point International (Europe) B02 Dieselec Thistle Generators F64 Direct Track Solutions F30 dormakaba A55 Dura Composites C70 DW Windsor D70 edilon)(sedra Group B15 Ellis Patents H50 Emerson Crane Hire G16 Emtelle H10 Erlau G57 ETAP K34 European Springs & Pressings C54 Flamefast (UK) H37 Fleda Trading A14 Flexicon G51 Freyssinet E75 Fugro A19 GAP Hire Solutions F54 Garic B67 GB Sign Solutions H17 Gem Cable Solutions A60 Gentex Europe G17 Geo Kingsbury Machine Tools H15 Geobrugg A35 Goldwing Cable D40 Goliath Footwear A54 Gramm Barrier Systems H19 GrayBar G40 Gumflex F02 Had -Fab F03
Hammond ECS F51 Harris Geospatial Solutions C64 Harsco Rail H34 HellermannTyton C60 Henry Williams G31 Hexagon C30 High Motive F41 High Speed Two (HS2) F19 Hilti H41 Hodge Clemco K16 Holmatro A18 Hurley Palmer Flatt K10 Hydro C66 Hytorc Unex C65 iLECSYS Rail D66 iLine Technologies/ Channeline International G61 Industrial Communication Products A64 Infrarail Recruitment Wall F66 Instarmac Group plc A37 Institution of Engineering & Technology (The IET) A70 Interclamp C37 International Railway Journal - IRJ C05 Ixthus Instrumentation A50 Jafco Tools C11 Kee Systems C10 Keyline Civils & Drainage E70 KM&T D57 Land Sheriffs H31 Lindapter International C41 LINSINGER Maschinenbau E10 Lockinex (UK) F11 Low & Bonar Hull H36 Mabey D19 Maccaferri E67 Marshalls CPM B55 Megger H61 Midlands Engine Rail / Warwickshire County Council H60 Minova UK A15 Mixamate A46 Modern Railways Magazine C19 Movax B31 MPI C51 MRL Eye F37 Murphy Surveys A34 National College for High Speed Rail H55 Nightstick B17 Nord-Lock Group A40 Oilaway A36 Oldham Engineering G18 Omicron Electronics UK E36 Osprey Heavy Lift G70 Pace Networks E18 Panasonic Toughbook D16 Panduit Europe G37 Passcomm B50 PcP Gratings B11 Permanent Way Institution C20 Platipus Anchors F63 Portwest Clothing K30
Prysmian Group D37 PULSAR ® A11 R&M Electrical Group C55 Rail Alliance D61 Rail Baltica C15 Rail Delivery Group K54 Rail Industry Supplier Qualification Scheme G11 Rail Media H18 Rail Professional B35 Rail Supply Group K56 Rail Technology Magazine E37 Railmetrics G02 Railway Gazette International C02 Railway Industry Association C07 Research & Development Consulting A71 Rexel UK G60 Rittal D11 Rosehill Rail D51 Roxtec D34 Rullion K36 Santon Switchgear A30 Schweizer Electronic H11 Schwihag G36 Scott Parnell E31 SEKISUI Chemical B51 SelectraVision A66 Selkent Fastenings B21 Shay Murtagh Precast H47 Signature Aromas K40 Silver Fox E74 Snap-on Industrial G50 Socomec - Innovative Power Solutions D31 Sperry Rail International B36 Supertouch K44 TELE-FONIKA Kable G54 Telice K46 Terram E03 The CPD Certification Service F65 Traka ASSA ABLOY B37 Tratos F50 Ultra Electronics PMES G55 Unipart Rail G30 Variable Message Signs E30 Viper Innovations D18 Visul Systems B70 Vp plc TPA Rapid Rail Access (RRA) B03 WAGO D54 Wedge Group Galvanizing H44 Xrail Group C31 York EMC Services - Eurofins York H51 ZEP UK H56
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WWW.RAILROADSHOW.COM NO BETTER TIME Never has it been a better time to be in the rail sector. There is a vast opportunity for suppliers to secure new contracts across both the existing network as well as within new large-scale infrastructure projects.
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RAIL PARTNERSHIP AWARDS www.railpartnershipawards.com
NETWORK RAIL TODAY PARTNERSHIP ENTER THE AWARDS
201 2018 2017
AWARD CATEGORIES BELOW – DEADLINE FOR ENTRIES: FRIDAY 6 APRIL 2018
Best Collaboration
Community Engagement
Putting Passengers First
Best Large Project of 2017
Diversity and Inclusion
Safety
Best Medium Project of 2017
Driving Efficiencies
SME of the Year
Best Small Project of 2017
Investing in People
Sustainable Excellence
Best Use of Technology
Preserving the History of the Railway
Supplier of the Year
THURSDAY 7 JUNE 2018 – THE VOX BIRMINGHAM
AW