Rail Engineer - Issue 151 - May 2017

Engineer

by rail engineers for rail engineers

MAY 2017 - ISSUE 151

UK Digital Strategy

A POSSIBLE WAY FORWARD

RAILTEX PREVIEW

BIGGER AND BETTER

Plans for a hybrid solution could make the adoption of ERTMS Level 3 that much easier.

Rail Engineer’s 54-page preview to the UK’s most important rail industry show of the year makes essential reading.

The Railway Industry Association Innovation Conference gets bigger every year as the topic increases in importance.

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Rail Engineer • May 2017

Great Western Route Modernisation

Rikkert Wienia describes how the route was surveyed using Fugro on-train scanners.

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Contents News Brunel, Blackpool trams, Shakespeare Beach.

UK digital strategy Paul Darlington investigates the government’s Digital Strategy paper.

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ERTMS Level 3 – a possible way forward 16 Clive Kessell considers the advantages of a hybrid version of ERTMS Level 3.

RoadRail Cranes

Trouble-shooting failed electronics Chris Leek reveals how Charcroft tackles failed and obsolete components.

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Reducing Access Time – Train Cab Simulator Systems Malcolm Dobell enjoys taking Sydac’s latest products for a test drive.

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Innovation conference gets bigger and better 30 David Shirres recycles an old title to reports on RIA’s latest industry gathering.

Good vibrations 34 Stuart Marsh sings the praises of Track IQ’s RailBAM acoustic monitoring system.

40 Trains that fit - the gauging dilemma

Trains must run in tunnels and past platforms, leaving the minimum space possible

All under control 38 Grahame Taylor investigates what happened when the alarm went off at 6pm.

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French rail industry meets at SIFER

Improving Glasgow’s Subway tunnels 44 Tarmac Pozament and Freyssinet worked together to renovate old tunnel linings.

Railtex – the preview The start of a bumper 54-page preview of Railtex.

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Seminars All the details of the seminar programme hosted by Rail Engineer.

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Also at Railtex 78 A look at the Knowledge Hub, The Platform, On-Track displays and networking.

What to see at Railtex New products, innovative technology, novel solutions and clever ideas.

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Floorplan and exhibitor list 110 Find your way around Railtex with a list of every exhibitor and a good map.

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See more at www.railengineer.uk

We’re looking to highlight the latest projects and innovations in

Stations

Surveying & BIM/Asset Management

in the July issue of Rail Engineer.

Got a fantastic innovation? Working on a great project? Call Nigel on 01530 816 445 NOW!

For more information scan here to visit Network Rail’s Safety Central Website.

Rail Engineer • May 2017

The times they are a' changing

Editor David Shirres david.shirres@railengineer.uk

Production Editor Nigel Wordsworth nigel.wordsworth@railengineer.uk

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The words of Bob Dylan’s classic song have never been more true. Global management consultant McKinsey & Company considers that technical change is “happening 10 times faster and 300 times the scale, or roughly 3,000 times the impact of the industrial revolution”. To remain competitive, and increase its exports, the rail industry must keep up. Yet, with its necessarily complex system and commercial interfaces, rail lags behind the aerospace and automotive sectors.

This much is apparent from our report on the Railway Industry Association’s recent innovation conference, which highlights many useful innovations and promising developments such as the UK Rail Research and Innovation Network. The event made it clear that technology is only one aspect of successful innovation, which also requires long-term output-based contracts, continuity of investment, keeping successful teams together and effective industry collaboration.

RIA’s innovation event offered an insight into innovations outside the industry and how these might affect rail usage. Whilst the future impact of self-driving cars is still unclear, it seems that smartphone apps, such as Mobility As A Service, make public transport more attractive.

The digital revolution that provides such information on tap has its own capacity challenge as internet traffic doubles every two years. In his feature on the government’s recently published digital strategy, Paul Darlington considers how the nation’s digital infrastructure must be enhanced to provide businesses with the required connectivity whilst protecting their data from hackers. He also explains the importance of this strategy for the rail industry.

The holy grail of moving block digital signalling offered

by ERTMS Level 3 is being thwarted by the problem of proving, to the required safety integrity level, that a freight train has not split. Clive Kessell explains this problem and describes a solution that retains track detection.

Identifying a split freight train was not a problem when one recently derailed at East Somerset junction and was stopped by its automatic brake application as the brake pipe parted. In a rare venture into the world of operations, Grahame Taylor explains how the resultant recovery of the train service was managed. Just like engineering work, this requires good planning, except in this case the plan had to be produced in a matter of hours.

Stuart Marsh brings another 60s song to mind in his ‘Good Vibrations’ article. This explains how wheel bearing life is being extended, and any early onset of failure identified, by trackside detectors that acquire the acoustic signature of each passing wheel bearing. This has undoubted safety and cost benefits, yet its uptake in the UK has been slow. Stuart explains why, and highlights some barriers to UK rail innovation.

The use of train-borne sensors to gather infrastructure data is the other side of the coin. An article by Rikkert Wienia describes how equipment mounted on conventional trains has provided useful survey and

DAVID SHIRRES

gauging information over 2,000 route miles.

Gauging engineers use such data to ensure that trains can be as big as possible on Britain’s restricted mainline loading gauge and London Underground’s even smaller one. In his article explaining how this is done, Malcolm Dobell describes how probabilistic mathematical techniques are being used to develop a go-anywhere train.

Even smaller than London Underground’s tunnels are those of the Glasgow Subway, which have been subject to a £19 million repair programme that required some 2,600 tonnes of grout. Of this, 1,000 tonnes were used during the month the Subway was closed. Presenting significant logistical problems, as described in our article.

Back to Malcolm, who clearly enjoyed researching his feature on the latest train simulators. This includes the use of GCI to provide a highly variable realistic environment. He also describes some of their not-soobvious benefits and explains why they are an essential part of the current GWR driver-training programme for the introduction of IEP and new Crossrail trains.

Railtex takes up much of this magazine, but first a word from our European correspondent, Lesley Brown, who was recently in Lille to visit its French equivalent, the Salon international de l’industrie ferroviaire, which, with over four hundred stands, is about the same size. Its parallel conference, organised by the French Rail Industry Federation, considered the impact of globalisation on the rail market. Its members were urged to step out of their comfort zone to compete and to collaborate to develop innovations. No doubt speakers at Railtex will offer similar views.

Will you be one of the estimated 10,000 who will be at Railtex? With 470 exhibitors, keynote speakers, presentations from exhibitors in Rail Engineer’s own Seminar Theatre, project updates and panel discussions in the Knowledge Hub, and opportunities to catch up with others, there will be much to do. To make the best of your visit, read Nigel Wordsworth’s description of what’s on offer.

Our writers are looking forward to Railtex. When they are not touring the show, they will be at the Rail Media stand, alongside those from RailStaff and Global Rail News. Do come to say hello.

If you have a story for us, let them know, especially if it concerns an innovation such as those we have been glad to feature this month.

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Rail Engineer • May 2017

Light at the end of the tunnel

NEWS

Did Brunel design a tunnel to celebrate his birthday?

One of the more intriguing myths that surround Isambard Kingdom Brunel is that he aligned Box tunnel, on the Great Western main line, so that the rising sun would shine directly through from one end to the other on his birthday every year - 9 April.

So this year, on his 211th birthday, a team of Great Western Railway (GWR) engineers went into the tunnel to check out the idea. The myth had been checked out in theory in the past, and those doing so found that it might

indeed be true. It just had to be checked on the ground.

The astonishing result was that it was almost true. The tunnel did in fact line up with the rising sun, but the light didn’t quite penetrate its full two-mile length.

“The alignment of the sun directly between the tracks makes it difficult to imagine it wasn’t engineered’” said GWR commercial development director Matthew Golton. “Given that the sun rises in a slightly different spot

from the east each day, it’s hard to predict the days with pinpoint accuracy.

“That said, Brunel might have calculated it right – when building the tunnel his calculations were so accurate that, when the two ends joined up, it was only 5cm out – but he may not have taken into account leap years and so the sun effect has moved away from the actual day of his birthday.”

Whatever the truth of it, it makes a stunning photo.

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Rail Engineer • May 2017

Trams for Blackpool North

NEWS

Proposal published to connect the North Pier with Blackpool North Station After the upgrade of the Blackpool to Fleetwood Tramway was successfully completed, a proposal was published to connect the North Pier with Blackpool North station.

It’s not the first time the two have had a tram connection. A connection from North Pier to Blackpool North station and then Layton opened in 1902 but closed in October 1936.

The new extension will trace the route of the former line as far as Blackpool North station, which will become a terminus for the tram. There are no current plans to reach Layton this time.

The tender notice for the new extension was published in March 2017 and calls for a 550 metre extension with one intermediate station, at Talbot Square. Plans are for the £21 million project to be

Bathers back on the beach Access restored to Shakespeare beach Following a massive storm on Boxing Day 2015 that destroyed the railway, Network Rail rebuilt the line and sea wall that runs along the bottom of Shakespeare Cliff in Kent last summer, reopening the line between Dover and Folkestone on 5 September 2016 (three months early!).

However, the shingle beach, which is also owned by Network Rail, remained closed as there was no way to access it.

Now, however, a new footbridge has been completed and the bridge reopened. This is particularly interesting to cross-channel swimmers, as Shakespeare Beach has traditionally been the departure point.

A varied group of long-distance swimmers, Network Rail executives, dog walkers and the local MP gathered at Shakespeare Beach to mark its reopening.

Michael Read, who is president of the Channel Swimming Association and has

swum the Channel 33 times, said: “I’m delighted that the beach is back because it was always the traditional starting point for swims and Channel swimmers have such an affection for it. Over the years we have also been able to use Samphire Hoe and now the pilots can choose a beach depending on the tides and how they will affect the swimmer.

“The feeling of completing a crossing and walking back on dry land is the most wonderful feeling in the world.”

approved by the end of 2017 with construction starting in 2018 and services running by April 2019.

Interestingly, the new tramway will (nearly) connect Blackpool’s two main railway stations.

Blackpool South is a seven-minute walk from Waterloo Road tram stop, from where trams will connect to Blackpool North.

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Rail Engineer • May 2017

UK Digital

Strategy

PAUL DARLINGTON

R

egular readers of Rail Engineer will now be familiar with the digital rail strategy, but how does this fit with the wider digital strategy for the UK? The recent publication of the government’s Digital Strategy paper provided an opportunity to learn why and how digital technology should be used in industry and society, together with the government’s commitment to the digital rail strategy.

By 2020, the volume of global internet traffic is expected to be 95 times that of 2005, and connected devices will outnumber the global population by nearly seven to one. In the UK, fixed Internet traffic is set to double every two years, while mobile data traffic is set to increase by between 25 and 42 per cent per year.

The UK’s digital infrastructure must be able to support the increase in traffic, providing coverage with sufficient capacity so that data can flow to meet the requirements of modern life. Data transmission will be treated as the fourth utility, with industry and society benefiting from the improved connectivity.

This will increase innovation and productivity across the economy, bringing significant economic rewards.

Independent research suggests increased data speeds alone could add £17 billion to UK output by 2024. In a CBI survey, 81 per cent of companies said that they see more reliable mobile connectivity as essential to their business.

Over 80 per cent of small medium enterprises now have access to broadband download speeds of at least 30 megabits per second (Mbps), up from 68per cent coverage a year ago, but more needs to be done. Business connectivity continues to lag residential connectivity, whilst eight per cent of small businesses, mainly in rural locations, do not have access to broadband speeds of 10Mbps or above.

Digitisation challenge Each business has its own specific digital needs, but there are four core digital activities that most businesses need to do to remain competitive: »» Maintain a web presence to communicate to customers, stakeholders and suppliers; »» Use the cloud - for example business continuity, collaborative working; »» Digitise back-office functions such as payroll, logistics and asset data; »» Sell online - where appropriate to the type of business.

Many businesses are still a long way off adopting these digital processes as a core part of their operations and the UK is lagging behind competitors such as France and Germany.

Rail Engineer • May 2017 Fibre roll-out In December 2016, government issued a Call for Evidence on full fibre roll-out and will shortly publish its findings, but the Digital Strategy indicates that publicly owned or funded networks, such as the Network Rail Fixed Telecoms Network (FTN), offer the potential to increase fibre connectivity. These will be investigated to see how these fibre networks can be opened up to provide vital ‘backhaul’ infrastructure, which could help to increase business and residential connectivity in hard-to-reach areas.

A new Business Connectivity Forum, chaired by the Department for Culture, Media and Sport, will bring together business organisations, local authorities and communications providers to develop specific solutions to the issues faced by businesses in accessing fast, affordable, reliable broadband.

The spring budget confirmed that commercial options for improving broadband coverage on roads and rail would be developed. In some parts of the country, in remote rural areas, the railway telecoms copper cables have, in the past, been used to provide public telephone service to premises adjacent to the railway. Such connections were outside any formal regulatory, commercial or license arrangements, and were probably arranged locally and pragmatically by engineers who knew that technically and logistically it was the right thing to do.

Now there is a railway fibre network with spare capacity in these areas, it appears that there may be the opportunity to regularise and expand such connections for the benefit of communities. It is hoped that this does not result in the sale of the Network Rail Telecom (NRT)

network, as this is vital for digital rail. Rail privatisation resulted in the break up and over-commercialisation of the BR telecoms network, and it has taken over 15 years and a multi-million pound investment to recreate a modern telecoms network ready for digital rail.

Included in the spring 2017 budget was £200 million to fund a programme of local projects to test ways to accelerate market delivery of new full-fibre broadband networks. These will include bringing together local public sector customers to create enough broadband demand in order to reduce the financial risk of building new networks.

Full-fibre broadband connection vouchers for businesses were also confirmed, to increase the take-up of services where new networks are built.

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Rail Engineer • May 2017

In addition, funding will be provided to directly connect public sector buildings, such as schools and hospitals, which is intended to provide fibre closer to more homes and businesses. Opening up existing ducts and other public sector assets will also allow new fibre to be laid more cheaply.

A new National 5G Innovation Network was announced that would trial and demonstrate 5G applications. The first phase will invest up to £16 million in a 5G facility with the technology to run the trials. Telecommunications regulator Ofcom has been tasked to ensure that the UK has a regulatory environment ready for 5G.

Transport Users of the UK’s train networks expect good connectivity on the move. Wi-Fi is being rolled out on trains across the UK, and it is forecast that, by the end of 2018, 90 per cent of passenger journeys on Department for Transport-franchised lines will benefit from Wi-Fi. In new rail franchises, train operators will be required to tackle ‘not-spots’ on their routes and deliver high-speed connectivity to ensure Wi-Fi is fast and reliable across routes serving the majority of their passengers, who will then be able to send emails, browse the web and social media, and make calls using ‘Wi-Fi calling’.

Most main lines are already covered by 3G/4G LTE provided by Mobile Network Operators (MNO). Train operators need to provide each train with an efficient

Mobile Communications Gateway with Local Area Network (MCG-LAN) in order to connect MNO services to Wi-Fi access points throughout the train. RSSB RIS0700-CCS - Rail Industry Standard for Internet Access on Trains for Customer and Operational Railway Purposes provides requirements and guidance for train operators in order to meet their franchise commitments.

It is a pity that the Digital Strategy did not include MNOs improving coverage on rail routes, however where an MNO ‘not-spot’ is identified, connectivity could be improved by deploying fixed Wi-Fi points. These can be located at stations, on electrification gantries, or on GSM-R masts. With a station located every 14km on average, this may be a relatively cheap way of improving rail broadband connectivity. Such installations need to be carefully deployed in order not to interfere with operational infrastructure and this is something Network Rail and train operators could possibly develop and implement together at local level, so long as they involve competent engineers within NRT. The Digital Strategy also announced plans for investment in Wi-Fi networks in public buildings including museums, schools, hospitals, universities and offices in city centres, so rail is therefore not alone in investing in Wi-Fi. Ofcom recently announced more spectrum for Wi-Fi and plans to consult further.

Mobile coverage on UK motorways is high, with 97 per cent receiving voice coverage from all MNOs. But significant improvements are needed to ensure there is a reliable connection across other major roads, not only so that travellers can make a call while on the move or in an emergency, but also as a means of enabling applications from real-time traffic alerts to emerging technologies such as connected and autonomous vehicles and smart motorways.

The Emergency Services Mobile Communication Programme is seen as an important part of this process.

Opening up this infrastructure for commercial use, as far as possible, may extend coverage across the UK, including improving commercial coverage on roads.

Rail Engineer • May 2017 At the 2016 Autumn Statement, the government committed an additional £450 million to roll out digital signalling technologies on key routes on the UK rail network. The introduction of digital technologies, such as in-cab signalling and intelligent traffic management systems, will become increasingly important to deliver much needed capacity and improve connectivity. For the rail passenger, real-time management of traffic will reduce disruptions and enable services to respond to peak times of demand.

Public and private investment in digital signalling over the next 10 years will aim to strengthen UK leadership in a growing market, worth over £30 billion globally by 2020. By 2019, nearly 200 trains with digital signalling will run on Thameslink and Crossrail. Industry leaders will be used to advise the Secretary of State for Transport and to introduce best practices from other industries that have successfully delivered similar digital transformation.

Smart ticketing By the end of 2018, government wants every passenger to have the choice of travelling on trains with a smart ticket. Digital tickets and payment through smartcards, mobile phones and contactless will offer customers more convenience and flexibility in how they buy and use tickets.

Smart ticketing can also help to provide better passenger information, for example during disruption, and automatic passenger compensation when trains do not run on time.

Prior to the further roll out of smart ticketing, digital technology will help to make passengers aware of their right to claim compensation. The rail industry will be encouraged to develop and deliver modernised ticketing by the setting of challenging requirements for bidders in future franchising competitions. A further £80 million was allocated in the 2016 Autumn Statement to accelerate the rollout of smart ticketing, including season tickets for commuters in the UK’s major cities, and £150 million has been committed for multi-modal smart ticketing to be rolled out across the North of England.

Improved real-time information will help passengers make better decisions about their journeys. Opening-up data will spur innovation and help create apps, products and services. Rail industry data will be made more open and of better quality in areas including reservations, reliability, planned disruptions, routing guides, and GPS train locations. This will enable the development of apps and services that will improve the customer experience, increase accountability and produce innovative solutions to problems the rail industry faces.

Digital for society The strategy reinforces the commitment, across government and the public sector, to harness the potential of digital to radically improve the efficiency of public services. This will enable organisations to provide a better service to users, and at a lower cost.

In education, for example, the government will address the barriers faced by schools in regions not connected to appropriate digital infrastructure. The strategy confirms investment in the Network of Teaching Excellence in Computer Science to help teachers and school leaders build their knowledge and understanding of technology.

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Rail Engineer • May 2017

Police officers will be able to use biometric applications to match fingerprint and DNA from scenes of crime and return results, including records.

Data is a global commodity and businesses must continue to compete and communicate effectively around the world. To maintain the UK position at the forefront of the data revolution, government will implement the General Data Protection Regulation by May 2018. This will ensure a shared and higher standard of protection for consumers and their data.

Cyber security Not surprisingly, cyber security forms a part of the Digital Strategy. Making the UK the safest place in the world to live and work online is a priority, and a safe and secure cyberspace is an essential requirement for an inclusive, prosperous digital economy. This will give people the confidence to be part of the digital world, as well as giving the UK a significant competitive advantage.

To secure technology, data and networks from the many threats they face, and to keep our businesses, citizens and public services protected, government will require the National Cyber Security Centre to provide a single point of contact for companies requiring cyber security, particularly those that form part of the critical national infrastructure.

A new approach of Active Cyber Defence will be introduced, using the skills, knowledge and technical expertise of the Government Communications Headquarters (GCHQ) working with the country’s ISPs (internet service providers) to provide a new level of protection for British cyberspace. To ensure that the UK has a pipeline of cyber skills that meets its current and future needs, a new national after-school programme for the most talented students, cyber as well as apprenticeships, and adult retraining will be introduced.

It is recognised that creating a safe and secure cyberspace for children requires some particular actions. So, to stop children’s exposure to harmful sexualised content online, companies will be supported to roll-out family-friendly filters to all broadband customers and to introduce age verification controls for access to online pornographic material provided on a commercial basis in the UK.

Digital benefits The benefits of digital are widespread. Digital transformation can make every business in every sector more productive. A recent survey of 1,000 UK-based businesses found digital capabilities helped boost revenues by 4.4 per cent and reduce costs by 4.3 per cent.

Small and medium-sized enterprises (SMEs) with a strong web presence grow, on average, more than twice as quickly as those with minimal or no presence, export twice as much, and create twice as many jobs.

While UK companies have similar levels of internet access and web presence as those in other European countries, they are less likely to digitise their back-office functions than their peers in other countries. Fewer than 20 per cent of UK enterprises use software to share information across the organisation, compared to 40 per cent in France and more than 55 per cent in Germany, while only 22 per cent of SMEs in the UK use any form of e-commerce, so we need to up our game.

From marginal changes such as a restaurant adopting online bookings, to wholesale business transformation, the ambition is for all UK companies to be able to realise the efficiency gains offered by adopting digital ways of working.

If successful, this could play a crucial role in closing the UK’s productivity gap with the best of other countries.

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Rail Engineer • May 2017

ERTMS Level 3 A Possible Way Forward CLIVE KESSELL

T

he global debate on the merits and problems associated with ERTMS continues unabated.

Good progress has been made in recent times with the signing in Autumn 2016 of the Memorandum of Understanding concerning the co-operation for the deployment of the European Rail Traffic Management System. This will ensure the regulatory and design authorities work together and that the latest version of the specification is confirmed as the standard with no deviation from this for new ERTMS projects.

It has taken around 20 years to reach this stage, which says much for the diversity of signalling principles and operating rules across the EU member states and other adjacent countries, and the ensuing difficulty in reaching agreement.

There are many parties involved in this: the European Commission, the European Union Agency for Railways (formerly the European Railway Agency - ERA) and the European Rail Sector Association are the three main ones but the latter comprises the CER, EIM, ERFA, ERTMS Users Group, GSM-R Industry Group, UIC, UNIFE and UNISIG. One can only hazard a guess at the

number of meetings and the time expended to arrive at a consensus. Nonetheless, an objective has been achieved in that the standards for ERTMS Level 2 are effectively set in stone.

However, it is not the end of the road as, whilst ERTMS Level 2 brings considerable benefit for interoperability and some capacity gains, it was always envisaged that Level 3 would be the ultimate goal as this offers significant cost savings for infrastructure equipment. Predictions in the mid-1990s that the technology would soon be available proved to be a pipe dream.

So what is ERTMS Level 3 all about and why has it proved so difficult to achieve?

The Level 3 concept In short, ERTMS Level 3 has two main features over and above Level 2. It facilitates much closer headways by the opportunity of adopting moving block, meaning that trains in close succession can close up particularly at lower speeds, and it allows for the removal of track-based train detection equipment in the form of track circuits or axle counters, which should reduce capital and maintenance costs and improve reliability.

When first conceived, it was the latter of these two that dominated the thinking. In those days, rail was seen as a declining industry and anything that could reduce the cost of operation was to be welcomed. Nowadays, with rail patronage continually increasing year by year, it is getting additional capacity that is the driving force.

So why has Level 3 made such little progress in the intervening period? A recent IRSE lecture, given

by Nicola Furness from Network Rail and Henri

Rail Engineer • May 2017

van Houten and Martin Bartholomew from ProRail in the Netherlands, attempted to answer these questions and included a pragmatic solution to overcoming the fundamental problems that exist.

Level 3 ETCS (the signalling element within ERTMS) is based on a total radio solution. A train’s position is reported back to the RBC (Radio Block Centre) at least every five seconds.

This information is based upon the data obtained from a series of track-mounted eurobalises (radio beacons) provided at intervals dependent on the positional accuracy needed (for instance, where a precision stop is required). The position reference obtained is then incremented by accurate train-borne odometry that calculates the distance travelled from the last balise.

This constant updating of position and speed allows following trains to run closer to the one in front by adjustment of the MA (Movement Authority) information displayed to the driver.

The potential gain in capacity is significant.

So what is the problem?

Why has Level 3 not yet been developed into a standard way of working. There are a number of issues but the two main factors are that the train has to be proven as complete - that it has not become uncoupled en route with part of the train left behind - and the radio system has to be completely reliable.

For modern passenger trains (usually multiple units), a train data bus exists down its complete length to facilitate brake and traction demands, communication systems and general train condition monitoring. Thus, if a separation were to occur, it would be immediately obvious.

Even older passenger trains are likely to have electrical connections down the train that fulfil the same objective.

On freight trains however, no such train integrity exists and, although a broken brake pipe connection will stop the rear wagons, it is possible that the locomotive’s compressor could

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overcome the resultant air leak so the front part of the train would not be affected and the driver would be unaware that his train had divided. In such a situation, track circuits or axle counters will detect that the train is incomplete and prevent a movement authority of any type (including lineside signals) from being given to a following train.

Without an independent train detection system, a different form of Train Integrity Monitoring (TIM) has to be part of a Level 3 application.

If communication is lost because of a train radio failure or the radio network has become defective, possibly through external interference, then the position and speed messages every five seconds cannot be given and the trains will stop, with no easy means of recovery.

Various solutions to these two problems have been put forward but none have proved to be operationally acceptable or have the necessary safety integrity and thus obtaining safety approval would inevitably be difficult.

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Rail Engineer • May 2017

ERTMS display (right) in a modern cab.

Hybrid Level 3 The solution now being put forward aims to get around these two problems and allow the increase in capacity that is so urgently needed. Known as Hybrid Level 3, it has been in development since 2013 as a joint effort

by Network Rail and ProRail with Alstom and Bombardier both supplying equipment that demonstrated the feasibility. The stage has been reached whereby a potential application to the ‘real’ railway can be considered.

The crux of the proposed system is to retain any existing track-circuit or axle-counter sections and to then create ‘virtual blocks’ as sub sections within these. The operation would be: »» A train equipped for ETCS Level 3 operation would receive an MA allowing it forward into the block section which, if no other train is preceding it, might be to the end of the section or even beyond. »» A following train that is also equipped for Level 3 operation would receive an MA to enter the same section with an MA to the limit of a safe stopping distance of the first train, taking into account the distance and speed of both trains. If speeds were low, then the second train could close up on the first under moving-block principles. »» Any subsequent train also equipped for Level 3 operation would follow in the same way. »» If a train only equipped for Level 2 operation were to approach the section, it would not receive an MA until all preceding trains had cleared the track circuit or axle counter section. Once this has occurred, the train would receive an MA to the end of the trackcircuit or axle-counter section. Any following train would not receive an MA until the Level 2 train had cleared the complete section.

It follows that any train not equipped for either ETCS Level 2 or 3 operation would not be permitted to run on this particular route unless, in addition to track circuits or axle counters, lineside signals are retained. This is similar to the situation today for lines being considered for Level 2 introduction whereby, unless all items of rolling stock using the line are equipped, conventional signals have to be kept in a socalled ‘overlay’ mode.

Technical implications The train equipment for Level 2 or Level 3 operation is virtually identical, other than a Level 3 train has to incorporate a periodic TIM data signal that the train is complete. The display of the Movement Authority and ancillary information is the same.

The infrastructure will require some development and addition. Firstly, the balise positioning and track-circuit/axle-counter section lengths should be aligned with each other to ensure that positional information, as displayed to the signaller, will be the same regardless of the source. This may not be the ideal situation, since the track circuits and axle

counters will be unchanged from whatever existed hitherto. However, it would be a small price to pay compared with the advantages to be gained. The RBC will need to have a ‘bolt on’ Virtual Block Detector, not only to permit the authorisation of the relevant MAs, but also to distinguish to the system which trains are operating in either Level 2 or 3.

The Network Rail/Prorail team has devised a set of conditions that would show the signaller the status of each section and sub-section. The latter would normally either display Occupied or Unoccupied. However, there may be conditions where the status is uncertain and two further conditions are foreseen - ‘Ambiguous’, which means a train is present but its status is not known and ‘Unknown’, where the occupation of a sub section is not proven. A total of over 100 scenarios are being thought up and tested which include all kinds of failure conditions.

The fact that existing ERTMS rules remain largely unchanged, and the type and use of existing train detection equipment remains the same, should mean that preparing the necessary safety cases and having them approved will be relatively straightforward.

GSM-R (and NRN) installation on the Tornado steam locomotive.

19

Rail Engineer • May 2017 Progress to date Speed is of the essence since capacity gains are required urgently, as Nicola said at the start. However, even with this in mind, it will take time to get the full operational scenarios sorted out together with associated testing and progression of the dreaded approval process.

The programme as currently seen is: »» September 2015 - operational principles established; »» March 2016 - validation of Hybrid principles in a Siemens laboratory; »» March 2017 - establish Hybrid principles as a European standard; »» Late 2017 - operational field trials to commence involving all ETCS suppliers, probably using the Hertford Loop test site; »» Early 2018 - an early deployment trial on a chosen route; »» 2019 to 2030 - virtual blocks established as a common feature across Europe, possibly combining this with deployment of a radio system to replace GSM-R.

Ongoing challenges There can be little doubt that the Hybrid Level 3 concept has a potentially significant impact.

Whilst pragmatic, it surely must not detract from efforts to develop a true form of ETCS Level 3.

Even though the ongoing use of existing track circuits and axle counters means no additional

Monitoring freight train integrity is one of the problems to be overcome. capital expenditure on these items, they still have to be maintained and eventually updated, which will cost money.

The current ERTMS Command and Control TSI already embraces Level 3, and this must not be forgotten. It would be all too easy to forget the end goal and the reduction in trackside infrastructure with associated cost savings.

Many existing rail routes do not carry freight trains and have modern passenger stock - could these not be equipped for true Level 3 operation straight away?

The ‘buy in’ from suppliers needs to be assured. Many of these depend on the sale of products such as track circuits and axle counters

as a main income stream and the business model will be adversely affected if this is lost.

Some alternative business model may need to be thought through.

Neither does the Hybrid solution do anything to negate the impact of radio failures. This requires urgent consideration as it is a problem that equally affects Level 2 unless lineside signals are retained. Another article as to solutions to this problem will be forthcoming shortly, watch this space.

Finally as one contributor asked, is it Hybrid Level 3 or actually Enhanced Level 2? At the end of the day, providing the capacity gains prove to be real, does it really matter?

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Rail Engineer • May 2017

Trouble-shooting

failed electronics

CHRIS LEEK

MTM Power supplies feature patented encapsulation.

T

aking on the challenge of finding robust alternatives to failing electronic components often requires some creative thinking and a little customisation. It is a scenario which is all too common in the rail industry - a suitable component is chosen, it is equipped with additional protection to help it to cope with the harsh operating conditions, and then the environment throws up another challenge which causes it to fail.

The simple fact is that the rail environment is tough on electronics. So many of the standard devices used in other industries can fail when confronted by the daily operational realities of vibration, dirt, contamination or high-voltage transients.

The reliability challenge Take the example of a power supply that was used to drive an on-board Train Protection and Warning System (TPWS). Although the original unit provided a good fit for the system’s electrical and mechanical specifications, concerns over its operational reliability soon began to surface and a more reliable alternative was needed urgently.

The original approach was to use three different variants of an open-frame power supply to cover input voltages of 24V, 72V and 100V. To provide protection against vibration, water, dust and other potential contaminants, the open-frame supply was enclosed in a metal case with wires connecting the printed circuit board to the outside world.

With reliability at the core of the challenge, the starting point for the replacement unit was a 150W PCMDS150WK-IP65 DC-DC converter manufactured by MTM Power. The standard version of this supply features patented thermoselective vacuum encapsulation and an IP65 rating for maximum protection against external contaminants.

The thermoselective vacuum process completely and permanently encapsulates the power supply, creating a cemented joint that provides an inseparable link between the potting material and the components. This ensures that ageing, heat, cold, rapid temperature changes and other environmental influences do not result in delamination, cracking or air pockets, which can compromise reliability and potentially lead to failure.

The combination of the patented encapsulation process and the IP65 rating eliminated the hand assembly that was required to protect the original open-frame unit. This resulted in a 20 per cent reduction in the overall unit cost of each supply.

In addition to successfully overcoming the main reliability challenge, the replacement was also able to deliver additional benefits.

The standard unit’s nominal input ranges of 24V (16.8V to 33.6V) and 110V (50.4 to 154V) were sufficient to cover the three input voltages required by the system. This allowed the OEM to replace the three original versions of the open-frame supply with just two PCMDS150 variants. A secondary circuit, with fully independent isolation and regulation, was also added to the supply to provide a 40V rail for use as a reset, operating independently of the 12V board net.

To provide assured reliability for operation in the rail environment the new supply was fully tested for compliance to EN50155 and EN50121-3-2 by the manufacturer. A builtin heatsink further improved reliability by eliminating the need for external cooling fans - often a cause of failure in power supplies.

PCMDS Power Supply with IP65 sealing.

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22

Rail Engineer • May 2017

A quick fix for transients The high voltages present in rail systems can cause serious damage to sensitive electronics, as another OEM discovered when the door controls on rolling stock started to fail. The source of the problem was identified as transients on the 110V DC input supply and a quick fix was essential. Ideally, the fix also had to avoid the high cost and time-consuming process of replacing the system on every single door within the fleet.

The proposed solution was for Charcroft to supply an active transient filter, from MTM Power, that could be retro-fitted to the input supply in front of the door-control modules. When a transient voltage is detected, the filter automatically clamps the input supply and buffers the output supply to continue to provide power to the doors, enabling them to operate normally.

Terminal problems Fixings and terminations can be another potential point of failure for power supplies in rail applications. Conventional pin-style connections on the input and output of power supplies can easily become corroded, leading to failures in the field and unplanned downtime.

For one OEM, the solution was to switch to a drop-in replacement with modified screw terminals. These terminals not only provide greater protection against corrosion but also ensure a more secure and reliable connection.

Custom QR-coded label.

Avoiding customisation Of course, customisation can be avoided if the products themselves offer sufficient flexibility. A high degree of configurability certainly helped with the refurbishment of an HVAC system on a legacy carriage. The purchasing department had already spent considerable time searching for spares inventory only to discover that the manufacturer had withdrawn the thermostats some years earlier.

Creative customisation Whilst drop-in alternatives are the best option for many projects, it is not always possible to find a direct replacement. For one upgrade project, the only option for replacing a legacy circuit breaker with non-standard fixings appeared to be significant and costly alterations to the metalwork of the distribution panels.

Cooperation between Charcroft’s e-mech specialist Jeff Gurr, circuit-breaker manufacturer Sensata, and a third-party fixings company, provided adaptor plates for the new breakers. These allowed the replacement breakers to be fitted directly into the existing footprint of the legacy component and eliminated the time and cost which would have been incurred to re-configure the metalwork.

Standard Sensata Circuit Breaker.

Although vital in helping to provide solutions to failing electronic systems, creative customisation can also deliver commercial benefits to rail operators. Take component labelling for example. The use of custom vinyl labels with QR codes, applied to a power supply unit before despatch, can help to minimise maintenance time. Each QR code label contains information such as manufacturing date, customer part number, input voltage range, output voltage and current as well as a unique serial number for each converter. This provides maintenance crews at the depots with all the information they may need at the click of an app in addition to providing complete component traceability.

The buyer called in his engineering colleague who liaised with Charcroft to configure a standard Klixon 1NT thermostat from Sensata to match the electrical, mechanical and thermal parameters of the legacy unit.

Selecting from a broad range of terminal options, the decision was made to use a quarter-inch quick-connect mounting which offered either horizontal or vertical terminals. By specifying the vertical terminals, the thermostat was able to meet the very tight space-constraints within the HVAC duct. This configuration also allowed the existing electrical connections to reach the terminals of the new thermostat.

Because this was a high-current application, silver contacts were specified rather than gold-plated contacts, which would typically be specified for switching lower voltages and currents. As the thermostat was being used as a safety device, the operation of the contacts was specified to open on rise and close on fall.

Finally, the thermostat was fixed inside the duct using a standard Sensata airflow mounting bracket. Unlike a flat mounting bracket, the airflow bracket allowed the thermostat to measure the temperature of the air within the duct rather than the temperature of the duct material. This solution also provided an added benefit for the buyer and the maintenance teams as it ensured that the thermostats would be available on a short lead-time.

Whilst there are rail applications which can successfully use conventional off-the-shelf components, the potential impact of failures in both cost and downtime is considerable. The use of robust, rail-approved components, with the addition of flexible configuration options or creative customisation, can help electronics engineers to find a more reliable and often more costeffective approach to rail electronics.

Chris Leek is a power product specialist at Charcroft.

Charcroft and MTM Power will be on Stand No. G07 at Railtex 2017

Rail Engineer • May 2017

23

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Rail Engineer • May 2017

RIKKERT WIENIA

Great Western INNOVATION

Route Modernisation

T

he Great Western route modernisation is an extensive programme undertaken by Network Rail to electrify one of Britain’s oldest and busiest railways, providing greener, more reliable journeys. The focus of the programme is the Great Western main line (GWML), built more than 150 years ago.

For an investment of this scale, robust and timely rail asset data is essential for effective decision making but, with pressure for the survey to be completed in 12 months, traditional survey techniques were inadequate. Moreover, from a safety viewpoint, Network Rail wanted to minimise the work on or near the track and eliminate any disruption or loss of track availability to passenger and freight traffic.

To mitigate the time and safety issues, Fugro’s train-mounted rail infrastructure alignment acquisition system (RILA) provided the solution.

Network Rail contracted Fugro to survey the primary routes in Western, Wales and Wessex regions, approximately 2,000 miles of rail track, using its RILA Track and RILA 360 systems.

The route requirements included the modernisation programme, the electrification scheme and the introduction of new high-speed electric trains for which Network Rail required a combination of topographical survey and sixfoot and structure clearance analysis. RILA data, and some cleverly developed, complex algorithms, provided the gauging data for structures along the GWML and other alternative routes including relief lines, various loops and sidings.

What is RILA? Traditionally, track measurements are undertaken by surveyors who work on and near the track and are exposed to the dangers of live railways whilst doing so. Conventional surveys are often restricted to night time working in short possession periods. Fugro’s innovative suite of train-borne RILA systems is able to measure the track and rail corridor in a fast and efficient manner, designed to keep trains moving safely, without interruption to services whilst keeping survey personnel away from the track.

Installation of RILA system with a connection time of less than 2 minutes.

RILA Track projects a laser beam over the rail.

The RILA Track system uses GPS, IMU (inertial navigation) and laser vision technologies. All equipment is installed in a transportable device that can be mounted to an automated coupler of a passenger train or to a set of buffers within just two minutes. Data acquisition is at line speed and, when installed on a regular passenger train, there is no need for additional train paths, limiting the disruption to train services.

The system is currently cleared to operate at 100 mph and at this speed will yield profiles at 10 cm intervals with an absolute accuracy of +/-10mm (plan) and +/-15 mm (height) without the need for ground control.

As the RILA Track system passes over the track, its laser vision system projects a laser beam over each rail with the integrated camera capturing high-resolution images of the rail profile and the coordinates of 1,400 laser points per railhead are calculated. The laser image of the rail head and rail foot provides high accuracy profiles and measurements (relative accuracy <0.3mm) that can be used to determine rail head and running edge wear as well as wear of S&C components.

The RILA Track system also incorporates an integrated video that can be georeferenced using the system’s survey data and used for desktop-based analysis and validation.

While the RILA Track system focuses on the track, the RILA 360 system incorporates twin 360° laser scanners and a panoramic imaging system to supply ultra-high density LiDAR point cloud data of the entire route. Each laser scanner rotates at 200Hz, recording one million points per second. Designed to be light and portable, the RILA 360 system connects to the back of a regular passenger train that has buffers in less than two minutes to enable it to scan the complete rail corridor, including track assets, structures, earthworks and vegetation. As with RILA Track, GPS, Active GPS reference network and IMU data are used to compute the absolute position of the point cloud.

The RILA systems work independently but they can also complement each other. The great advantage of deploying RILA Track and RILA 360 simultaneously is that four runs are undertaken with both systems, which supports the collection of high density, RILA 360 point clouds. Through an iterative process, and cross-referring adjacent tracks from each track’s own perspective, a homogenous point cloud and adjusted RILA track measurements are supplied to Network Rail Band 1A specifications. The result is an accurate, absolute XYZ model of all the objects in and around the track (including OLE componentry) and even higher relative accuracy of the objects, in respect of the track.

Speedy surveys and quality data The entire survey was completed progressively on a phased approach throughout 2016. The entire section from London Paddington to Bristol was completed in only six shifts, immeasurably faster than conventional surveying with no requirement for track possession and no disruption to service.

Rail Engineer • May 2017

25

One of the key requirements of the project was to satisfy Network Rail’s need for passing clearances. These ‘six-foot clearances’ were calculated at five-metre intervals from the measured track alignments, providing Network Rail’s project team with all the track distances in ClearRoute software format.

This allows them to quickly analyse whether the new rolling stock will cause any infringements (early-warning data) and ensure that design parameters are adhered to.

Structure gauging files (SC0), which calculate the distances from structures (such as over- and underbridges and lineside furniture) to the tracks and their positions, are generated from the point cloud to analyse if all assets comply with the strict clearance profile. This is particularly important near platforms to check the gap between the train and platform for boarding (platform gauging or SCP files) and technical design (can trains pass this platform?).

The use of Fugro’s innovative RILA systems has given Network Rail access to a wide variety of asset management and track position data providing value for money while reducing the need for traditional surveys in open line working or track possessions.

“Our team has found the RILA and RILA 360 technologies to be safer, faster, more accurate and less expensive than any other method of acquiring datasets for sections of track longer than a mile,” commented Chris Flynn, IEP project manager at Network Rail.

RILA’s mantra is to ‘collect once and use many times’ and this was convincingly demonstrated on the section between Didcot Parkway and London Paddington, where the data has used, not only for the previously detailed Great Western projects, but also for High Output Track Renewals and Crossrail.

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INNOVATION

(Below) Screenshot of 3D point cloud data in the RILA Portal Web viewer.

26

Rail Engineer • May 2017

INNOVATION

MALCOLM DOBELL

Reducing Access Time Train Cab Simulator Systems T

rain Cab Simulator Systems have come a long way since I drove one at London Transport’s Railway Training Centre at White City in the early 1970s. It was a representation of a Piccadilly line train and unlike most of today’s train simulators, it was a full motion simulator. It had hydraulic actuators to move the simulator to represent horizontal and lateral acceleration.

It covered the section from Hammersmith to Acton Town and the video was from a 16mm film that had been captured from the front of a train. One of its few scenarios available was to set the gradient. Setting the system for a 1 in 30 down gradient and running at full power certainly provided a lively ride.

Since then, Train Cab Simulator Systems have developed rather a lot (typical British understatement), and whilst they usually no longer require the full motion experience, they have developed in ways that were unimaginable back then. It is no longer a question of providing a simulator, but of providing a training environment to meet defined requirements based on training needs analysis. There will generally be a 1:1 representation of a cab, some sort of wide screen video display, an instructor’s console and usually a classroom environment so that delegates can learn from each other’s driving.

It is easy enough to build a cab replica with functioning controls, but it is far from trivial to make it feel like the real thing and immerse the driver into a high-fidelity experience. All sorts of tricks are played on the senses to convince the trainee that the train is moving. In many ways, the requirement is similar to the immersive experience that video gamers seek. Like video games, the sound and video experience is key to the simulation.

Rail Engineer was invited by Dave Bradshaw, Business Development Manager UK and Europe for Sydac, one of the world’s leading developers of driver training simulation and part of the Knorr Bremse group, to see two of the latest simulators which Sydac have recently designed, developed and commissioned into two UK Train Operating Companies. The visit, to the Intercity Express Class 800/1 (GWR) and the Class 345 (for Transport for London’s new Elizabeth line) simulators, provided the opportunity to try them out and to talk to people involved in their use.

Elizabeth line Class 345 simulator.

GWR’s Challenge Why do operators value simulators so much?

Surely an operator can commandeer a train and use it to train the drivers? That was true in the past but is certainly not true today, as Brian Clark Senior Simulator Manager, GWR explained at their training facility in Reading. He should know, with 37 years’ experience of driving and training on many classes of trains too numerous to list here.

Brian said ”whilst there is nothing like the real thing for gaining the “feel” of the train, that “seat of the pants” effect when accelerating and braking, most other training interventions can be carried out in a simulator”. The training tasks include: »» Aptitude testing »» Basic conversion from one type of train to another for experienced drivers

Rail Engineer • May 2017

Class 800 series simulator control desk.

INNOVATION

»» Practicing activities that cannot reasonably be tried on the main line, especially in degraded and recovery modes »» Ongoing competence assessment »» Refresher training to practice skills not routinely used. »» Practicing signalling and safety procedures and protocols Brian described the enormous scale of training facing GWR over the next few years. Drivers used to class 165/6 trains will have to learn the class 387 and Class 800 series, those used to HST have to learn Class 800 series, those used to older diesel units including Pacers will have to learn to drive class 165 and some drivers used to class 150 will have to learn HSTs for Devon and Cornwall services. In short, all of their 1200 drivers will require retraining as a result of the cascade associated with electrification and introduction of the new trains.

On top of this is the training required for instructors themselves, driver managers, guards and train managers. This is in addition to basic training for new recruits and refresher training for existing drivers.

Brian said that GWR would never be able to complete all this training without the simulators, and even so it is a major planning job to get it all completed in time without harming the routine service.

One of the advantages of simulators is that they can even be used to start training before any trains have been built. For GWR this meant that they have also been to get on with their preparation and early training whilst awaiting access to the real hardware as the Class 800 series is still undergoing testing and commissioning.

27

Class 800 series simulator just arrived at Reading.

Safety Research We discussed several uses for the simulators in addition to their training role. Increasingly, Human Factors engineers focusing on railways safety are using simulators to identify how changes in railway systems or operations affect driver behaviour. As an example, drivers currently observe signals though the windscreen and process their response to the signal whilst maintaining their view of the way ahead.

ETCS will require the driver to look at the in-cab displays more often, particularly so when lineside signals are eventually eliminated.

What will be the effect on driver behaviour/ performance? This is an area that can be tested and observed with representative groups of drivers using simulated scenarios and can deliver much more data than could ever be collected in service.

This is just one example where the effect on driver behaviour of changes in technology might be tested in the simulator.

The general principles of both simulators were the same. The description of the Class 800 simulator below illustrates the principles. The Elizabeth line simulator description highlights the differences between the two. These differences are more about the design of the train and cab than differences in the simulation.

GWR Inter City Express Simulator The Class 800 simulator contains a faithful 1:1 representation of the Class 800 cab using genuine, functioning controls that were provided by the same companies that supply Hitachi, mounted on a replica drivers desk constructed

by Sydac. The simulator has a large enclosure which allows the cab to be in darkness, if required, without having to black out the room in which it is housed. This is an improvement on even comparatively modern simulators and has been enabled by the adaption of large high definition flat screen monitors instead of video projectors used previously.

INNOVATION

28

Rail Engineer • May 2017

The cab included the following: »» The spacious full width Class 800 cab behind a huge windscreen »» A main display screen measuring 213cm over the diagonal displaying detailed video imagery of GWR track network. »» Use of additional video displays on both side windows to provide a comprehensive visual driving experience. »» All the controls including a GW-ATP interface/ speedometer, a display for future ETCS, GSM-R radio, selectors for electric power and for diesel power, the Train Management System touch screen monitor. These are positioned in an arc in front of the driver, »» Touch screen monitors displaying simulations of the body mounted cameras), »» Controls for accessing saloon CCTV including simulations of the saloon cameras »» Driver’s and instructor’s seats »» Isolation switches and miniature circuit breakers on the cab backwall. »» smaller flat screen displays visible in the side windows »» A touch screen display outside the enclosure representing all the train equipment that a driver may need to access outside the cab, for example to rectify train faults. »» Controls and displays in the classroom outside the simulator room to allow the instructor to set up training scenarios and for other delegates to see how their colleague is performing.

Elizabeth line Class 345 The trainees using these simulators are MTR Crossrail drivers that will drive the Class 345s initially between Liverpool Street and Shenfield before the Elizabeth line opens through central London from December 2018.

Ultimately 400 drivers will be needed across the railway.This is another full width Train Cab Simulator System, of similar size to the Class 800. The main differences are that: 1. There is no requirement for GW-ATP, but it will have to operate on ETCS level 2 in the Heathrow tunnels, Siemens Trainguard MT CBTC on the central, mainly tunnel

Andrew Tucker of Sydac at the Elizabeth line instructor's console. section, and AWS/TPWS everywhere else.

The driver’s interface with the signalling is largely contained in a single touch screen Human Machine Interface.

2. DOO CCTV incorporates cameras on the platforms which transmit images to the train, again faithfully reproduced and simulated.

Andrew Tucker, Sydac’s Support Engineer for London demonstrated how the controls can be manipulated by the instructor to make the trainee’s task easier or harder.

Train Cab Simulator Systems: Engineering and Simulation The standard Sydac hardware and software platform used by both simulators includes industrial PC type computers running the Windows operating system. The CGI (Computer Generated Imagery) of both GWR and Elizabeth line track network are developed using UniGine – a proprietary world leading vision engine.

Also, in common with the vast majority of UK train simulators, these are static; however, the sensation of motion is convincingly conveyed by sound and vision alone.

Dave Bradshaw emphasised the importance of obtaining the original parts (such as traction brake controllers) usually from the train manufacturer, Class 345 simulator cab back wall.

to ensure that the simulator provides a life-like experience. Krystian Malinowski, Sydac’s Support Engineer for the western area described the bespoke electronics that are usually necessary to interface these train parts to the simulator.

Moreover, a huge effort goes into the video simulations. It is no longer acceptable to simply film the line and use that although such video capture is used to help develop the CGI. In response to the obvious question, Dave Bradshaw said that it is easier to control the variable elements, such as the layout of points and signal aspects, weather and day/night in a CGI simulation rather than in video. Equally, once the elements have been modelled in CGI, they can easily be adjusted. For example, if a new building is erected or demolished, it can easily be inserted into or removed from the simulation.

Another important advantage of creating a virtual CGI world is the ability to train staff on track infrastructure that is not yet there in the real world. (e.g. the Elizabeth line underground sections where track is currently being laid or the GWR Paddington to Swindon simulation includes all overhead electrification in anticipation of it being completed). Brian Clark added that the flexibility of making some of the key features a little larger than scale size such as iconic buildings or locations drivers might use as braking cues.

CGI simulations are built using a number of data sources; cab video, scale plans of the track (curvature, gradients, points, signals, stations), and information from sources such as Google Maps and Google Earth. Some operators want a faithful model of a route and for these a faithful rendering of lineside features is provided. The technical name for this is “geo-specific” and for GWR’s Class 800, Paddington to Swindon has been simulated as a geo-specific simulation.

One huge advantage of simulators is to give drivers the chance to practice activities that they will only rarely experience in service, and

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I did ask Brian Clark how much a simulator costs, but got the cautious answer that they cost a lot less than not having them.

Conclusion

those that cannot be safely practiced on real trains. This helps them to be prepared for the unexpected. Such events may be uncommon but they do happen, and amongst GWR’s and MTR Crossrail’s numerous drivers they will happen. The Elizabeth line and GWR simulators prepare drivers for the time it happens to them.

The whole system – train controls, video simulation and performance rules have to operate like a real train. For example, signing in and booting the train has to be exactly like the real train and failure to respond to AWS must apply the emergency brake. A particularly satisfying feature of the Class 345 simulation was when it was stopped in a station. When the doors were enabled, the front, side and DOO monitors all faithfully showed people moving to and from the doors on the various displays but each image was correct for the context and angle appropriate for that display. Moreover, the simulated people reacted correctly after I stopped the train short of the official stopping point.

At the time of the Rail Engineer’s visit the Class 387 simulator was in use, and we watched from the instructor’s workstation whilst the driver stopped the train short of a sheep standing in the 4-foot. As the train stopped, the sheep vanished, but I was assured that the instructor usually makes the sheep walk off the track if, for example, the trainee blows the horn. This is just one example of how the simulation responds to the actions of the trainee and the instructor.

Teamwork and Support Everyone I spoke to emphasised the close co-operation/collaboration that is required during the design and development of the simulator.

All the stakeholders; the train supplier, simulator supplier, the user, and Network Rail need to work together if the simulator is to be a successful tool. Dave Bradshaw commented that this level of collaboration between stakeholders made the design and development of both the GWR Class 800 and TfL’s Class 345 very successful projects.

They emphasised the importance of a willingness to iterate if the simulator is to be a faithful replica of the train. Indeed, although the Class 345 and

Class 800 simulators are fully functioning, they cannot be fully validated as representing the real trains whilst the trains are still being fine-tuned.

The Sydac engineers explained that they use the train manufacturers’ detailed specifications to design the simulations and that sometimes the simulator is found to work differently from the train. These issues clearly need to be sorted out, but with the increasing complexity of train systems it must be helpful for the train manufacturer to have effectively an independent group validating their specifications.

Once the simulator is up and running, it is important that it is supported. Dave Bradshaw said that all Sydac’s simulators in the UK are covered by support contracts for the hardware & software and that they would usually expect to refresh hardware & software every seven to nine years. Brian Clark added that probably the single biggest source of unreliability has been eliminated by the move to flat screen monitors rather than video projectors and their expensive short life bulbs which always failed at exactly the wrong time.

At the time of acceptance of the simulators, It is impossible to anticipate the number or scope of future train or infrastructure modifications which will need to be incorporated into the simulators to ensure their continued fidelity. It is usual to commission these as required via a bespoke maintenance and support agreement.

These software updates are quickly and easily uploaded via a secure internet connection by the Sydac software development engineering team at a mutually agreed time to ensure minimum disruption to the simulator training programme .

Thanks go to Sydac’s Dave Bradshaw for organising the visits, and to Brian Clark of GWR for hosting us at Reading. Thanks also to Krystian Malinowski and Andrew Tucker from Sydac.

Class 800 series simulator under construction.

INNOVATION

Sydac's Dave Bradshaw at the Class 345 touch screen display representing the rest of the train.

In conclusion, I should answer the key question. Was I convinced by the simulation? At first, I was disconcerted by the lack of any sense of motion other than through the CGI. However, the feeling soon passed, and, particularly in the Class 345 simulator I was routinely stopping accurately at stations. The experience of interrogating the various touch screen monitors was very lifelike.

However, the overwhelming benefit has to be the ability to practice scenarios in a realistic environment that it is unreasonable to practice on real trains. As technology increases the complexity of rolling stock and the signalling used, then technology must be used to develop very safe and experienced drivers, I am convinced that driver training simulators can be utilised to achieve this and complement the “on board” training.

Finally, back to Brian Clark and his challenge; there is clearly no way he will deliver the training required to all GWR’s drivers and their colleagues without the simulators. That alone demonstrates their value.

Rob Cotton, New Trains Director from MTR Crossrail said “The Elizabeth line simulators are indeed a state of the art product which will ensure our drivers are prepared and trained ready for when the new vehicles are introduced into operational service. Only by close collaboration of the teams from Sydac, Bombardier and MTR has this been possible” Joe Bednall, Project Director, Bombardier said “The Bombardier team involved in the Crossrail simulator project worked closely with both Sydac and MTR to ensure the simulators were delivered on time and to the satisfaction of the operator MTR Crossrail.”

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Innovation conference

INNOVATION

DAVID SHIRRES

G

gets bigger and better

etting the right title for an article can be difficult. The one above was used for Rail Engineer’s report on the Railway Industry Association’s (RIA) annual technology and innovation conference in 2014, attended by more than 200 delegates. With a record 300 delegates at this year’s conference, held recently in Hinckley, Leicestershire, it seemed right to recycle this title.

Less than ten years ago, innovation was barely mentioned. Now, it is recognised that the rail industry must innovate to reduce costs and satisfy its customers. For individual companies, this means ‘innovate or die’. Hence it is not surprising that RIA’s annual innovation event gets bigger and better each year.

The minister’s message In a video message, Rail Minister Paul Maynard acknowledged both the importance of the conference and the many positive things about the rail industry which, together with the biggest investment programme since Victorian era, were all good news. However, he stressed that the industry had to listen to its customers and felt that winning back customer confidence is the industry’s biggest challenge.

He felt innovation has a big role in reducing costs and disruption and was concerned that the pace of rail innovation was slow compared with other sectors. To address this, he announced that the Department for Transport was funding a £9 million competition to accelerate innovation in rail by high-value, low-cost innovations or those that improved customer experience through stations. The competition opened on 20 March and closes on 17 May.

The government deal In his opening presentation, industry chair of the Rail Supply Group, Gordon Wakeford, set the scene. The industry has 4,000 suppliers employing 124,000 and with a turnover of around £7 billion. In 2016, it became the twelfth sector to have a Government-supported

RIA’s Innovation Conference attracted a full house.

strategy. This is, essentially, a deal offering longterm continuity of investment and output-based contracts in return for increased productivity, lower whole-life costs and increased exports.

To achieve this, the industry needs 50,000 new employees over the next ten years, of whom half must be graduates or apprentices.

“We have the world’s safest, busiest and oldest railway, which runs better today than it has ever done before,” Gordon noted, adding that he felt the industry should sing its praises as reputation is a key factor in obtaining government support.

Nevertheless, he acknowledged that the industry had to grow its exports and highlighted the slow pace of innovation in rail compared with the automotive and aerospace sectors.

The need to collaborate After previously working in the aerospace industry, Graham Hopkins became Network Rail’s group director, safety, technical and engineering, in 2015. His first impression was the “glacial pace of innovation” with rail investing one to two per cent of turnover on innovation, compared with five to six per cent for the aerospace and automotive sectors.

Over the past year, he felt that there had been an increased focus on the customer and innovation. The technology leadership group (TLG) had replaced the less-focused technical strategy leadership group that had around sixty members. TLG can now effectively deliver the industry’s capability delivery plan which sets out twelve requirements needed to offer better transport opportunities for passengers and freight.

Graham felt that much had been achieved and was pleased to find Government totally supportive. Nevertheless, there had been problems such as arguments about ownership of the data from the train-mounted Perpetuum energy harvesting sensors, which illustrated the need for better collaboration.

Who owns the data from Perpetuum’s innovative train-mounted sensors?

Procuring innovation From HS2, commercial director Beth West explained how innovation has to be built into the project if it is to deliver a customer experience that “removed all the frustrations of rail travel” and built a future-proofed infrastructure.

This requires innovation to be a key part of procurement contracts, which is being done by defining outputs that challenge industry to develop new solutions by working together. HS2 contracts will also reward reductions in whole life costs, and consider the time to realise such cost savings.

Beth recognised that having the right people is an essential requirement. HS2 has to attract and train a diverse workforce, and this will also produce a diversity of ideas which will assist the project as a whole.

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INNOVATION

Not sexy, but fundamental Maggie Simpson offered the perspective of the Rail Freight Group. She explained how the reduction in power-station coal traffic from eight to two million tonne-km over the past two years showed how the rail freight industry had to be flexible to survive. However, she stressed that rail freight was not all bad news. Its intermodal and construction traffic is steadily increasing, the country’s largest rail-connected warehouse had just opened and ten bi-mode class 88 freight locomotives had just been delivered.

Nevertheless, she was concerned about the greater level of freight innovation outside the rail industry. She acknowledged that there were good examples of rail innovation but felt these were happening “at a pace behind our competition”.

To improve rail freight’s asset utilisation, Maggie felt that Network Rail had to modernise its older-generation core systems. As an example, she felt it would probably take Network Rail six months to advise what it would take to increase freight train weight from 2,000 to 2,600 tonnes, as this would have to be worked out manually. Although such systems were not sexy, a rapid response to such questions was fundamental to the rail freight industry.

Making it happen - UKRRIN Since the creation of Railway Research UK in 2003, Britain’s universities have delivered and supported many rail innovations. Currently the Rail Research UK Association (RRUKA) involves over 50 universities and offers a large, internationally recognised rail research capability.

However, as Professor Clive Roberts of the University of Birmingham explained, more needs to be done, particularly the development of a UK Rail Research and Innovation Network (UKRRIN) to provide centres of excellence to make the UK a global leader in rail innovation.

This is the subject of a bid to the Higher Education Funding Council for England (HEFCE), which provides funds on the basis of £2 of private investment leveraging £1 in government capital funding. Thus, Network Rail and Transport for London (TfL) cannot support this bid. Instead 17 rail companies have offered to contribute £68 million in total, which will generate the £92 million required to set up UKRRIN. This will consist of innovation centres for digital systems, rolling stock and infrastructure. The digital system centre will be at the University of Birmingham. The rolling stock centre will be at the University of Huddersfield and supported by the Universities of Newcastle and Loughborough.

The infrastructure centre will be based at the national infrastructure laboratory currently under construction at the University of Southampton, with other facilities at Heriot-Watt University and the Universities of Loughborough, Nottingham and Sheffield. UKRRIN will have a co-ordinating hub to facilitate collaborative working between industries and its innovation centres.

The University of Birmingham has been leading the UKRRIN bid since last April. It was submitted in December with HEFCE expected to announce its decision in May.

Making it happen - KTPs In his presentation, Greg Howell of LPA connection systems explained how universities also promote innovation within Knowledge Transfer Partnerships (KTP).

LPA is based in Essex and specialises in connection systems. With the growth of Wi-Fi and other train Ethernet systems, LPA had identified a market for high bandwidth digital connectors between rail vehicles. As their technical department had no electronic or telecommunication capability, they had to consider how best to acquire this expertise to develop these high bandwidth connectors.

When Greg attended the 2012 RIA innovation conference, he first became aware of KTPs, which are for projects of one to three years’ duration. Having established that the nearby University of Essex had the required expertise to support the development of LPA’s new connectors, he contacted a KTP adviser at the university who helped support his application to Innovate UK. This required a simple business case from LPA, after which the university completed the application with the adviser’s guidance.

With the application agreed, the university advertised for an associate whose role was to ensure that the company benefits from the university’s expertise. The associate is employed by the university, based at the business concerned and supported by an academic supervisor who, typically, visits the business on a weekly basis.

The process does not take long and, for LPA, proved to be a great success. Greg had his associate in place less than a year after attending the RIA conference. For an outlay of £70,000, plus £40,000 capital investment, LPA developed a product which generated sales of around £8 million and was used in the world’s first rolling stock with 10 Gbit/s connectivity over copper.

Rail innovations Three speakers described their company’s specific innovations. Mike Hulme from Alstom advised that the company had an objective that, by 2020, thirty per cent of its orders would be from newly developed products. One such is the world’s first hydrogen-powered passenger train, the Coradia iLint, which is to enter service in Germany in 2018. This meets a policy objective of developing the company’s rolling stock to enhance market position by offering customers a zero-emission train.

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INNOVATION

Another Alstom innovation is the TrainScanners installed at Pendolino depots. A high-speed camera and laser facility that examines all aspects of the train, the TrainScanner offers significant savings as these trains are now maintained on a condition, rather than time, basis. It required a significant investment, which was only possible as Alstom has a long-term framework agreement with Virgin trains. Mike advised that Alstom has similar agreements with its suppliers to encourage them to innovate.

TrainScanner at Manchester’s Longsight depot.

Pete Duggan of Siemens explained the benefits and issues of the introduction of mathematical verification techniques to railway interlockings that have already been used outside the UK. He considered this to be a game-changer which can produce error-free interlocking data in a matter of hours, rather than weeks.

However, as it was a “radical change from the conventional tried, tested and loved process”, its introduction will require many hearts and minds to be changed, not to mention changes to standards.

Paul Priestman, chairman of the PriestmanGoode design consultancy, advised the conference that “sitting is the new smoking”. He did so whilst explaining his company’s perch seat design concept, which offers four seat rows instead of three to alleviate over-crowding, and is to be trialled at the end of the year in a RSSB project.

Delivering the digital railway

The bigger picture

Much has been written in Rail Engineer about the digital railway and its benefits, including an interview with Network Rail’s managing director of the programme, David Waboso, in our January edition. Without wishing to repeat this, it is worth noting his key points for successful innovation across the railway’s complex system and commercial interfaces in his presentation “delivering major technical system change on an operational railway”.

He recalled the introduction of digital technology on the Jubilee line, which took a long time to implement. In contrast, the next digital programme, the more-complex Northern line, took less time as the same team delivered both programmes. For this reason, he was “absolutely passionate” about keeping teams together.

He also felt strongly that the supply chain needs confidence to invest in long-term and outputbased contracts if it is to innovate.

He felt successful contracts required good relationships and leadership.

Leadership is also essential across the industry to successfully deliver the digital railway as a cross-industry programme.

Ensuring ETCS equipment is fitted to the large number of new trains to be delivered in the next few years will test this approach. David commented that he was obsessed about the need for these new trains to be ETCS-fitted to avoid the high cost of retrofitting.

The digital railway offers capacity benefits, better reliability, more efficient kit and significant cost savings. It should also create export opportunities. These are huge gains, but will be a real test of the industry’s ability to innovate.

Presentations on innovation outside the rail industry offered a fresh perspective, showed how the industry needs to keep up with the competition and encouraged new thinking.

From TfL’s transport innovation directorate, Iain Macbeth considered the impact of disruptive technologies, which are being developed at an ever-increasing rate. He advised the conference that, in February, a selfdriving car had driven around London in the UK’s first test of an autonomous vehicle.

He felt such cars were an example of the rapid changes in road vehicle technology that the rail industry must consider. It is currently not clear whether rail will benefit or suffer from the introduction of such technologies.

Iain noted that it was only ten years since the iPhone was introduced. To illustrate the impact of smartphones, he asked the audience to open their favourite app and pass the phone to their neighbour. With everyone having their life on their phones, there was an obvious reluctance to do so as everyone's life is now on their phones.

Although various useful rail apps have been developed for smartphones, more could be done. A good example is a mobility-as-a-service (MaaS) app used in Helsinki. Kaj Pyyhtia, cofounder of MaaS Global, described this subscription transport service, which has been described as the “Netflix of transportation”.

For any journey, MaaS determines the optimum transport mix, buys the tickets and books taxis and hire cars as required. The app provides information about the trip and shows it has been paid for. There is a monthly subscription of typically €300 a month, which varies according to the level of service.

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INNOVATION

Although MaaS does not provide any transportation, it provides a seamless door-to-door service by using big data to achieve the required integration of different transport modes. Following its introduced in Helsinki last year, early indications are that it has resulted in a fifty per cent increase in the use of public transport.

MaaS will be introduced in the West Midlands later this year.

The iPhone also featured in the presentation by Ged Lancaster of Jaguar Land Rover (JLR). He used it as an example of a product whose functionality is defined by its software.

He noted that Apple employs 11,000 software specialists to develop the iPhone’s iOS operating system, showing that the production of such softwaredriven products is good business.

For this reason, he advised that it was JLR’s aspiration to be “the best software company in the world to buy a car from”. His presentation described how JLR’s cars will soon no longer use electronic control units that only do particular things. Instead, its cars will have modern system architecture using more expensive devices such that it will be possible to change a car’s functionality in a matter of months, rather than years.

Hyperloop Innovation requires an open mind, so Dr Alan James’s presentation on his company’s hyperloop proposal was one that should not be immediately dismissed. Alan described this as the first new mode of transportation since the Wright Brothers. The concept is a pod, driven by a linear induction motor in a vacuum tube, that can travel between cities at 760 mph.

(Above) Break-out workshops were popular.

(Left) The editor checks out one of the exhibition displays.

His presentation focused on Hyperloop’s benefits without addressing some of the obvious practical issues, such as expansion forces in a 300-mile long tube and switching between tubes. Alan advised that the air in the pod would be compressed from the surrounding atmosphere, as an aeroplane does at an altitude of 36,000 feet where the air pressure is 0.23 bar. However, as there isn’t any air around the pod, which operates in a vacuum of 0.001 bar, it’s not clear how passengers breathe.

Alan stated that Hyperloop has 250 engineers and that a full-scale proof-of-concept test will take place later this year. He added that there was significant worldwide interest and was confident that Hyperloop would have an operational freight service by 2020, and a passenger service by 2021.

Spoilt for choice As well as the presentations, there were exhibition stands for universities, innovation bodies and RIA member companies, one-to-one surgeries, drop in table sessions, and interactive workshop sessions. Surgeries gave advice on funding, product acceptance and tax relief for research work.

The table sessions also offered advice in small group sessions and offered demonstrations of particular products whilst the workshops included a digital railway ‘Dragon’s Den’, Network Rail’s challenge statements and UKRRIN’s role to promote university and industry collaboration.

There was a buzz about the conference as everyone decided what to do in between the presentations. It is no exaggeration to say that delegates were all spoilt for choice.

By running this conference and its associated Unlocking Innovation workshops, RIA is to be congratulated for providing such an essential service to the industry. Moreover, the smooth running of such a complex conference was no mean feat.

The presentations inspired and informed, whilst the interactive sessions offered advice and support.

In addition, with the networking opportunities to create innovation partnerships, it is quite likely that more than a few innovations were born at the conference.

No doubt, RIA’s conference will be even bigger and better in 2018. Before then, however, we should think of a new title!

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Rail Engineer • May 2017

INNOVATION

STUART MARSH

Good

B

Vibrations

eing a magazine writer can be a noisy occupation sometimes, and ear defenders don’t seem to help a great deal. As a far greater author once said, it’s the sound of those deadlines whooshing past!

But then, railway engineering isn’t exactly known for being quiet either. That’s not to say, of course, that noise can’t be useful. On the contrary, the sound of working machinery can be highly complex and subtleties hidden within it can provide a great deal of useful information.

An Australian company, Track IQ, part of Wabtec Control Systems Pty Ltd (formally Trackside Intelligence Pty Ltd), has applied acoustic technology, together with some rather clever computer algorithms, to create a system that is delivering great benefits to the global rail industry.

Wheelsets and their axle journal bearings are expensive ‘consumables’ on rail vehicles.

Employing preventative maintenance regimes that make use of time or mileage drivers for the replacement for items that aren’t necessarily broken is wasteful and expensive. The objective, of course, is to avoid failures in service, which can be highly disruptive and costly through performance penalties or major incident repairs.

Axle journal bearings might typically have an L10 life expectancy (the life that 90 per cent of the bearings can be expected to reach or exceed) of 1.5-1.8 million miles, but the default maintenance measure is to replace them at half that mileage. The graph of failure vs. mileage is not linear so, at half L10, a failure rate of 3.6 per cent might be expected.

While early swap-out improves availability, it does not eliminate failures entirely. Bearings have a hard life and external factors such as wheel faults (flats, out-of-round, tread spalling), and damper failures can shorten their lives in unpredictable ways.

Moving towards bogie maintenance interventions based upon condition monitoring and trend monitoring makes much greater economic sense. However, the ability and confidence to safely extend maintenance and overhaul periodicities requires the gathering of accurate empirical information on wear rates and fault progression.

Analysing the acoustics produced by bearings enables the very early detection of defects and the trending of deterioration. Acoustic monitoring can be used without having to take the vehicles out of service and it allows bearing faults to be detected and monitored months, or even years, in advance of intervention.

Acoustic signature Track IQ’s system, known as Rail Bearing Acoustic Monitoring (RailBAM®), measures the acoustic signature of wheel bearings as they pass trackside (wayside-mounted) microphone arrays. The acoustic signatures can be attributed to specific wheelsets by means of Automatic Vehicle Identification, making use of ISO/IEC 18000 (RFID - radio-frequency identification) tagging or similar such systems.

A RailBAM installation at Skatval, Norway.

Rail Engineer • May 2017

From the moment the system is operational, bearing data and defects are reported. Over a short period of time, the acoustic characteristics of every bearing operating on a route can be trended and reported upon where RFID is employed. The nature of the acoustic signature is dependent upon the bearing type and size and varies with the speed of the vehicle and the direction in which it is running.

Defects, such as roller or ring surface spalls, water etching and brinelling, cause structural responses of the bearing components, which radiate sound in a uniquely characteristic manner. Frequencies of distress are derived for the various bearings passing the sites and are stored in the system’s database.

The detected bearing signatures are compared to the fault frequencies and are then trended over multiple pass-bys. Even minute bearing defects can be detected and, because each bearing failure mode produces a different telltale acoustic signature, the exact nature of those faults can be determined. Customers receive this information daily via an email alert or they can access the system real-time to view live train data.

As each wheel passes the RailBAM equipment, its diameter and speed of travel is determined using optical technology. Complex computer processing of the acoustic signature takes account of the wheel rotational speed. Even changes in rpm due to braking or acceleration can be accounted for. The result is that defects can be accurately identified and assessed at any train speed between 20mph and 85mph.

Predicting the life expectancies of each and every bogie in a fleet can allow maintenance intervention to be precisely tailored. Because frequent readings are taken, the detection of a bearing/wheelset fault that is running away to failure will raise an alert, allowing the defect to be remedied during the next scheduled maintenance exam, without the need for reactive measures. A truly predictive maintenance regime allows facilities, material and resources to be pre-allocated in order to rectify defects without impacting on asset availability or reliability during revenue service.

Initially trialled at Earlswood on the Brighton main line in 2007, the first permanent European RailBAM site was installed two years later at Swaythling near Southampton. This site is still in use and provides coverage, principally, of the Siemens Desiro fleet of Class 444 and Class 450, operating with South West Trains, as well as the Bombardier Voyager and Super Voyage Class 220 and Class 221 operating on the CrossCountry route.

The deployment of RailBAM on Wessex was later expanded to include a site in Mortlake.

Installed and operated directly by South West Trains, the Mortlake site monitors its Class 458 and Class 455 fleets.

Mileage extension The use of RailBAM has been instrumental in a programme undertaken by GWR to extend the mileage of its HST Mk3 coach wheel bearings. GWR operates a fleet of 119 Class 43 locomotives and 464 Mk3 coaches. Coach bogie overhaul periodicity was 750,000 miles, whereas the wheelsets were limited to 600,000 miles because of axle journal bearing life. Whilst technical changes were made to the bearing configuration to improve bearing life, the 600,000 mile limitation remained.

The RailBAM system installed at Kensal Green in 2013 monitors traffic into and out of Paddington Station and has been used both to monitor current bearing performance and to mitigate the risk of Mk3 coach bearing failure in service. It has enabled a risk-based assessment of detected faults to challenge the 600,000 mile wheelset overhaul periodicity and align it with the bogie overhauls.

In 2016, the RailBAM system correctly identified the very early onset of defects in nineteen bearings that were removed from service for analysis. Since the introduction of RailBAM, the fleet has had no positive hot axle box detection (HABD) alerts. As well as significantly reducing maintenance costs, this has reduced service delays and it means that train staff no longer have to be placed in a position of danger to diagnose hot bearings track-side.

Irish success There’s a similar story in Ireland. The Iarnród Éireann Hyundai Rotem 22000 Class ‘Intercity Railcar’ DMU fleet had an expected axle bearing life of three million kilometres (1.9 million miles), but was suffering premature failures after about one million kilometres.

Apart from the commercial impact of much lower than expected bearing life, this had also raised a significant fleet safety concern. These deteriorating components were not detected by the lineside HABD network although, during 2015, it was reported that a total of 48 HABD alarms were generated for all train fleets on the network. All of these proved to be false alarms and were highly disruptive to operations.

Three RailBAM systems were installed during 2015, together with three Wheel Condition Monitoring (WCM) systems (of which more below) and these provide coverage of the entire operational rolling-stock fleet. Since November Class 158 passes a RailBAM monitor at Swaything.

INNOVATION

Kensal Green.

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INNOVATION

2015, there have been six axle-bearing alarms generated by the RailBAM system for the Hyundai Rotem fleet, which prompted the removal from service and replacement of the identified axle bearings. In all cases, the bearings were found to be defective and had been detected weeks or months ahead of the bearing progressing to complete failure.

IE now has much greater confidence in its fleet operations as a result, and the system provides welcome additional safety containment while the root cause of the bearing failures is addressed. WCM is now being used to plan wheel turning and consideration is being given to drive bogie overhaul plans using RailBAM data.

Developments Track IQ was acquired by Wabtec Corporation in October 2015. This has been a highly positive move for both companies, giving Track IQ greater access to new markets and Wabtec a diversification into the data services sector and an important segment of the wayside condition monitoring market.

In recent years, the RailBAM system has undergone significant technical improvements. Miniaturisation and full digitisation of the processing equipment means that the size and weight of the trackside equipment has been greatly reduced. Importantly, an ‘Inboard’ version has been developed, which has the microphone arrays clamped to the sleepers within the four-foot. This application is designed to monitor inboard axle journal bearings, final drive units and even gearboxes. It has been made possible by the use of digital microphones that can withstand diverse environments and can cope with a much greater amplitude range than previously. The new microphone arrays are smaller, more rugged and can withstand the high noise levels generated by engines and slipstream turbulence, whilst still being able to detect that all-important subtle signature of a bearing in distress.

WCM Often deployed alongside RailBAM is Track IQ’s Wheel Condition Monitor (WCM®) system. Solid-state sensors are clamped to the rails and are used to measure the rail deflection and vibration as wheelsets pass. Defects such as wheel flats, spalling and out-of-roundness are automatically assessed.

The WCM is a hybrid system using both accelerometers and strain gauges to give 100 per cent wheel surface coverage and to resolve multiple defects on a wheel. This system also measures the loading of wheelsets and alerts can be raised for vehicle end-to-end load imbalances, side-to-side imbalances and even diagonal imbalances across vehicles and bogies. Such problems might occur because of unequal loading, or suspension failures. All measurements are taken at line speed.

Mortlake.

RailBAM IB - inboard acoustic array.

Disproportionate RailBAM has so far been deployed in the UK at just three locations: Swaythling, Mortlake and Kensal Green since 2009 - Swaythling being the first permanent RailBAM site in Europe and the first dedicated to passenger rolling stock. WCM systems were later installed alongside RailBAM at Swaythling and Mortlake in 2012.

The safety and economic benefits are readily apparent, so this begs a question as to why has there been such a slow uptake in the UK. It’s a different story in Ireland and elsewhere in Europe, where RailBAM and WCM have been adopted more widely and quickly.

In the UK, we like to talk a lot about the need to adopt new technology within the rail industry, but we don’t seem very good at actually doing it.

Perhaps there should be a better means of incentivising the adoption of new equipment. In the UK, a Network Rail sponsor is required in order to introduce new technology onto the infrastructure and gain Product Acceptance. This applies even if the technology has proven usage elsewhere. At the same time, Group Standards leave little room for innovation. In the UK, such legislation is written around the use of HABD and onboard monitoring.

Some European countries have a more open approach. In France or Germany, for example, if new equipment doesn’t introduce new risks and cannot fail in a way that will adversely affect the existing infrastructure, such as the integrity of the track or signalling, it is deemed to be ‘off rail’ equipment and is not subject to the full suite of legislation that would otherwise apply.

Potential Nicholas Kay is business development manager, Europe for Track IQ and he’s passionate about safety and maintenance cost reduction. He asks a rhetorical question: “Has the benchmark of ALARP (as low as reasonably practicable) been redefined by using acoustic wayside monitoring?” He expands on this by saying: “The rail industry is, to some degree, complacent, accepting of a traditional bearing maintenance regime at half-L10 life. The introduction of predictive monitoring systems should allow us to revisit past assumptions.”

In other words, he is advocating a move away from prescriptive maintenance towards safer and more economical predictive maintenance techniques, working smarter, not harder.

Nicholas is highly upbeat about the take-up of RailBAM, irrespective of the potential UK market. So he should be, with strong uptake in France and Norway in recent years, plus strong growth in the domestic Heavy Haul market in Australia, as well as volume sales (over 40 systems) in China and (over 20 systems) in India. The future is looking positive for Track IQ. The RailBAM site at Kensal Green sees over 200 trains per day into and out of Paddington. It is the busiest RailBAM system Track IQ support across the 14 countries on six continents where systems currently reside. The three UK sites are monitoring collectively over 74,000 tagged bearings. Other bearings pass by the systems and are monitored but are not on tagged vehicles. This means they are not reported to owners, operators or maintainers, which could be considered wasted data, or potentially even a safety risk. To date, the three UK sites have seen well over 46,000,000 bearing pass-bys since starting operation.

After a slow start, it seems highly likely that acoustic bearing monitoring will become more widely deployed within the UK and Europe. Certainly, as we have seen, it is justified in terms of cost benefits and increased safety. Clearly, this is something that the UK rail industry should be making more of a noise about.

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Rail Engineer • May 2017

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Rail Engineer • May 2017

l o r t n o C r e d n All u “A

t around 17:50 on Monday 20 March, six loaded wagons of an eastbound freight train became derailed as the train passed over East Somerset Junction, between Castle Cary and Frome, while travelling at about 20mph (32 km/h). The train, the 17:05 service from Merehead to Acton yard, was joining the up Westbury line from the Merehead single branch line.

“There were no injuries. The accident resulted in substantial damage to the railway infrastructure; around 100 metres of track including two sets of switches and crossings were destroyed. Train services between London Paddington and the West Country were diverted via Swindon while the wagons were recovered and track repairs took place over the following four days.”

These are the necessarily stark and clinical words at the start of a recent industry brief by the RAIB (Railway Accident Investigation Branch).

The words say it all. A train came off the line, caused considerable damage and the line was eventually reopened four days later.

Relatively straightforward incident Here at the Rail Engineer magazine we have covered several mishaps in the past. Mostly we have concentrated on the engineering needed to put things right - and sometimes the engineering that caused the initial problem in the first place!

This time we’re taking a somewhat different approach. This was, after all, a relatively straightforward incident - albeit reasonably spectacular.

We’re going to look at how the incident was managed from a railway operating point of view, rather than the detail of the remedial works.

Why? Well, we feel it’s useful for engineers to understand what is going on in the background, when sometimes it may seem that attention is on other things.

So, follow us now through the events of Monday 20 March and get a feel of how the railway, as a whole, dealt with the aftermath of the derailment of 7Z15.

The alarm Neil Latham is the acting senior incident officer working for Network Rail, based at Swindon.

Network Rail has three levels of incident command - gold, silver and bronze. Neil carries out the duties of a gold command officer, taking on strategic overviews of major incidents.

At almost 6 o’clock on the Monday evening, he was just putting on his coat ready to go off duty when an alarm rang in the control room.

“Think of the alarm that they set off in Star Trek. That’s the sound it makes,” he described it.

This alarm goes off when a driver’s emergency button in a loco cab is hit. There is a direct line between the driver and the nearest signalbox with the conversation relayed over loudspeaker to the Swindon control room.

The alarm got everyone’s attention. They listened to the words of the driver who explained that his train was derailed at East Somerset junction, that several wagons were involved and that all lines were blocked.

Neil took his coat off. Going home would have to wait.

An abrupt and unplanned halt East Somerset junction lies between Frome and Castle Cary on the main line between Reading and

GRAHAME TAYLOR

Exeter. It is the junction between a single line leading to a quarry at Merehead that supplies a wide range of aggregates to the building industry.

It’s known locally as Witham, being close to the village of Witham Friary. To non-locals the media especially - it is known as Castle Cary (which is eight miles away!).

The train in question was bound for Acton yard in west London and was hauling around 3,800 tonnes of aggregate, shale, rock ballast and sand. As it travelled onto the main line it came to an abrupt and unplanned halt. The driver applied more power but nothing happened. The brakes came on.

Looking out of his cab window, all he could see initially behind him was a cloud of dust.

As this settled it was obvious that the middle part of the train was on the floor.

The signaller placed all signals in the area at danger, although damage to signalling equipment by the derailment had already caused signals to go to red.

In the control room, the controllers set about dealing with an incident that they could tell from just a few words was certainly not going to be cleared up in 20 minutes.

Rail Engineer • May 2017

Training kicks in Network Rail carries out regular practices of train disruptions, and Neil emphasised that managing an incident is much more about considering the railway in the future rather than looking backwards at the incident itself and the causes of the incident.

The incident has happened. That’s the end of the matter. Why it happened is for others to worry about.

“If you get involved in analysing causes in the first few minutes or hours, then the effective management of the railway as a whole becomes distorted and very difficult,” he commented.

The track circuit diagrams are mimicked in the Swindon control room and so it was possible to see what the signaller could see. The diagrams were quickly photographed and, from those images, the controllers could understand which routes in the area were blocked and which were available. With information gathered from other boxes, it was possible to tell whether there were any trains trapped and whether there were trains that could become trapped. These latter were diverted and diversionary routes planned for any following trains.

It is the role of the controllers to sort out vital details such as driver route knowledge, platforming, stabling, stock availability and all the minutia any one of which could prove to be a showstopper.

In the meantime, the trapped trains had to be drawn back to stations where passengers could be disembarked and transferred to road transport.

Setting all this up has to start straightaway, as does the briefing of all parties involved.

These included the RAIB, the freight operator, the passenger train operator, the DfT and the infrastructure maintainer. The Network Rail’s breakdown crane was mobilised.

No rushing off to site There was intense activity, but none of it involved a mass exodus to site. As Neil emphasised, there was absolutely no point. The site would have been quarantined and, with several hundred tonnes of steelwork sat firmly on the floor, nothing was going to move and nothing could be moved until a detailed recovery plan was set up.

Around 45 minutes after the incident 45 minutes that passed pretty quickly - a conference call was set up with those involved in the medium and long-term management of the incident.

During this conference, the appropriate command structure was confirmed and the aims and objectives of the operation defined.

Very early on, it was appreciated that the coming weekend involved some very extensive engineering work in the area which, in turn, required a diversionary route over the site of the derailment. This defined the timescales for the recovery and reinstatement work.

A basic railway was needed by 22:00 on the Friday. If this deadline was missed then there was a real risk that the engineering work could be disrupted or cancelled.

Again, the natural instinct of people to go and help had to be curbed. With the short-term measures already being planned, it was far more useful to set up rotas and send everyone home so that they could arrive on site when there was something to do and to ensure fresh cover through the incident.

Through the night, controllers worked on the temporary timetable that would operate over the next 48 hours.

In the morning, the RAIB arrived and began its investigations. A small team from Network Rail was allowed access so that an inventory could be made of the damage. This enabled a first ‘stab’ to be made at sourcing materials and other resources that would be needed. It was not a detailed survey, but enough to make at least an upper-bound evaluation of what had to be replaced.

Wagon recovery plans The wagon recovery team was also allowed to view the wagons so that an outline recovery plan could be put together. There are two basic options available. Either a wagon can be rerailed with its own or with temporary bogies, or it can be purchased from the owner and cut up either in-situ or having been placed on adjacent land.

Each vehicle had its own bespoke recovery scheme. With the Friday deadline in mind, the method of recovery for each wagon was determined by the time that it would take.

39

“In the end,” Neil recalled, “all of the wagons were railed out despite some of them looking a bit hopeless.”

As the wagon recovery timescale became clearer, the track and signalling engineers were able to plan their operations working back from the 22:00 Friday deadline.

The last wagon was dispatched on Thursday morning. Track reconstruction took place from Thursday afternoon and all through Friday.

Access was not an issue as there is an existing road close to site. There was no need to put in temporary access over farmland, although the farmer did benefit from acquiring all the spoil!

Some track materials were on hand locally, and one of Network Rail’s main hub depots was not far away, at Westbury, and it had everything else that was needed.

“By the Friday deadline we had got 50 per cent of the railway back with full signalling restored.

Of the two lines that come on to the main line, we had replaced one and abandoned the other one until a later date.

“Passenger services were pretty much unaffected, apart from a temporary speed restriction which caused only minimal delay.”

The planned engineering works at the weekend were able to go ahead with the diversionary routes fully available.

In those minutes immediately after 17:50 on the Monday, not only had a strategy to maintain the weekend work been formulated, a functioning railway system had been set up around the incident site.

The railway can never just stop. There are people and freight that need to keep moving and it takes the calm practiced expertise of the controllers and the incident officers to ensure that they do.

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RoadRail Cranes Rail Engineer â&#x20AC;˘ May 2017

CHRIS PARKER

R

oad Rail Cranes is a new company by the standards of the rail industry, having been formed as recently as January 2013 by its three founders, joint managing directors Steve Williams and Ian Cross, and finance director Derek Hook.

Rail Engineer was invited to attend the openings of the company's new test track and training centre at its Wrexham depot, where, together with some distinguished guests, we learned more about this go-ahead company's history and capabilities. Those fellow guests included Ken Skates, Cabinet Secretary for Economy & Infrastructure in the Welsh Government, the Honourable Ian Lucas, MP for Wrexham, and Andy Thomas, Network Rail route director, Wales.

Pontypridd Station lift shaft installation.

Rail Engineer â&#x20AC;˘ May 2017

41

First steps Ian Cross and Derek Hook credit Steve with the original idea that is the basis of the business, the conversion of rough terrain cranes into road/ rail vehicles capable of working equally safely and effectively on rail or road. Steve had both rail and crane operation experience and saw the potential benefits of this.

As with many a great idea, Steve found that everyone told him that his just could not be implemented. Whilst he and his fellow founders continued earning their living in the crane hire field, Steve carried on working on solutions to the perceived barriers, developing answers over a number of years.

Steve had known Ian and Derek for a good while and was able to persuade them to join him, to the extent that they were willing to bet their life savings on the proposal. Derek had experience of negotiations with banks to obtain the kind of hefty finance required to purchase cranes and other large items of capital plant.

With his contacts, and expertise as well as the engineering and operational knowledge of Steve and Ian, they were able to negotiate the necessary loan to cover the purchase of the first crane and its conversion to road/rail capability.

The crane was acquired in February 2013 and was employed on the company's first job in September the same year, working for Birse at Cardiff on signal gantry erection for Network Rail.

Gantry installation Cardiff.

Resignalling - Bristol.

Recent developments From there the company has grown such that they now have around 60 full time staff, working out of two depots, the one Rail Engineer visited in Wrexham and another in Bristol. It has recently created the training centre and test track at the Wrexham site, and has appointed two new directors and a training manager to support the ongoing development of the business. The new directors are Andy Johnson and Royston Robins, respectively rail operations director and crane operations director.

Andy came to RRC from a rail industry background, whilst Royston had worked in the crane industry with Ian and Steve for many years.

The company has recently formed a subsidiary called RRC Crane Hire Ltd, the mobile crane division which specialises in Spierings axle tower cranes as well as having a range of other mobile cranes including Demag AC1OOs. Ross Kirkpatrick, who has extensive experience in the field, has lately joined the team to be the director of this division.

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Rail Engineer • May 2017

River Chor aqueduct.

RRC has a long list of key clients, including names such as Network Rail, AMCO, Siemens, Alstom, Amey, Carillion, Balfour Beatty, Atkins and Story. Whilst most of its rail work has been on the GWR, the geographical coverage is wide, including not only Cardiff, Reading and Paddington, but London Bridge, Shenfield, Watford, Dover and Chorley. The weekend immediately following Rail Engineer's visit, the company was to undertake its first operations in Scotland.

Perfect performance The reasons for this success are related to the company' s performance on its contracts.

Andy Thomas said: "They are one of the most reliable suppliers of plant we have on track."

The company's safety and performance record since it began operation is exemplary, with no injury or damage incidents, no breakdowns of plant causing an over-run nor any necessitating a machine to be recovered/towed off site. It has a clean sheet on run-throughs as well, with no points run-through by any of its machines.

The directors say that this has been achieved, first and foremost, by recruiting and employing the right people on the right conditions, then trusting them to perform by delegating appropriate responsibilities to them as they prove capable.

Good team members are supported by good training, a commitment recently emphasised by the new training centre at Wrexham. RRC can now carry out its own PTS training and recertification in addition to specialist training related to its business.

Machine maintenance is undertaken at RRC's workshops at Wrexham and Bristol by the company's own fitters. Major maintenance is

done at the Wrexham HQ. The new test track supports both the training of team members and the testing of plant. At 100 metres long, with a section canted at 160mm, and having a simulated access point for on/off tracking machines, this new resource is going to be a significant asset for maintenance and training purposes.

RRC has its own fleet of low-loaders able to transport cranes and other plant quickly and reliably. They also have a fleet of fitters' vans fully equipped to support site works.

'RRC always has a director/manager on call whenever work is pending or in progress.

Company policy is that no job will be cancelled or terminated early by RRC without the involvement of the on call director/manager, who will be available for consultation if any significant issue should arise.

The company offers the following standard services and resources:

»» Site survey/lift plan/contract lifting; »» machine controller/craneoperator/crane lift supervisor; »» Outrigger mats and standard lifting accessories; »» Duplex communications and two-way radios; »» Spill kits; »» Safety harnesses/inertia reels; »» Fitters with fully equipped vans.

Contract lifting services are available complying with BS7121 "Safe Use of Cranes". These services can include everything from an 'appointed person' to road closures and traffic management.

Ken Skates, Ian Lucas and Andy Thomas, the distinguished visitors invited to formally open the new test track, were clearly impressed with this successful new company on their territory, and delighted to be involved in the opening of the new facility. They toured the site and took great interest in the people and the machines that were present for them to meet.

Ian Cross, Steve Williams, Ian Lucas, Andy Thomas, Ken Skates, Derek Hook.

PADDINGTON STATION, LONDON CHRISTMAS 2016

ROADRAILCRANES.COM T 01978 852254 E INFO@ROADRAILCRANES.COM

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Rail Engineer • May 2017

Improving Glasgow Subway’s tunnels

A

t over 120 years old, Glasgow’s ‘Clockwork Orange’ Subway tunnel system is the third oldest underground urban railway still in operation throughout the world. Originally powered by a ‘clutch and cable

system and driven by steam-powered plant between West Street and Shields Road stations, the whole system was first updated to electric power in 1933 and then the line was electrified in 1935. With rolling stock converted to electric traction, journey times were reduced and the comfort of passengers enhanced.

In comparison with other underground networks, Glasgow’s underground has a small tunnel bore - only 3.4 metres in diameter in most locations. Because of this, the scale of the track gauge is equally small at only 1,220mm (four feet).

There are also significant gradients as a legacy of the cable hauled system is that the stations are on a hump to aid deceleration and acceleration. Four types of tunnel lining construction have been used: Brick/Concrete Horseshoe, Cast Iron, Brick/Concrete Circular, and Brick Circular. Much of the tunnel’s lining is located underneath the water table and housed within a variety of different ground conditions - including clay, silt and rock.

Need for improvement With passenger numbers swelling to over 13 million a year, a schedule of works was outlined in 2015 to mitigate any impact from the varied surrounding geological conditions.

As part of a £19.5 million tunnel lining improvement project, Strathclyde Partnership for Transport (SPT) approached specialist civil engineer Freyssinet to survey the tunnels and conduct a series of works to futureproof the service as the city’s principal method of transport.

The project called for upgrading the tunnel lining by grout void filling and lining repairs on a scale not previously seen on the network.

One of the key factors of managing the network is the need to control water, and there is plenty of that beneath the streets of Glasgow!

Ingress of water can affect signalling equipment, damage brickwork and corrode steel if it is not managed. Water ingress has many likely sources, but remains most common from burst water mains or underground water courses.

As a result, Freyssinet not only had to control water, it also had to ensure that SPT could continue to use the network for normal service operations. This meant that all enhancement and remedial works would be carried out at night when the network was closed.

Given its expertise in specialist grouting solutions, and experience as a legacy supplier to previous SPT grouting projects, Freyssinet and SPT turned to Tarmac’s Pozament team to supply the materials - Pozament SPA4 grout along with amended SPP2X grout for flowing water. These two products truly excel in these

Rail Engineer • May 2017 demanding conditions, providing the solution both Freyssinet and SPT were looking for.

Pozament was initially commissioned to supply 2,600 tonnes of specialist set accelerated tunnelling grout SPA4 from January 2016 to March 2017, delivering between one and two loads a week. The grout was to be installed during the night closures, between the hours of 00:00 and 04:00 each day, so as to allow the grout to cure ahead of the 06:00 line re-opening and to avoid disruption to the travelling public.

Change of plan SPT’s original intention had been to upgrade the Subway without any closures. However, this was not possible for the renewal of the subway access ramps to the depot and its turnout chambers. Hence the entire underground network was shut down in July 2016 which provided an opportunity for 24/7 access to the line. As a result, Freyssinet approached Pozament to supply 12 months’ worth of material in the 31day window.

Whilst supplying the 1,000 tonnes of grout required for July proved straightforward, there were several logistical issues to overcome. There are no storage facilities available within the underground network, so

all equipment and materials have to be loaded in and out of the network at the start and end of every shift.

From January to June 2016, to accommodate the limited working conditions, sacks of product were manually loaded on to small pallets and hoisted down the station’s fire escape staircase. However, the increased product supply for July would require much more space and man-power than was available.

Senior Freyssinet project manager Christophe Zapirain and his team overcame this hurdle by commissioning the design,

manufacture and installation of a bespoke conveyor system fixed to the soffit of the station’s emergency staircase. The conveyor loading frame is fixed to a trackway which takes the load contained within a lifting stillage, allowing operatives to guide the load both in and out of the station platform area. This not only increased productivity but also reduced unnecessary manual handing.

Additionally, the design and manufacture of bespoke access ladders off station platforms to track level has provided safe access and ingress for operatives.

45

46

Rail Engineer â&#x20AC;˘ May 2017

The Pozament team came up with a packaging solution and redesigned its pallet size to enable whole pallets to be hoisted down the fire escape staircases without prior unloading.

This led to significantly faster installation times, keeping the project on track and allowing workers to cope with the extra volumes of material going through the station.

Freyssinet also commissioned a bespoke track-mounted heavy-duty working platform for use within tunnel sections. This was specially designed and fabricated to enable remote drilling, another innovation developed by the team. Using the drilling rig also avoided a significant issue on construction sites, that of hand-arm vibration.

With Freyssinet massively upscaling its workforce to 30 grouting teams, Pozament supplied on-thejob training to ensure all workers were fully familiar with the product and its application requirements. As such, all planned work was able to be completed on time by the end of July, at no inconvenience to SPT.

Despite the significant unforeseen scheduling changes, Pozament successfully met the high volume product requirements and helped ensure there was a quick turnaround, fully utilising the rare opportunity that the month-long closure provided.

Christophe Zapirain commented: â&#x20AC;&#x153;The Pozament team, throughout the project, has been very proactive to assist our teams on site and meet our supplying requirements. The tunnel

closure was challenging in all aspects and the Pozament team played a key role in delivering the significant amount of grout materials in a very short time window.â&#x20AC;?

The project is now nearing completion, with the final stages being undertaken to rehabilitate the tunnel lining.

Thanks to John Kennils of Freyssinet and Alex Wright of Tarmac Pozament for their assistance in preparing this article.

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Rail Engineer • May 2017

MALCOLM DOBELL

Trains That Fit The Gauging Dilemma

A

s a retired London Underground rolling stock engineer, gauging has been part of my life for nearly 50 years. To say that a tube train in a tube tunnel is a tight fit is something of an understatement. With small Victorian tunnels and tall twenty-first century customers, the general requirement - expressed in non-technical language - is to provide trains that are as big as can be got away with!

In times past, the civil engineer would define a structure gauge. Tunnels, structures, fixtures and fittings would all be outside this gauge. The rolling stock engineer would design a vehicle that would be inside the structure gauge based on defined clearances, suspension movements, sways and throws. In general, the completed vehicle would be deemed compliant if it could pass through this defined load gauge. Freight wagons would usually be required to pass through a load gauge before starting a laden journey.

The method for checking the structure gauge, at least on the tube network, was to use gauging vehicles. These had known and controlled suspension movements and were equipped with wooden templates representing the load gauge. Metal ‘fingers’ were fitted to the templates; the outside profile of the fingers more or less represented the structure gauge. As a rule of thumb, if a finger only touched dirt on the tunnel surface it was OK, if a finger got bent, there was an infringement and if the wooden template was broken there was a serious infringement!

PHOTO: ANDREW HA

G663 Structure Gauging Car at West Ruislip Depot (1979).

In the late 1980s, so-called kinematic gauging was introduced.

Mathematical models of the proposed vehicle were built which could demonstrate the maximum movements of the vehicles at any given location on the railway. This technique allowed clearances to be considered, location by location with the aim of allowing vehicles to be a little bigger.

Today, much more accurate measuring techniques are available using lasers, which can produce very accurate 3-D models of the infrastructure.

In general, it is good to ensure the maximum possible clearance between trains and infrastructure. The key exception is, of course, at platforms where it is important to keep the gap as small as possible consistent with not hitting the platform. Both general gauging and the platform-train interface are covered in this article which is based on a recent lecture at the Institution of Mechanical Engineers Railway Division.

General gauging Whatever the organisation of the railway or its project teams, the vehicle and the infrastructure over which the vehicle has to operate have to be considered as a system. After a difficult time following privatisation, when Railtrack had no detailed or consistent information about its structure gauges across the railway, the Vehicle/Structure System Interface Committee (V/S SIC) cross-industry group was created with the aim of improving safety and of making best use of the limited space and load limits afforded by historic infrastructure.

As is well known, the UK’s railways were developed by Victorian entrepreneurs, and every one was different. Their engineers each had their own approach to the gauge and all were smaller than would be desirable today.

For many types of vehicle, a go-anywhere gauge clearance is desired to deliver flexible operation or to standardise manufacture. The C1 gauge was an early attempt to do this and many thousands of mark1 coaches were

Rail Engineer • May 2017

49

PHOTO: ECCLESBOURNE VALLEY RAILWAY

A typical Mk 1 coach. built to this gauge, although it was subsequently discovered that they were not as ‘go-anywhere’ as had been thought.

Since its formation, Network Rail has been busy developing the National Gauging Database (NGD), currently hosted and maintained by Balfour Beatty. It is a major step forward to know how much or how little space there is to accommodate trains, but the big challenge is to develop standard vehicle gauges to ensure they fit at least the vast majority of routes. Before getting too far into this work, it’s worth a reminder of the current process.

Today’s gauging process As stated earlier, a healthy clearance between the train and the infrastructure is good, except at platforms. Allowing for tolerances in measurement and track wear and tear, the infrastructure is fixed, but trains move around on the track on their suspension, they might possibly tilt, and have centre and end throw as they travel around curves. Thus, it is usually true that a) the space occupied by a train as it travels down the track is bigger than the static profile of the train, and b) a train takes more space on curved than on straight track. This is usually demonstrated at the design stage using the absolute gauging method.

A refinement of the gauging process is where the clearance software run is made using knowledge of the likely vehicle movements in response to track geometry along the route, often derived from dynamic modelling simulation tools such as Vampire. This is known as absolute or sometimes dynamic gauging. It can take into account, for example, that modelled sway on straight track is usually smaller than credible worst case maximum sway.

This technique can allow an increase of vehicle size and has often been used to clear freight trains required to carry standard tall containers. It is also allowing vehicles that are nominally too large to be successfully cascaded. An example is the Class 165, 166 DMUs which were built to take advantage of the more generous Chiltern and Great Western Railway gauge.

The vehicle cross section and geometry, with knowledge of suspension movements, surveyed track/infrastructure data and vehicle movement due to cant calculations, are input into a software system, such as ClearRoute, which then computes the clearances along the route. Where an effort has been made to maximise the vehicle size, the output will show numerous infringements of the required clear space (safety margin) and, probably, some places where the vehicle is predicted to collide with the infrastructure.

Taken together these are exceedances. Experts examine these exceedances and judge whether there is a problem in practice. For example, where the vehicle movement at a particular location might be insufficient to provoke the maximum dynamic movement. Through this process, the majority of the exceedances are cleared.

For those remaining, options include: »» Adjusting the infrastructure - with capital cost implications; »» Setting more onerous maintenance limits - with whole life cost implications; »» Imposing a speed restriction - with a whole life service performance impact; »» Limiting suspension travel - possibly harming the vehicle ride quality everywhere; »» Reducing the size of the vehicle - with possible impact on space available for passengers or freight load constraints.

Clearly the first three are location specific, whereas the last two could help to resolve a number of exceedances. Resolution of these will require close co-operation between the infrastructure owner and the train operator/ supplier. As a rule of thumb, one would expect that, for example, platform nosing stones would be adjusted, whereas boring out a long tunnel is unlikely to be affordable.

Standard gauges The absolute gauging process described above is effective, but is a significant piece of work if a national route availability is required and traditional static standard gauges do not make effective use of available space. As gauging is generally carried out during the design, development and construction of trains, all parties look to reduce uncertainty and cost whilst increasing size and capacity.

Early projects to simplify the gauging process whilst increasing capacity were commissioned by RSSB as Research Projects ‘T977 - Development of a Lower Sector Vehicle Gauge’ and ‘T978 - Development of New Suburban Passenger Vehicle Standard Gauge’. During this work, V/S SIC began to develop a suite of ‘dynamic passenger gauges’ which combine the best of absolute and static gauging to produce a set of dynamic go-anywhere passenger gauges that adjust for cant deficiency. This provides a simplified method, but using dynamic movements which makes effective use of the available space.

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Rail Engineer • May 2017

Two gauges have been developed - PG1, for 20 metre vehicles, and PG2, for 23 metre vehicles.

There is also a gauge for 26 metre vehicles being developed to cover such trains as the Inter-City Express. They were developed using the Kinematic Envelope Template Technique (KETT) process.

Simply, KETT starts with a template vehicle and modeled movements but with a rectangular cross section that is unfeasibly large (akin to a large theoretical polystyrene block). The vehicle is then run through software taking into account throw and dynamic movements with slices being taken of the rectangular profile as obstructions are encountered, based on ‘no clearance’ and maintaining symmetry. The location and reason for each ‘slice’ is recorded. (see below)

Exception structures in the London area.

Eventually a profile that will fit is developed with a list of restrictions. These are codified as follows: »» Anomaly: There is probably data that needs to be corrected (for example a bush has been included in structure data) and should not be used to define the gauge; »» Tight: There are tight clearances that could be resolved during maintenance or renewal and they should not be used to define the gauge; »» Restrictive: Tight clearances that are unlikely to be resolved without major work, or are exception structures (those that will not be corrected for exceptional reasons such as vast cost and/or the obstruction being a national monument). These should be used to define the gauge.

PG1 and PG2 are dynamic gauges with the following properties: »» They are go-anywhere with a number of exception structures (see below); »» The gauges increase in size with cant deficiency (CD) or cant excess (CE); »» They are based upon a typical vehicle suspension characteristic, but one which is particularly soft below 50mm cant to allow for anticipated innovation in suspension design; »» They will not vary with speed, except in so far as this affects cant deficiency.

Vehicle profiles built to this gauge must be within the PG1 or PG2 gauge including: »» Projections from the vehicle such as CCTV camera housings; »» Wheel/rail clearance; »» All allowances and tolerances (such as

suspension setup and body build tolerances); »» Width reduction for curves below 120-metre radius (where applicable).

Vehicles must also comply with the Lower Sector Vehicle Gauge being the vehicle gauge to comply with the lower sector infrastructure gauge (platforms, ground signals, conductor rail, and APC magnets).

These gauges have been developed using the National Gauging Database. The results show which areas of the railway comply (green on the map) and where there are areas that need location specific consideration (red). It is expected that this will significantly reduce the amount of gauging approval work and increase the potential for cascade of vehicles built to these gauges.

A caveat is that these are aspirational gauges which Network Rail will work towards but, in the meantime, the industry knows where restrictions, including exception structures, exist.

Moreover, there is a basis on which to discuss risks and costs (vehicle size vs. adjusting the infrastructure) and gauging costs can begin to fall. As the gauges are used to build rolling stock and the network is upgraded the system will realise further cost savings and capacity benefits.

PG 1 and PG2 gauges have now been published in Railway Group Standards.

stations were built long before the standard was declared and do not necessarily comply. In addition, there are many platforms on curves, which leads to larger than desirable gaps, and other places where restrictive clearances might define the maximum train width at platform level.

Platforms have to accommodate passenger stock of different types with a variety of floor heights and step widths as well as freight trains.

Who is responsible for minimising the gap?

Generally, train operators (TOCs) have a dayto-day responsibility and routinely measure the interface, but often have few tools to influence improvements. This is an area that needs system solutions and is being actively pursued though the Industry Platform-Train Interface Strategy.

It is important to note that whatever is done to minimise the step and gap, it is unlikely that there will be widespread level access on the main line network except on lines restricted to one type of rolling stock, such as Heathrow Express. Thus there will continue generally to be a step and ramps will still be required to enable access by wheelchairs.

The Platform-Train Interface (PTI) As stated earlier, platforms are a special gauging case as it is a clear requirement to minimise clearance between trains and platforms, whilst ensuring there is no likelihood of the train striking the platform. This is easier said than done.

The standard height and offset are defined in standards, but the overwhelming majority of

A simple PTI gauge.

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52

Rail Engineer • May 2017

Correlation of calculated, simulated and measured gaps and steps at (left) St Pancras Thameslink and (right) East Croydon.

Way Forward

The measurement problem The infrastructure manager will assess the steps and gaps based on NGD data and vehicle static step positions whereas the TOC will typically use a simple measuring tool to measure the steps and gaps along a platform from a typical train. The TOC process might be carried out at every doorway for each of the steps and gaps. Each year, the TOC repeats the measurement, perhaps using the same train and discovers that ALL the values are different and some may be ‘non-compliant’. What has changed? Indeed, how big could the step or gap be if measured again? In reality, nothing might have changed as none of the calculation techniques take account of: »» Track positional tolerance; »» The effect of the variable train position and body roll on canted track; »» Passenger loading compressing the suspension; »» Vehicle tolerances; »» Stopping position; »» Platform condition.

It was to try and answer these questions that RSSB Project T1037 ‘Investigation of Passenger Vehicle Footstep Positions to Reduce Stepping Distances and Gauging Constraints’ was set up. This project showed that the factors listed above can influence the measurement and the tolerance can be significant; up to ±50mm - or the difference in length between a UK size 4 and size 12 shoe.

This is a large tolerance, especially for railways seeking to maintain the gap below 75mm to enable level access for wheelchairs without using boarding aids. The range of values that could exist is shown on the illustration. It is interesting to compare the calculated (0,0 position), simulated (green spots) and measured (red spots) steps and gaps.

Two examples are shown; a class 319 EMU at Kings Cross St Pancras Thameslink and a class 377 at East Croydon Platform 2 where the vehicle leans away from the platform on canted track. The former shows a reasonably good correlation between simulated and measured (concreted track, large radius curve) and a huge variation in simulated values for the latter (‘legacy’ track and platforms).

It clearly cannot be acceptable to describe the measurements at a station as: Step: Xmm + 110mm, -140mm Gap: Ymm + 190mm, -240mm Some other technique is needed to help those charged with managing safety at the PTI. With the use of probabilistic techniques such as Monte Carlo simulation, it is possible to assign a probability to any particular dimension. This is illustrated using an example of the diagonal dimension (the third side of the step and gap triangle) which can vary between 180mm and 250mm based on the variables above. What dimension should be declared? Using current standards the dimension would be quoted as 180mm, but using the simulation, it can be said with 90 per cent confidence that the dimension will not exceed 230mm. The difference is significant, and the industry is deluding itself if the conventional standard is used.

In order to provide a better representation of the gap, a new measurement/ assessment standard is needed to reflect the most likely gaps if the industry is to solve the gap problem. This has to recognise that static gaps are not ‘real’ and neither are current standards. To achieve this, the following will be required: »» A good understanding of the ‘real’ gap; »» Analysis of the ‘real’ stepping requirements; »» Determine the acceptable risk based on ‘real’ gaps; »» Specification of acceptable bounds for ‘real’ gap.

This will go a long way towards clearly identifying what gaps are, and are not, acceptable. It will also help in prioritising for action, those gaps deemed not acceptable.

Positive progress Dynamic gauge and gauging techniques have shown that they can unlock additional space and permit cascades beyond those that might have seemed possible only a few years ago. The application of this technique with KETT is a useful tool for maximising the space.

The progress made with developing and publishing the two new gauges is a step forward; they are national gauges albeit subject to Exception structures.

And all this should deliver twin benefits of the maximum vehicle size within the constraints of the infrastructure whilst reducing the complexity and cost of the gauging process.

The PTI is a particularly challenging gauging case and probabilistic techniques are being used to show, by calculation, the likely steps and gaps. This work should lead to refinements in the safety risk assessment at this interface.

Rail Engineer is grateful to Dr. David Johnson, technical director, DGauge, and David Buckley, head of engineering solutions, Balfour Beatty. for their help in preparing this article

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54

Rail Engineer • May 2017

LESLEY BROWN

French rail industry meets at SIFER

T

he UK has Railtex (coming soon), Germany InnoTrans, and France SIFER. Staged every two years since 1999, the French event is billed as the country’s only international rail industry trade show. A three-day meeting held in Lille, in northern France, SIFER brings together stakeholders from across all sectors - from industry contractors, equipment manufacturers, suppliers and sub-contractors to public transport management authorities and operators.

Between 21 and 23 March, in parallel to the exhibition, the programme comprised a one-day conference organised by the French Rail Industry Federation (FIF), themed sessions, external visits, and an awards ceremony. And a new official partner, the French National Space Agency (CNES), was on board. This move comes in the wake of an agreement entered into between French Railways (SNCF) and CNES in 2016. Going forward, they plan to work together on various projects such as the use of satellite imaging for network maintenance purposes.

In the exhibition hall, 24 countries were represented among the 400+ exhibitors, with one third of the stands dedicated to rail infrastructure.

Rail Engineer made a tour of the floor to meet and get a feel of the fair.

Don’t cross that line!

In addition to its solid rubber crossing panels, a familiar sight on the UK network, Rosehill Rail was showcasing its formidable looking, new format AntiTrespass panel. “It not only serves as a physical deterrent, but a visual one too,” managing director Dr Alexander Celik told Rail Engineer.

Already used to establish clearly demarked areas by Network Rail, as well as in Germany, these panels are being tested by French rail infrastructure manager SNCF Réseau at two sites in France.

Like Rosehill’s other rail products, the Anti-Trespass panel is made in the U.K. from 100 per cent recycled rubber. The company buys in the raw material, which it then moulds into shape. “We are the largest user of recycled rubber granules from tyre and other sources in the UK, as a raw material for industrial moulding applications,” said Dr Celik. “Last year, we utilised, directly within

Rail Engineer • May 2017

our own production facilities, and indirectly on a global basis, around 25,000 tonnes of recycled rubber across all product groups.”

With track improvements ongoing in many countries, Rosehill is seeing growth in demand for its rail products across the globe, particularly in the US and Eastern Europe. Also in France, where SNCF Réseau is investing a lot of money - €2.5 billion (£2.1billion) annually since 2013 up to 2020 - to bring its network up to scratch, and is interested in innovative solutions. This explains Rosehill’s presence at SIFER, plus the fact “there aren’t any other big rail fairs in France,” as Dr Celik pointed out.

3,000-hour-long coupler Another interesting discovery was to be found on the ILME France stand. Thanks to almost four years of R&D, industrial connections supplier ILME has designed a railspecific rectangular multipole connector guaranteed to withstand 3,000 operating hours in saline conditions - a significant extension of the usual 500-hour service life.

Destined for both on-board and infrastructure applications, the E-Xtreme is made from pure aluminium and treated with a different coating than standard couplers - a combination responsible for its longer corrosion resistance.

“We developed it after identifying a strong need and in response to demand by customers for trains/fleets operating in ‘aggressive’ environments, such as along coastline routes where exposure to saline conditions is greatest, or where humidity is high, like in India for example,” explained Christophe Cornut, product engineer, ILME France. “Another factor is train washing, which impacts the resistance of couplers.”

To date, ILME, which has a U.K. branch in Liverpool, has sold the E-Xtreme to a constructor in France and it is being tested by another in the Czech Republic.

55

The Ecovigidrive simulator for light rail and tram drivers.

‘Heads up’, hands on Presented on the Railenium (French research and test centre) stand, Ecovigidrive has developed a system to improve the concentration and performance (eco-driving) of tram and light rail vehicle (LRV) drivers. Led by Alstom, together with a cluster of partners, this collaborative effort was triggered in response to feedback from operators, drivers, constructors and city authorities.

The three ‘technology bricks’ making up the system are a ‘heads up’ display showing information in the line of sight, a haptic manipulator that sends information to the driver through force feedback, and vigilance control based on sensors integrating human factors.

“They have all been tested by 80 drivers from 10 networks across France, who each completed a 2hr 15-minute simulation session,” Rudy Dahyot, innovation R&D project coordinator, Railenium, told Rail Engineer. “And, since February 2017, the ‘heads up’ display is piloting on Nice’s tramway (south of France).”

While not the only such platform in the making (there are several under development in Germany), Ecovigidrive differs by seeking to keep drivers fully in the loop. “We have kept the human element at the heart of the system,” confirmed Mr Dahyot.

Part of the popular on-track display.

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Rail Engineer • May 2017

Grégoire Goussu of Altametris.

There might be another reason for keeping drivers in the picture. As recent events (strikes by Transport for London and Southern Rail over ticket office closures and doors) have shown, the rise of automation technologies in transport is leading to fears over redundancies and union action. Yet, according to Mr Dahyot, drivers gave Ecovigidrive the thumbs up after their simulation sessions.

“They didn’t see it as a threat to their jobs but as a tool for doing them better.”

First stop for this product is obviously France, where Alstom dominates the tram and light rail market (and unions are forces to be reckoned with!). Yet, given increasing demand for these types of rolling stock worldwide, the need for more efficient operations, and growing safety concerns, Ecovigidrive may well create added value for the constructor when bidding for new tenders beyond its home turf.

One wonders if this kind of technology could have helped avoid the fatal tram accident in Croydon, last November. “Possibly, although it doesn’t control driving speeds,” said Mr Dahyot.

At the time of the Croydon incident, the vehicle was travelling at approximately 46mph as it entered a curve with a maximum permitted speed of 13mph. In its second interim report, released in February 2017, the Rail Accident Investigation Branch RAIB) is continuing to consider how the tram was being driven and any influencing factors, including signage and other information presented to the driver.

Drones take off Already active in the drone, or unmanned aerial vehicle (UAV) zone since 2013, SNCF is now upping its game with Altametris. Showcased at SIFER, this subsidiary, which officially launched in January 2017, has a staff of 20 and a flock of 12 UAVs. Essentially, it is tasked with performing surveillance (bridges, tracks, vegetation), and security (degradation) missions.

“Of course we can’t possibly cover the whole 30,000km of the French rail network,” said Grégoire Goussu, head of technical operations, Altametris.

“Instead, we take action based on requests from the different divisions within SNCF Réseau.

By capturing macroscopic shots of infrastructure, the UAVs are used to identify any weak spots. In turn, this delivers savings when it comes to deploying maintenance and repair teams. “We can target where operations need to be carried out, rather than having to first find out ourselves, in person,” said Mr Goussu.

While Altametris is focusing 80 per cent of its activities in house for SNCF Réseau, the remaining 20 per cent will be dedicated to external contracts both in France and further afield. For working abroad, the team is already setting the scene. “We have sorted out the necessary insurance coverage for UAV operations, which differs from country to country, as well as establishing the levels of liability and ensuring legal experts are on hand,” Mr Goussu told Rail Engineer.

In the U.K., Network Rail awarded a UAV framework contract in December 2014 to four companies for infrastructure inspections and

land surveys. The three-year national agreement signed up Cyberhawk, AMUAS, the Resource Group, and Richard Allitt Associates to provide Remotely Operated Aerial Vehicle (ROAV) services.

Global playing field Compared to previous editions, there was greater overall awareness and discussion at SIFER 2017 of the impacts of globalisation on the rail market.

During the morning session of the conference, FIF secretary general Jean-Pierre Audoux (inset above) kicked off the day by urging the French rail industry to step out of its comfort zone and consider doing things differently.

Philippe Vasseur, special commissioner for revitalising and reindustrialising Hauts-de-France (administrative region, north of France), insisted small suppliers should develop a joint approach to R&D and innovation.

“Compared to Germany, for example, French SMEs are too small to meet specificities at the international level and those of big customers,” he said.

In the face of competition from Asia, he also put forward an idea, suggesting big players might cooperate more.

“The Bombardier/Alstom consortium created for the new generation RER (Paris commuter rail service) trains shows this IS possible. Over time we could envisage closer relations between the top three European constructors.”

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58

Rail Engineer • May 2017

Railtex the preview Railtex - the UK’s most important rail industry trade exhibition is held every other year, on odd-numbered years, at the NEC in Birmingham.

This year, Railtex 2017 will be in Halls 3 and 3a of the NEC on 9-11 May, opening at 10:00 each day.

With the rail supply industry being buoyant, despite Brexit, austerity, the reclassification of Network Rail, general elections and anything else that life can throw at it, Railtex looks like being another good show.

Railtex - the numbers Around 470 exhibitors will be bringing their displays, new products and technical experts to the NEC. Interestingly, 80 of them will be overseas companies, with actual foreign addresses. That’s more than ever before, and it doesn’t count those with UK office addresses, distributors and representatives. These are true foreign railway industry suppliers who want to get involved with what the UK is doing - post Brexit!

This large number of exhibitors will draw around 10,000 people through the doors of the show. They will want to see who is there and discover who is not, inspect the new products and meet old faces. Because Railtex is all about networking as much as innovation, renewing old acquaintances as well as meeting new ones, cementing existing relationships and forging new alliances.

There will be speeches to listen to, presentations to be educated by and panel discussions to participate in. Forty-five different companies and organisations will be taking part in the educational programme, and the theatres will be overflowing for many of the sessions.

If it all gets too much, there are a couple of quieter areas to sit down and have a coffee, and still network.

Railtex - the preview Rail Engineer, as part of Rail Media, is media partner for Railtex. This issue comes out a couple of weeks before the show opens, just as readers are making their plans on who to see. It contains a preview of the show, of the keynote speakers and the seminar programme, and looks at some of the more interesting exhibits that visitors may care to visit.

There is also a look at the Knowledge Hub, The Platform, and The Track.

Are you interested in worker safety? Fuel efficiency? Digital innovation? Infrastructure maintenance? Or train operations? Then there will be something at Railtex for you - in fact, probably several somethings.

Railtex - Rail Media Rail Media will have its own stand at Railtex, of course - Stand D85. Come and say hello to the editors and writers who bring Rail Engineer to life every month. Spend time with the people from RailStaff and Global Rail News, and the team that brings you Rail Summits, the Rail Exec Club and the RailStaff Awards.

The RailSport Games has moved to Loughborough University this year. The home of Team GB at the London Olympics, Loughborough’s world-class facilities will be open to teams and individuals from across the rail industry in July. With 15 sports on offer, and teams from Europe already signing up, it will be a great competition and a fun weekend.

Come and ask for details at the Rail Media stand.

On Stand E86, the team from RailwayPeople.com will be running the Recruitment Wall, publicising details of exhibitors’ job opportunities, aiming to match those with the skills of visitors seeking career development.

The RailwayPeople.com team will be on hand to work with both employers seeking to recruit rail professionals and visitors looking to expand their horizons. School leavers, apprentices, graduates and experienced railway staff can all drop in to see what’s on offer, while any company in the industry can also enquire about the best ways to attract and retain talent.

RailwayPeople.com provides the perfect platform to fill your vacancies. RailwayPeople. com know that attracting the right candidates to your career opportunities is important so they offer a range of products and services to help you achieve this. Enjoy Rail Engineer’s preview, then come and see for yourself on 9-11 May at the NEC. It’s free to register at www.railtex.co.uk, just remember to do it before you come as you may be charged on the day.

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Rail Engineer • May 2017

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Rail Engineer • May 2017

RAILTEX TECHNICAL SEMINARS

Seminars and Keynotes As it has done at Railtex (and the sister show Infrarail) every year since 2009, Rail Engineer will once again be hosting the technical seminar programme this year.

Most of the talks will be given by exhibitors, large and small, and from within the UK and outside. Regular show-goers will find some familiar faces amongst the presenters, as well as many new ones.

Arranging the keynote speakers has been complicated by the Prime Minister calling a ‘snap’ general election. With the announcement, government departments went into ‘purdah’.

This is a time when no controversial comments may be made, nor can any debate be entered into regarding future government policy.

This resulted in Rail Minister Paul Maynard MP, who had been due to open the show, having to decline his invitation. That was a shame, as he has shown himself to be truly committed to the rail industry during his time as Minister. Rail Engineer wishes Paul the best of fortune personally during the election.

Many thanks to Paul Plummer, chief executive of the Rail Delivery Group, who has stepped up and will be both

Opening Ceremony 10:30 Tuesday 09/05/2017

Paul Plummer will welcome visitors to Railtex 2017 and make a few comments on the Rail Delivery Group’s role in a healthy and vibrant rail industry.

Joining Paul Plummer for the opening ceremony will be Stephen Brooks, the chairman of exhibition organiser Mack Brooks, and Railway Industry Association chief executive Darren Caplan.

Mack Brooks organises successful railway industry exhibitions around the world, including the French show SIFER, which took place at Lille in March, and October’s Expo Ferroviaria in Milan, Italy.

opening the show and delivering the keynote address on the first day.

At the time of writing, the position of speakers from Network Rail and HS2 is less clear. Network Rail, since reclassification in 2014, is now “a public sector arm’s-length body of the Department for Transport” whereas HS2 Ltd is “an executive non-departmental public body, sponsored by the Department for Transport”. They may therefore take differing views on the requirements of the purdah period, but in any event they will be guided by the Cabinet Office.

All this means that the seminar and keynote programme, as it stands on Friday 21 April, may well change in the weeks before Railtex. However, to the best of our knowledge, here is the programme as it is planned to be.

Whatever happens, there will be a full and interesting programme of technical presentations at Railtex. Please come along to hear about all the latest developments, and make sure that you update yourself by checking the website before you attend and the information boards in the halls themselves.

Enjoy the show!

PAUL PLUMMER

CHIEF EXECUTIVE RAIL DELIVERY GROUP

The Railway Industry Association is the representative body for UK-based suppliers of equipment and services to the worldwide industry. It has around 200 member companies, active across the whole range of railway supply, which represent the greater part of the UK railway supply industry by turnover. Most large firms are members, as well as a wide range of smaller companies.

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62

Rail Engineer • May 2017

RAILTEX TECHNICAL SEMINARS

STEVE ROBERTS

Remote condition monitoring 11:10 Tuesday 09/05/2017

Remote Condition Monitoring (RCM) is not, in itself, a realisable, stand-alone system, but is part of a valueadded product or service that provides additional information on its current or future state. It is important to understand that the overall function and operation of a product or service does not necessarily need RCM to work.

In the absence of any present or future faults, RCM adds no benefit to the normal function, however the real world is not perfect and things do break or wear out and this is where RCM adds value.

There are two scenarios for RCM to deal with - nonpreventable failure and preventable maintenance. The first is an unforeseen failure that leads to a loss of function or performance and tends to be immediate and generally has a

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high cost penalty. The second relies on being able to predict a possible future failure from the data provided by the RCM and therefore can be rectified before loss of function or performance.

Unipart Rail has developed a system model and technology platforms for RCM that enables predictive maintenance and failure management that gives economic benefit to installers and maintainers and can be applied to any product or service.

Britain's railway: Leading change to continue growing and improving 11:50 Tuesday 09/05/2015

KEYNOTE

We are working hard to change the public narrative around the railway, with the Rail Delivery Group leading on Britain Runs On Rail and other initiatives. The customer is at the heart of everything we do - which means that fares, ticketing and information are key to improving perceptions. We should be ambitious about the role of the railway, at the same time being confident that change can be managed effectively.

These changes require a more skilled and diverse workforce, since railway companies will differentiate themselves on service and partnership.

The Digital Railway is key to dealing with the capacity crunch on the network. Digital technology means that we will be able to provide more rail capacity but also that we will move towards a transport system which evolves more dynamically.

The digital railway Increasing capacity and improving reliability 12:30 Tuesday 09/05/2017

The growth in demand on the UK’s railways is both undeniable and remarkable, with the rate of growth showing no signs of slowing down. To keep pace with this demand, we have to develop ways of unlocking more capacity within the confines and constraints of our existing rail infrastructure; creating new railways simply isn’t a viable economic option across the network.

The concept of the digital railway is critically important to unlocking capacity whilst, at the same time, reducing costs, reducing environmental impact and improving customer experience. Passengers and freight operators will all benefit from its application. However, we should be clear that it isn’t merely a technological experiment involving complex systems development; most of the concepts, processes

PAUL PLUMMER

CHIEF EXECUTIVE RAIL DELIVERY GROUP

However, the devolution of Network Rail, the contestability of projects, and funding pressures means that partnership working will be even more critical. The supply chain is key to these partnerships. There is also an opportunity for a more grown-up relationship with government, setting different parts of the industry towards common goals and enabling rail companies to deliver.

There are also opportunities to improve collaboration within the rail industry. The RDG and the Rail Supply Group are working ever closer on strategic issues, enabling companies to innovate.

MARK FERRER

OPERATIONS DIRECTOR DIGITAL RAILWAY SIEMENS RAIL AUTOMATION

and technologies are already well understood in rail or other industries.

The deployment of ETCS and traffic management are essential components to creating capacity on the existing network. However, ensuring reliability and availability of the network are also essential to maintaining that capacity.

Data analytics using data points from both the infrastructure and rolling stock can greatly enhance the quality of asset performance to ensure the railway availability is maintained.

The customer is at the heart of what we as an industry do, whether that is a freight customer or a passenger. The realisation of digital infrastructure will allow a greater flow of real time data that will enhance the passenger experience.

Rail Engineer â&#x20AC;˘ May 2017

RAILTEX

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Rail Engineer • May 2017

Industry 4.0 Embedded technology and condition monitoring 13:10 Tuesday 09/05/2017

Embedded technology and condition monitoring functionality are fundamental to successfully achieving Industry 4.0-based solutions for rail applications, by enabling intelligence on maintenance cycles and requirements to be fed back to those who need this information in real time.

In his presentation to Railtex, Gavin Stoppel will discuss how such products and systems are being implemented into existing rail applications using a ‘Digital Retrofit’ approach for a smooth path to Industry 4.0 success.

Rail milling A key technology in rail asset management 13:50 Tuesday 09/05/2017

Milling has been introduced into the UK within the last 10 years as a new technology to treat rail for the removal of defects and profile correction. London Underground has, on occasions, employed the technology, Docklands Light Rail engaged a miller in 2010 to introduce a new profile and, for the past 12 months, Network Rail has been contracting STRABAG Rail to deliver milling services on their network.

Further machines are expected in the coming years, Crossrail has ordered a vehicle and Network Rail is expected to acquire further capability.

The acceptance of milling technology has been a slow process and its application has proven challenging, both in how it is applied and understanding where it sits in the asset lifecycle in relation to grinding.

Geosynthetics for trackbed applications 14:30 Tuesday 09/05/2017

Terram technical expert Pete Stevens will lead this 30-minute presentation on how geosynthetics have revolutionised trackbed and permanent way construction within the rail industry.

Geosynthetics are typically employed for four uses in trackbed construction; separation of adjacent soil types, filtration, drainage and reinforcement.

Pete will outline the key considerations for using geosynthetic products within rail applications, and how a variety of grade and product choices can deliver customisable performance on preventing sub-grade erosion and loss of rail track alignment.

This presentation will also reference the many benefits that geosynthetics can bring to rail infrastructure projects. These

RAILTEX TECHNICAL SEMINARS

GAVIN STOPPEL

PRODUCT MANAGER HARTING

The presentation will cover new and developing technologies such as rugged edged devices, RFID, new generation intelligent sensors and embedded device technology. Gavin Stoppel will explore how such technology can be used on the train and on the platform to create intelligent, data driven Industry 4.0-based solutions that help with condition monitoring, analytics and more.

PAUL BAKER

DIRECTOR BAKERRAIL

In his presentation, Paul Baker will present the technology, consider the benefits of using it, outline some factors that need considering in its use and look at a rail strategy model to place rail milling in the context of a proactive, rail-lifeextending application. Milling may initially be seen as an expensive and intrusive process but it can, with the right strategy, become a tool to bring rail defect growth under control, offering overall longer rail life and solutions where grinding cannot be applied for safety and environmental reasons.

The presentation will also look at the use of the Greenwood MiniProf©, a tool that can be used to measure rail when planning a milling application.

PETE STEVENS

SALES MANAGER TERRAM SOLUTIONS

include extending track lifetimes, reducing maintenance, environmental advantages - including carbon footprint reduction - and accelerating possession times through swift installation techniques.

Geosynthetics have been widely used within trackbed applications for more than a quarter of a century, and Pete will also touch on how product design and new manufacturing techniques have resulted in recent advancements in product performance.

A 10-minute question and answer session will enable the audience to quiz Pete on specific elements of his presentation and the wider use of geosynthetics in rail.

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66

Rail Engineer • May 2017

Voith DIWARail for Class 158 A proven solution 15:10 Tuesday 09/05/2017

DMUs have a long history in the UK, and they will certainly remain in service for the forseable future. Replacing all the DMUs from the 80s and 90s could take decades. During that time, measures will need to be taken to increase their efficiency, to reduce operational costs and to improve both their environmental footprint and passenger satisfaction.

In a collaborative trial between vehicle owner Angel Trains, operator Arriva Trains Wales and Voith as turnkey supplier, a refurbishment solution for the existing transmissions of Class 158 units was successfully implemented.

Two DIWARail transmissions were installed on a two-car test train, in only 14 working days, in June 2015. Due to the excellent performance of the DIWARail transmissions, Angel Trains and Arriva Trains Wales decided to keep the transmissions

The future of cargo on passenger trains 15:50 Tuesday 09/05/2017

During peak hours, trains typically run at full capacity, but many run with empty carriages off-peak. 42 Technology’s innovative new seating technology could allow train operators to use the empty space within their carriages to take advantage of the lucrative and growing eCommerce market.

Meanwhile, retailers are competing with each other to offer same day deliveries, and to push back order deadlines for next-day deliveries. However, this is in direct competition with the worsening traffic situation and air quality within city centres.

By creating space within passenger carriages, high-value goods can be transported direct into the heart of our major cities - providing retailers with a faster route to the consumer,

Keynote address 10:30 Wednesday 10/05/2017

KEYNOTE

The UK has the safest, fastest growing railway in Europe, supporting more than 4.5 million journeys every day - double the levels of just 20 years ago and set to double again in the next 25 years. Keeping pace with the existing and forecast demand for both passenger and freight rail services in the UK means that Network Rail is investing billions of pounds in the biggest programme of modernisation since the Victorian era.

Massive upgrades to the rail infrastructure, such as the Thameslink and Crossrail programmes, the modernisation and electrification of the Great Western main line from Paddington to Cardiff and new routes, such as the Borders railway in Scotland are just some of the many projects that are being undertaken by Network Rail’s Infrastructure Projects (IP) team.

RAILTEX TECHNICAL SEMINARS

THOMAS KRIEGEL

MANAGER RAMS/LCC DEPARTMENT VOITH

installed after the official end of the trial in May 2016. Both transmissions have since accumulated over 530,000 miles without any service-affecting failures.

In Arriva Trains Wales operation, a maximum fuel saving of 16 per cent was measured. However, simulations have shown that, under certain conditions, savings of more than 20 per cent are possible.

The DIWARail transmission is just one element in a partial or total driveline solution - Voith can provide the complete driveline from the engine through to the driven wheelsets, including the unique Voith ‘one million mile’ cardan shafts.

Following these successful trials, the innovative DIWARail transmission won the ‘Most Interesting Rolling Stock Development’ category at the Rail Exec Most Interesting Awards.

DR ZANE VAN ROMUNDE

SENIOR CONSULTANT/HEAD OF TRANSPORT SECTOR 42 TECHNOLOGY

a route to sustainable growth for regional SMEs, additional revenue for train operators, and cleaner air for all.

Over the last two years, 42 Technology has been developing an innovative new seating system that can be deployed in a standard seating layout during peak hours, and then stowed away to create space for high-value goods within passenger carriages during off-peak hours. You can visit the 42 Technology exhibit on stand B31 where you will be able to see a demonstration of the full-size sliding seat system.

FRANCIS PAONESSA

MANAGING DIRECTOR INFRASTRUCTURE PROJECTS NETWORK RAIL

In the last year, Network Rail’s IP division successfully delivered over £5.2 billion in new infrastructure - the equivalent of 10 Olympic stadiums - through its track modernisation and electrification programmes, as well as major route and station upgrades. Yet with pressure on the network to provide more capacity and additional services over longer periods, projects have to be delivered in ever-shorter timeframes and at less cost.

Dr. Francis Paonessa, managing director of IP for Network Rail, will describe the challenges involved in delivering recordbreaking volumes of rail infrastructure, representing some of the largest construction projects in the UK, on top of a working railway.

DIWARail, the Innovative Package for DMUs Main benefits offered by the DIWARail transmission package: • Fuel consumption savings up to 16 % • Lower weight, > 200 kg • Short lead time • Proven solution • Complete driveline package from a single source • With integrated and patented reversing mechanism • For new build and modernisation • Full OEM aftersales, overhaul and service support

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68

Rail Engineer • May 2017

Maximising asset value in rail: The role of technology in the digital railway age 11:10 Wednesday 10/05/2017

The early rail networks fuelled the Industrial Revolution and the expansion of prominent economies across the world.

From just 98 miles of railway in 1830, the UK had over 10,000 miles of track just 30 years later. Since then, rail has been the primary form of long-distance land transportation for bulk materials and is the backbone of many passenger transportation systems worldwide.

As the world population increases, the need for efficient transportation networks is ever more pressing. The challenges faced by train operators and rail infrastructure owners and managers increase every year as networks reach capacity and assets age.

Efficient management of rail assets requires accurate data, delivered in a timely manner. From feasibility planning through

Low-cost signalling solutions 11:50 Wednesday 10/05/2017

LEE BRAYBROOKE

DIRECTOR OF MARKETING TRIMBLE RAIL

to construction, operation and maintenance, digital technology is increasingly the lifeblood of the industry.

Information technology has changed at an astonishing rate in recent years. Hardware and software have both evolved to the point where millions of data points can be processed every second, superseding older and more traditional methods of gathering information as we move towards a digital railway age.

Users of rail data have therefore had to change the way they work, and to understand the questions they need answered, before blindly using the ‘same old’ processes and tools.

With one eye on the UK Digital Railway plan, this session will review the changing landscape of rail technology for feasibility, construction, operations and maintenance, highlighting the relevant key trends.

JOHN SLINN

TECHNICAL DIRECTOR PARK SIGNALLING

The combination of increasing cost pressure and reducing tax payer subsidy is now driving even traditionally conservative railways to contemplate innovative use of ‘COTS’ technologies, provided it does not compromise their enviable safety record.

The presentation shows some of the recent work of Park Signalling, which looks into ways of incorporating modern COTS technology into potentially much lower cost railway signalling.

Creating a legacy throughout the UK through our railways 12:30 Wednesday 10/05/2017

RAILTEX TECHNICAL SEMINARS

Building trains and running train maintenance centres is a key priority for Hitachi Rail Europe and for lots of other suppliers and manufacturers at present, but what happens next?

As we watch one of the greatest periods of growth for new rolling stock delivery in the UK, alongside HS2 and new deliverables for a digital railway, we need to ensure we leave a legacy. This means addressing skills gaps, supporting local communities and involving people at all levels of a programme to encourage collaboration. What will our businesses look like in 20 years time and what impact will they have? What is the responsibility of the wider railway industry to support the goals of the community they serve?

NICK HUGHES

SALES DIRECTOR HITACHI RAIL EUROPE

As Hitachi expands throughout the UK in readiness for the start of operation of the new Class 800 and Class 385 trains, Nick Hughes will reflect on what has worked, how this can be developed and how projects like HS2 are essential for developing a multi-skilled and dynamic workforce for years to come.

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70

Rail Engineer â&#x20AC;˘ May 2017

RAILTEX TECHNICAL SEMINARS

SWIFT Superfast Wireless In-train for Future Travel 13:10 Wednesday 10/05/2017

TRANSPORTATION SOLUTIONS ARCHITECTS CISCO

SWIFT is a government-funded Innovate UK project being led by Cisco with a consortium of partners and stakeholders.

Designed to highlight a number of use cases for passenger and operational traffic that would be possible if there was a constant high-speed corridor available for a full journey, the project sets out to provide this connectivity as a pre-cursor for the use cases.

SWIFT is designed to change the game for train-to-trackside connectivity by utilising high-speed radio techniques as the primary off-boarding connectivity rather than bonded mobile channels, although both these and standards-based 802.11 Wi-Fi can be used as backup techniques if the rolling stock is not on a high-speed radio corridor.

The future for electrification control 13:50 Wednesday 10/05/2017

The electrification of the UK railway network has been evolving for over 100 years. As lines, routes and areas were electrified, this brought about the establishment of control systems managed by discrete control rooms. A collection of 13 such control rooms are currently operated

by Network Rail using electro-mechanical technology dating back to the 1960s, through early computerised control to more modern but still isolated computer-based control systems.

With the advent of modern high-speed/high-volume data communications networks and powerful computing capabilities, there is the opportunity to provide a unified control system for the UK railway electrification estate. Whilst this is a renewal-driven programme, the delivery of a new

Adhesive bonding - Increasing design options and product performance for rail assembly and construction 14:30 Wednesday 10/05/2017

There are many different assemblies and structures, used in rail applications, that are made from different parts that need to be joined together. The use of adhesive bonding as a replacement for more traditional mechanical fixing techniques can greatly enhance the design options and performance of many products.

This presentation will highlight the new bonding technologies that are available, outlining all the key advantages that such technology offers to designers, engineers and manufacturers, explaining the key aspects to consider when selecting the right adhesive for a particular application.

ANDREW LONGYEAR & STEVE MATTHEWS

Speeds up to 500Mbps are now proven from a moving vehicle, the inclusion of some new trackside and on-stock wireless equipment provide this capability.

The team has architected and built the SWIFT connectivity solution in a sandbox at the Quinton Rail Technology Centre at Long Marston, and has been proving the functionality in advance of live deployment with Scotrail on the Edinburgh to Glasgow (EGIP) route, which will occur during the remainder of 2017 and 2018.

The session will cover the technical aspects of the design for on-rolling-stock and headend and discuss the findings and throughput performance to date.

DR PAUL HODGSON

ENGINEERING MANAGER - NATIONAL SCADA TELENT

control system represents a unique national, digital railway opportunity.

The challenge was to develop and deploy a total-system solution incorporating process, people and, of course, technology. This presentation will provide an insight into the journey embarked upon that means a twenty-first century future-proof platform for the operational management of the electrification network will soon become a reality.

DR ANTONIO PAGLIUCA

SENIOR TECHNICAL SPECIALIST 3M

It will also highlight the key differences between the major adhesive and tape types to help end-users make a more informed choice and achieve the best possible result in their adhesive bonding applications.

This seminar will also expand on how adhesive technology can help with lightweighting and review the influencing factors of product design, environmental conditions and mechanical loads on long-term performance and durability.

Rail Engineer • May 2017

RAILTEX

71

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As a market leader, we have the knowledge and experience gained through seven years of excellent operations.

We can provide the advice to connect communities to the mainline railway which will give you: • That Low-Cost railway solution • A prioritised environmentally sustainable project • Improved rail franchise performance • Cost-effective public transport including ticketing • Customer satisfaction and growth in passenger numbers • Bespoke safety measures for all staff and public transport users • Support and advice on very light rail [VLR] implementation • Improved access to jobs, employment and education • The potential for new sources of funding to grow your local transport opportunities • Partnership arrangements for the building and promotion low-cost, lighter railcars • The encouragement and promotion of new light rail [VLR} technology

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3M delivers a wide range of products and solutions for the rail industry, helping improve productivity and energy efficiency, prolong asset life and enhance passenger experience.

Find out more from 3M on stand T35. www.3M.co.uk/rail

72

Rail Engineer • May 2017

The connected train 15:10 Wednesday 10/05/2017

Imagine a smart phone without 3G/4G or Wi-Fi connectivity how smart would it really be? How much use would it be?

Smartphones need a network capable of delivering the content that users demand. Improved connectivity has enabled everything from real-time mapping to FaceTime calling and content delivery.

The network has enabled digital disruption, which has supported the growth of social media with companies like Facebook and Snapchat delivering new disruptive business models. The network is an enabling technology, key to the development of applications and solutions that will transform the mass transportation sector.

Improving connectivity track-side and on-board will transform the passenger journey, and collection of operational data will

Rolling stock engineering Key point for a successful operation in time 15:50 Wednesday 10/05/2017

Today’s railways operate in a constantly changing environment of rules and customer needs. Because rolling stock is designed for a life of at least 20 to 40 years, operators have to be able to adapt it accordingly .

Rolling stock engineering supports every step of a train’s life, from design to heavy modification if needed. Improving materials to eradicate critical problems that appear during service is not the only skill required of a strong engineering department.

Because standards and technology change constantly, engineers must keep analysing systems and regulations, anticipating any modifications that have to be implemented. By staying focussed on the needs of successful train operation, they can plan both minor and major modifications to keep assets in prime condition.

Keynote address 10:30 Thursday 11/05/2017

KEYNOTE

HS2 will transform the way people travel in the UK. The economic and social lives of our biggest cities will virtually merge as we start to measure journeys between them in minutes rather than hours. The extra capacity HS2 will bring is equivalent to more than two new motorways.

Services will be frequent, reliable and accessible to everyone, every day of the week. As people change their choices about where to live, work, study and spend their spare time, HS2 will prove itself to be a catalyst for growth across the UK, rebalancing this nation’s economy away from an overheating South East and helping to regenerate the Midlands and the North.

In public, 2017 will be remembered as the year this project received Royal Assent for Phase One. However, within this

RAILTEX TECHNICAL SEMINARS

MIKE HEWITT

CTO/HEAD OF THE NEXT GENERATION NETORKS ADCOMMS

improve the efficiency of the rail network. The connected train will be a smarter train - in the data captured and how it’s used, in the opportunity to deliver new services to the passenger, and in the ability to bring analytics, intelligent sensors and data sciences to improve the infrastructure.

To deliver a truly connected journey, passengers will use mixed modes of transportation to provide seamless travel from their home to their destination. New applications will improve the passenger experience, with seamless ticketing, smarter parking, content delivery and messaging.

The future will also bring the use of AI and Deep Learning, which has the potential to deliver more disruption to our industry. The network is key to supporting the technologies that improve people’s lives.

PHILIPPE NATIVEL

ENGINEERING TEAM LEADER MASTERIS

ETCS signalling is one these future (or even current) technologies. So engineering departments are already planning the upgrades that will be needed to be fully compliant with this new European system. The Siemens E320 high-speed train, recently introduced by Eurostar, is an example of one of these successful projects.

ANDREW MCNAUGHTON

TECHNICAL DIRECTOR HS2

industry, it will be noted as the year we told the world what we wanted from our new trains, our new stations and our new railway systems. Royal Assent means it’s time for us to deliver on our promises. The start of these procurements means it’s time for the UK’s railway industry to make some promises about what it can deliver too.

We have set high expectations of what we can achieve together. Now we have to work and innovate with the rail, engineering and construction sectors, as well as technology developers who may have never built anything for a railway before, to ensure the experience of HS2 exceeds people’s expectations.

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74

Rail Engineer • May 2017

RAILTEX TECHNICAL SEMINARS

Intelligent infrastructure Intelligent drones, changing how the world makes decisions 11:10 Thursday 11/05/2017

Nearly four decades ago, the information technology revolution transformed the global economy, forcing whole sectors to re-model how they operated and enabling organisations to change how they delivered products and services.

This presentation looks at how today, by combining use of the latest commercial unmanned aerial vehicle technology to remotely capture data with the power of cognitive deepmachine learning, we can approach decision making differently.

Together, these two new technologies provide infrastructure operators and asset managers with powerful insight into how structures and equipment are performing. This enables critical points of failure to be identified earlier, thereby instigating timely interventions, reducing service outages and improving whole-

Smart steel for sustainable systems 11:50 Thursday 11/05/2017

Modern railways are under extreme pressure to perform.

Whilst budgets are squeezed and maintenance windows shrink, the decisions surrounding spending become ever more critical. Smart spending on steel can benefit not only budgets today, but also future finances.

Daniel Pyke, rail product marketing manager for British Steel, will discuss two distinctly different rail solutions, both formulated to address specific and expensive industry issues.

Rails must perform whatever the weather, and environmental conditions can contribute to rail corrosion that causes costly replacement. Zinoco® rail is the result of joint development with Network Rail to provide protection that works in real-life aggressive environments. This partnership approach has delivered an award-winning product into use

The digital railway: A toolkit of signalling interventions 12:30 Thursday 11/05/2017

The Great British Railway has been transformed over the past two decades. Passenger numbers have doubled with a long-term outlook for continued sustained growth. The industry has worked hard to support increasing demand, creating additional capacity whilst simultaneously transforming the British railway into one of the world’s safest networks.

Continued urbanisation and a societal modal shift from road to rail means that continued growth has become unsustainable.

Despite unprecedented levels of investment, the passenger performance measure (PPM) is falling.T his presentation will explain how the Digital Railway is a toolkit of interventions consisting of: »» European Train Control System

PHIL STORR

DIRECTOR - UK OPERATIONS MRL/AERIALTRONICS

life-cycle costs of assets. Capturing data and processing it more intelligently will empower rail operators and asset owners to make smarter decisions - in effect, making infrastructure intelligent.

This is important considering the UK rail network has over 20,000 miles of track and 40,000 structures, all requiring regular inspection, monitoring and maintenance. Furthermore, when you consider this work is still predominantly completed through traditional inspection methods and data processing techniques, the ability to provide effective and timely business decisions can be a challenge.

This presentation gives insight into how combining the two emerging technologies of UAVs and data processing can change how the world makes decisions.

DANIEL PYKE

MARKETING MANAGER BRITISH STEEL

across the UK and Europe. If you want to ‘stop rail rot’ then Dan’s talk should be marked in your diary.

Light rail networks and tramways face their own unique rail challenges. With these firmly in mind, British Steel has developed a family of rail products that are designed to minimise the life-cycle cost of grooved rails. The Multi-Life grooved rail grades provide life extension, both through their enhanced wear resistance and also via rail reincarnation using in-track weld restoration to extract every useful tonne of traffic possible.

Come and meet Dan and our steel team at stand R54 or ontrack, and find out how we can help you select smarter steel to sustain your system.

CHRISTIAN FRY

DIRECTOR OF STRATEGY & MARKETING DEVELOPMENT - S&I ALSTOM

»» Traffic Management System »» Automatic Train Operation »» Connected Driver's Advisory System By targeting these interventions, alongside conventional interventions such as track layout changes, junction and station remodelling, it is possible to unlock significant capacity and better manage the flow of traffic through the network’s constraining bottle necks.

This presentation will examine how changing the industry orientation from the delivery of detailed schemes to the delivery of performance outcomes can create an environment for technical, process and business innovation to unlock new sources of value and ensure the Digital Railway delivers the outcomes that will support societal needs for years to come.

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 Railtex 2017 and provide the track to showcase the best in UK rail.

FIND US AT RAILTEX

Discover how we can work with you to help you succeed: T | +44 (0)1724 404040 E | rail@britishsteel.co.uk @BrSteelRail

ON-TRACK OR AT STAND R54

76

Rail Engineer • May 2017

RAILTEX TECHNICAL SEMINARS

Keeping on the right track How to future-proof your organisation at lowest-installed cost 13:10 Thursday 11/05/2017

In this presentation, Panduit’s technical systems engineer for industrial electrical infrastructure solutions will address how the company is continually looking for innovative ways to develop highly durable and dependable cable management products, such as cable ties, wiring duct, and abrasion protection products including braided sleeving, that comply with latest EN 45545-2 testing requirements.

To support rail design engineers, Panduit provides complete EN 45545-2 test data. The company’s comprehensive and high-quality product offering enables rail manufacturers to use a single source supplier for their projects and ensures that their organisation is future-proofed to meet and exceed the ever increasing demands within the industry.

Simon will discuss some of the challenges designers and engineers face in their quest to deliver regulatory compliance at a lower installed cost. He will provide visibility of how the landscape will look in the years ahead as we approach the next decade, and outline key considerations that need to be factored in to assure that organisations have a competitive advantage moving forward.

Importance of cable protection and its integrity 13:50 Thursday 11/05/2017

Power and data cables are essential for efficient and safe running of our rail network. The consequences of a failure could, in many instances, be catastrophic.

Getting cable protection right is vital for services such as signalling systems, passenger information points, lighting and security, so it pays to use the correct specification.

It is often not enough just to meet a standard, but rather there needs to be a real understanding of the hazards faced by an installation, whether trackside, on rolling stock or in a station. These could include immersion in water due to flooding, exposure to UV light, freezing temperatures, attack from rodents, vandals or cable thieves, protection from electromagnetic interference, crushing and impact resistance, abrasion.

These risks and hazards are likely to vary considerably in type

14:30 Thursday 11/05/2017

MGF is a UK-based tier 2/3 supplier of excavation safety solutions. Within the rail sector MGF is recognised for its pioneering use of digital technology and the innovative use of composites for excavation support.

Stephen Baldwin is a chartered structural engineer with over 32 years’ experience in civil engineering design and construction gained with major contractors including Amec, Kvaerner and Bechtel. In his talk, Stephen will explain MGF’s digital journey, which starting in 2009 on the M25 widening, through to its current exemplar position employing web developers, animators and 3D printing technology.

IAN GIBSON

TECHNICAL DIRECTOR FLEXICON

and in magnitude according to the installation, so one system does not necessarily suit all.

Flexible conduit systems are an effective and convenient means of providing such protection when compared to many alternatives. So, for example, it enables cables to be grouped together and terminated with a single fitting or gland, unlike armoured cabling.

As getting the specification right for a flexible conduit system involves more than checking that it meets the relevant standards, systems are too often tested under ideal situations that do not match the reality of an installation. This talk will examine some of the hazards faced and outline best practice so that future cabling remains fully operational throughout its lifetime.

Innovation in temporary works within the rail industry The use of BIM and lightweight composites

SIMON WESTWOOD

TECHNICAL SYSTEMS ENGINEER PANDUIT

STEPHEN BALDWIN

MARKETING MANAGER MGF

MGF works closely with academia, technical and safety committees, clients, contractors, subcontractors and their supply chains to bring technical and safety improvements to the industry.

This talk will be of particular interest to tier 2 and 3 suppliers and subcontractors wishing to embrace the opportunities offered by the digital revolution without committing huge resources.

Rail Engineer • May 2017

RAILTEX

77

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Rail Engineer • May 2017

RAILTEX

The

Knowledge

Railtex Also

at

So far, Rail Engineer’s preview of Railtex 2017 has focussed on its own programme of keynote addresses and technical seminars, and a look at around 50 of the more interesting stands.

But there is more going on than that.

Networking A regular highlight of Railtex exhibitions is the Networking Evening.

Held on the first day as the show closes, this is a two-hour opportunity for exhibitors and visitors alike to mingle and network. There is usually a jazz band or similar for entertainment, and it is not unusual to see deadly competitors in deep discussion over a beer and a sausage.

There will be other opportunities to network as well. Sometimes it seems as though as much business is being done in the aisles and on the periphery of the seminar theatres as on the stands.

Quite a bit of it always seems to take place on the Rail Media stand (D85).

Editors and writers from Rail Engineer, as well as from RailStaff and Global Rail News, will be joined by colleagues from the Rail Summits and Rail Exec Club events and, of course, the RailSport Games will feature strongly.

Come along and say hello.

On-track The railway comes to the NEC at Railtex as British Steel lays down two track panels, which other exhibitors use to show off their latest kit. The steel sleepers will no doubt be a different colour this year (British Steel orange in place of Tata blue) and the rails themselves will be one of the latest specifications (56E1, grade HP335, Zinoco® coated rail with 436 steel sleepers - apparently). There will also be SilentTrack® dampers and a Rail Technologies representative ‘carrying out’ track monitoring. British Steel experts will be on hand to explain what’s what.

Holmatro will be using the track to display its new range of hydraulic tools, including re-railing systems, while Innovative Railway Safety will be demonstrating how simple it is to install and remove its novel magnetic safety barriers - apparently 20 times quicker than other barrier systems.

Sperry Rail, Traka-Assa Abloy and TSP Projects will also be among the companies using British Steel’s track to show off their wares.

Hub

Knowledge Hub Then there is a second theatre that will compete for visitors’ attention, at the other end of the show from Rail Engineer’s Seminar Theatre. The Knowledge Hub (stand S31) has its own keynote speakers and a range of topics that will be covered by well-known industry figures.

Gordon Wakeford, chair of the Rail Supply Group and managing director of the Siemens Mobility Divison in the UK, will deliver Tuesday’s keynote on behalf of, and about, the Midlands Engine.

This government strategy sets out actions to address productivity barriers across the Midlands, enabling businesses to create more jobs, export more goods and services, and grow their productivity. Stretching from Shropshire to Lincolnshire, with the M1, M6, and most major railway lines running through it, the Midlands sits at the very heart of the UK economy.

David Waboso, managing director of Network Rail’s Digital Railway, speaks on Wednesday. As head of capital programmes for London Underground, David has already run one digital railway. Now, at Network Rail, he is preparing to run another.

Thursday’s keynote will be delivered by Tim Smart. He saw the plans for phase 1 through the hybrid bill process as an expert witness and was recently appointed as HS2’s chief engineer.

Tim’s subject will be ‘HS2: Moving from the hybrid bill to construction’ and will naturally follow on from Andrew McNaughton’s speech in the Seminar Theatre.

S:

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Rail Engineer • May 2017

The Knowledge Hub full programme Tuesday 9 May 11:10 CILT

Julian Worth, Rail Freight Forum 12:30 Delivering the future of Britain's Railway

Gordon Wakeford, Rail Supply Group 13:10 The Platform: Productivity and Industrial Strategy

Panel discussion 13:50 Professional infrastructure engineering

Steve Feathersone & Brian Counter, The PWI 14:30 Crossrail - transforming travel across the capital

Jeremy Long, MTR Corporation 15:10 Industrial Strategy for the rail sector

Panel discussion 15:50 Technology & Strategic Supply Chain partnerships

Andy Doherty, Network Rail

Wednesday 10 May 11:10

11:50

12:30

13:10

13:50

14:30

15:10

15:50

Middle East Rail Projects Mike Shears, Department for International Trade Digital Railway Innovation David Waboso, Network Rail UK Rail Research & Innovation Network Prof Simon Iwnicki, UKRRIN Design for Reliability Kevin Rayment, Network Rail RTS - Capability Delivery Plan Guy Woodroffe, RSSB The Platform: Infrastructure Panel discussion Better behaviours build a better industry Kevin Tozer, Network Rail The Technology Development Pipeline Neil Webster, RSSB

Thursday 11 May 11:10

11:50

12:30

13:10

13:50

14:30

15:10

HS2: latest insights and move towards construction Michael Hurn, Department for Transport Diversity Matters - EDI@HS2 Mark Lomas, HS2 Skills for the Future Shamit Gaiger, NSAR Rail Delivery Group Delphine Merlot, Rail Delivery Group The Platform: Midlands Engine Panel discussion Integrating Passenger Journeys Taya Leybman, Arriva Testing & Trialling facilities Amanda Mackie, RIDC & Robert Hopkins

RAILTEX

In addition to these three keynote addresses, there will be other presentations that may be of interest to Rail Engineer readers. On the first day (Tuesday), Steve Featherstone, programme director of Network Rail track renewals and also currently president of the Permanent Way Institute, will speak on professional infrastructure engineering.

Jeremy Long, CEO of MTR Corporation’s European business, will explain how Crossrail will transform travel across the capital, and Network Rail chief rail technology officer Andy Doherty will consider technology and strategic supply chain partnerships.

On the Wednesday, which is traditionally the show’s busiest day, Professor Simon Iwnicki, well known to Rail Engineer readers and director of the Institute of Rail Research, will explain the UK Rail Research & Innovation Network.

A little later that afternoon, RSSB’s Guy Woodroffe will tackle the Rail Technical Strategy and its capability delivery plan.

Thursday sees Shamit Gaiger, director of strategy of the National Skills Academy for Rail (NSAR), identifying the skills that will be required in the future, while train operators will be represented

by Taya Leybman, Arriva’s director of technology and systems.

Panel discussions The Platform, a panel discussion on key topics, will take place every day.

Productivity and Industrial Strategy will be Tuesday’s topic, at 13:10 on 9 May, and this will feature a panel drawn from NSAR, DfT, Rail Delivery Group, HM Treasury and the Rail Industry Association.

Wednesday’s Platform will take as its topic ‘Infrastructure’. Adam Cooper, director of policy and engagement at the National Infrastructure Commission, will be joined by representatives of Network Rail, Transport Scotland and Transport for the North.

The Midlands Engine, which is the subject of Tuesday’s keynote, will be looked at in more detail during Thursday’s Platform discussion. The programme director of Midlands Connect and the managing director of Transport for the West Midlands will join panellists from West Midlands Rail, Network Rail and D2N2 (Derby, Derbyshire, Nottingham and Nottinghamshire).

So there will be a lot going on at Railtex. On the day, visitors will no doubt find much more to investigate. Product launches, guest appearances, colleagues not seen for years - all at Railtex Birmingham NEC - 9-11 May.

TECHNOCOVER Incorporating

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F17

Physical Security Solutions for Rail Asset Protection

Technocover are specialist designers, manufactures and installers of high quality galvanised steel physical security products to the transport and utility industries.

Rail Location Apparatus Cases (loc’s)

TechnoRail, incorporated within Technocover, supply PADS approved and Loss Prevention Certification Board (LPCB) accredited UltraSecure products to the rail sector including access covers, doors, loc’s, REB’s, switch clamp cases and steel staging platforms.

LPCB tested and approved to LPS 1175 security ratings Level 3 and Level 4, UltraSecure galvanised steel PADS approved (PA05/03986), full and half location apparatus cases provide secure asset protection solutions for the rail sector against the problems of malicious damage, sabotage and theft. Cases can be placed on standard network concrete base units or on staging platforms.

Telephone: +44 (0)1938 555511 Supplier No. 062050

TECHNOCOVER .CO.UK

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The appliance of 3M science 3M

What to see at Railtex?

With over 450 exhibitors, there are certainly plenty of stands to visit. Rail Engineer can’t hope to preview them all, visitors will just have to go around and see for themselves, but here is a selection of the more interesting ones, from small companies to large, that should give a good flavour of what’s on offer.

The full exhibitor list, together with a handy floorplan, is at the end of this preview.

The main thing to remember about a visit to Railtex, or any trade show, is to ask questions, have a good poke about, and try and discover a hidden gem!

Solid engineering innovation ADComms ADComms, which includes companies IPS, AIB and Rail Order, continues to develop a fantastic reputation within the rail industry, with quality delivery and solid engineering innovation. ADComms, which is now part of the Panasonic group, specialises within the rail infrastructure and rolling stock markets, bringing decades of telecommunications, radio and systems experience.

The group is vendor and technology-agnostic and able to deliver innovative technology solutions via a consultative approach from design, through integration, to installation and commissioning; as well as ongoing maintenance and support.

ADComms will be showcasing a profile of products including its

3M will be demonstrating how 3M Science can be applied to key issues currently facing the rail industry.

Increased Productivity: From abrasives to paint shop solutions, 3M solutions help make rolling stock manufacturing, maintenance and refurbishment processes faster, cleaner and ultimately, more costeffective.

Improved Energy Efficiency: Our industrial tapes and adhesives remove the need for heavy mechanical fixings, while our solar window films help to reduce heat gain and energy costs.

Prolonged Asset Life: From infrastructure, including bridges, stations and gantries, to rolling stock and its components, 3M™ Scotchkote™ liquid coatings provide

T35 long-lasting corrosion protection and finishing, while also helping to minimise downtime.

Enhanced Passenger Experience: Vinyl films and anti-graffiti solutions keep trains looking smart, while our noise insulation technologies make journeys quieter.

Protected Worker Safety: Our range of comfortable, carefully designed personal protective equipment (PPE) offers the most effective protection available, with products that workers feel good about wearing.

Recruitment specialists for the engineering and management sectors B81

train meeting pod with on-board technology. Showing samples of the innovative real time passenger information systems, advanced train CCTV and passenger counting solutions, which are developed incorporating the latest software and hardware functionality to future proof investment in its solutions.

Mike Hewitt, CTO of ADComms, will also be speaking at Railtex about how the Connected Train will be a smarter train.

Advance-TRS Advance Training & Recruitment Services is a niche recruitment consultancy specialising in the provision of highly skilled technical professionals. Established in 2011 by 20-year expert recruiter, Andy Ridout, Advance provides permanent, contract and temporary recruitment solutions to both candidates and clients across a number of key technical sectors.

Working with some of the biggest names in engineering on some of Europe’s most exciting infrastructure projects, AdvanceTRS is proud to be a preferred supplier to more than 100 blue chip engineering and construction clients.

Outstanding service has helped the company achieve a 99 per cent preferred supplier retention rate, meaning clients choose to come

F80 back time and time again.

Specialist consultants work within designated teams, utilising expert knowledge of their sector to tap into a rich network of passive and active candidates. Their expertise provides them with the capability to truly understand client’s requirements and provide bespoke recruitment solutions to match.

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◆ service ◆ commitment ◆ quality ◆

Experts in...

Consult

Signalling Telecoms Transmission Data & IP, FTNx Power DC & AC/UPS Operational Telecoms Radio & Mobile Passenger Information Telecoms Training CCTV & Security SCADA Management Public Address Civils & Structural Rolling Stock Engineering

Design Integrate Install Commission Optimise Support Train & Upskill

For more information... Call 01724 292200 Email info@alandickcomms.com Visit www.alandickcomms.com

ARM is an expert technology and engineering recruitment agency based in Hampshire, boasting an award-winning team which specialises in rail.

With more than 20 years' experience, we've built a solid reputation within the industry, sourcing many talented and highly skilled candidates for some of the most influential businesses in the field.

We're proud to be exhibiting at Railtex once again. Being part of this event gives us the chance to meet and chat with rail professionals about their next career move, and to discuss resource requirements with rail companies. We look forward to seeing you there - at stand K80.

View our current jobs at www.arm.co.uk

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Comprehensive concrete solutions C11

Anderton Concrete Anderton Concrete comes to Railtex 2017 with exciting products from a substantial portfolio.

With cable theft being both highly dangerous and costing thousands of delayed minutes each year, Anderton offers two pioneering deterrents Ander-Loc and Ander-Fin. Ander-Loc is designed to prevent the unauthorised removal of trough

Award-winning PPE for women

lids by securing each lid to the trough, while Ander-Fin utilises a pre-formed slot in the base of the troughing unit from which cable ties/clips can be attached and secured making quick removal of large lengths of cable virtually impossible.

The Anderton stand will feature Ander-Lift, an ingenious tool for fast, efficient and safe handling of troughing, and the Easi-lift trough lid, which makes finger trapping during installation a thing of the past.

There is also a new cost-effective, lightweight 700mm-wide combined walkway and trough unit that incorporates dual compartments to segregate cables and is compatible with Anderton’s range of route security products.

T41

Arco Arco is the UK’s leading safety company, distributing a worldclass range of 170,000+ branded and own brand products, including PPE, clothing, footwear and gloves, and offering training and expert advice. The company has recently invested £1 million in its own Product Assurance Laboratory to ensure that all products it supplies are high quality, reliable and safe.

At Railtex, Arco will be showcasing its award-winning women’s hi-vis hazardwear garments. Working closely with women within the industry, Arco has designed a range to fit a woman’s body shape, whilst delivering a high level of protection to keep them safe at work.

The Arco EDGE 5000 vending solution is a rugged and versatile automated dispenser which

manages PPE and other indirect consumables usage at the pointof-work.

RISQS accredited, Total Access will be focusing on its Confined Space Supervision and Rescue, Rope Access Maintenance and CCTV Examination Services for Underground Asset Inspections.

Experts in technology and Management of the engineering recruitment wheel/rail interface ARM - Advance Resource Managers ARM - Advance Resource Managers - has built a very strong reputation in the rail market, based around the delivery of some highly successful packages of work, often sourcing candidates with a very niche set of skills.

Proud to work with a broad range of businesses across a number of sub-sectors within the rail industry, ARM supplies talented professionals to customers who work in multiple disciplines, including electrification and power, permanent way,

K80

signalling and telecommunications, rolling stock, rail stations and property. The company has delivered complex assignments for some of the industry’s leading specialist companies including client organisations, design consultancies, cost engineers and contractors.

Experts in supplying people across all areas of the rail project lifecycle, ARM’s award-winning and industry-recognised team of consultants specialises in recruiting rail professionals, including: project managers/directors, commercial managers and quantity surveyors, cost engineers and estimators, design managers and design verifiers.

Advance Resource Managers has a track record of delivering high quality talent.

Bakerail Services Bakerail Services offers clients specialist and dedicated support in the field of railway infrastructure systems engineering and railway site management. We specialise in projects where the highest levels of safety, reliability and delivery to project timescales are key deliverables.

Our key focuses are on the operational management of wheel/ rail interface with active involvement supporting specialist engineers from the UK and abroad in this field of work, including: Provision of UK rail milling services - active development and introduction into the UK of the European SF02 Rail Milling machine for rail profiling modification and management.

Acoustic monitoring - installation

A51 of specialist trial systems throughout the UK, giving support to manufacturing companies, Network Rail and train operating companies.

MiniProf digital wheel, rail and brake measurement systems sole UK agents for Greenwood Engineering’s MiniProf instrument, used for the management, quality control, maintenance and wear prediction of wheels, rail and brakes.

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New PPE range provides Award-winning rails, outstanding protection and more!

Ballyclare Ballyclare’s range of hi-vis PPE garments, designed to provide outstanding day-long protection against the toughest of outdoor conditions and the most demanding working environments, are RIS-3279-TOM compliant, making them ideal for many different types of rail industry applications.

“Garments such as our multihazard protection range offer a unique combination of hi vis, antistatic, waterproof and breathable

H41 characteristics, and they are available in both male and female fit,” says Ballyclare’s Key Account Manager Maggie Shaw.

Ballyclare has a well-established relationship with W.L. Gore and Associates, renowned for its GORE-TEX® Fabrics, and this will be reflected on the Ballyclare stand.

Visitors will also be invited to witness the Ballyclare Shower Challenge, designed to highlight the waterproof performance benefits offered by the Ballyclare garments.

“The Challenge will highlight just how the garments protect the wearer from even the harshest weather conditions and how waterproof they are,” adds Maggie. ”Anyone who enters will have the opportunity to win a Fitbit activity tracker.”

Modular concrete walls look like stone CPM Group CPM’s Redi-Rock™ modular concrete walling is ideal for protecting the rail line against erosion, landslips and rock falls, as the big block solution is both quick and easy to install when there is limited ‘track time’ available.

With less disruption to services through quick and economical installation in any weather, the Redi-Rock blocks have the look of natural stone and are available in three different faces, (Cobblestone, Ledgestone and Limestone) so can blend in with the natural

B57 environment and are versatile enough to achieve height without compromising strength.

Each modular block weighs approximately one tonne and is dry laid, so walls can be built in a fraction of the time and costs compared to other methods, a real benefit when closing the rail network for trackside maintenance and improvements.

With its strength and earth retaining capabilities Redi-Rock modular walling keeps both the train and track safe whilst offering a pleasing appearance.

British Steel British Steel will be unveiling its new brand to the UK rail industry for the first time on stand R54, where the company will be showcasing its range of premium steel products designed to meet the needs of the 24/7 railway industry.

As official On-track sponsor, British Steel will be demonstrating some of its award-winning products: HP335, designed for improved wear and RCF resistance; Zinoco®, the most durable system available to combat rail corrosion and the SilentTrack® tuned rail damper system to help reduce pass-by noise by 3-6dB(A).

British Steel’s Rail Technologies team will be carrying out some track monitoring activities on Railtex’s own track, so feel free to ask the

R54 team about the latest developments in track condition assessment.

British Steel doesn’t only make rail. The Construction team will also be at Railtex, promoting its range of premium structural sections designed to enhance additional railway requirements, from bridges to gantries and stations.

Versatile, highspecification enclosures Deltron Enclosures Deltron Enclosures’ sealed boxes range from general-purpose aluminium to heavy duty, available from IP54 to IP68, including a series with enhanced EMI/RFI protection. These can be machined to specification and finished with silk screening, painting or chemical treatments for added resistance to oils and corrosion should they be exposed to the elements.

Enclosures can then be populated with electronic components, PCBs and associated cable assemblies as a finished, fully tested enclosure assembly. They are ideal for sand hoppers and LED lighting signals, trackside power systems, wireless sensors, passenger displays and more.

For larger control panel systems, sister company CTL Manufacturing

G05 has the facility to manufacture a wide variety of solutions utilising standard or bespoke enclosures.

For rail monitoring applications, Roxburgh EMC can provide noise suppression products to meet applicable legislation and ensure systems operate with reliability. Its industrial and small chassis filters offer a range of current and voltage ratings over a wide performance range.

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Electronic Enclosures for rail applicaaons Select from an array of enclosures, then allow us to machine and populate the boxes in-house, with all relevant components for your rail applicaaon.

Deltron Enclosures:

Custom Capabiliies:

> Aluminium or Plassc

> Machining

> IP54, IP66 & IP68

> Finishing & Painnng

> Heavy Duty Oppons

> Labelling & Branding

> Corrosion Resistant

> Cable Assembly

> Impact Resistant

> Component Sourcing

> EMI/RFI Protected

> Complete Box Assembly Communicaaon Systems Informaaon Systems TPWS

Condiion Monitoring Lighhng

Trackside Power

Sensors

Fuel Tanks Signalling

Wifi Systems

+44 (0)1724 273206 | sales@dem-uk.com www.dem-uk.com/deltron-enclosures

Stand G05

www.Lindapter.com

Visit Lindapter stand Q51 at

Steelwork Connection Solutions

®

Lindapter designed and manufactured a bespoke Hollo-Bolt expansion bolt for quickly and safely securing the stainless steel panels on Birmingham New Street Station. The fixing allowed an uninterrupted mirrored finish façade as originally envisaged by the architects.

®

4 Fast installation from one side only 4 High resistance to shear and tension 4 Network Rail and CE Mark approvals 4 Patented heavy duty designs available 4 Free connection design service

Visit Lindapter stand Q51 at Railtex to see Lindapter’s full range of steelwork fixings.

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Tracking trains using Innovative solutions for track condition monitoring distributed acoustic sensing L84

Findlay Irvine Findlay Irvine has, for over thirty years, been synonymous with excellence in switch heating controllers and rail condition monitoring. Having supplied over 5,000 data loggers for monitoring signalling assets, the Edinburghbased company turned its innovative expertise to providing a wireless interface for the HPSS Switch Mean which allows

engineers’ to view and analyse the performance of the switch. The success of this project has now led to a national roll out throughout the UK network.

As well as this, Findlay Irvine has recently received approval for its new device that monitors rail temperature and critical rail temperature applications. These innovatively engineered solutions offer rail engineers a final solution which could cut delays and improve efficiency in term contract maintenance across the network.

Findlay Irvine continues to develop and enhance its product range and look for new applications and avenues for its technology and capabilities. Visitors to stand L84 will be able to see the results for themselves.

MICA - bringing RFID solutions to railways Harting Harting, long established as a major supplier of connectivity and networking solutions for transport applications, is featuring new diversified systems in the fields of radio-frequency identification (RFID) and industrial computing for rail applications.

MICA (Modular Industry Computer Architecture) is being demonstrated with an RFID reading system for both platform and train-mounted applications. It is an open-

Frauscher UK Frauscher Tracking Solutions FTS, the company’s latest innovation, is based on Distributed Acoustic Sensing (DAS) and can be used for train tracking, asset condition monitoring and security applications. It is possible to track passing trains, flat wheels, broken rails, cable theft, vandalism by detecting footsteps and various activities, rock falls, animal herds and more, all in real-time.

At Railtex, visitors to the Frauscher stand can find out how this and other Frauscher products can provide valuable information for their applications. Experts will be on hand to discuss proven components and systems and introduce visitors to innovative new solutions.

Additionally, Frauscher will present intelligent functions to increase its

G37 axle counters availability, such as Supervisor Track Sections STS and Counting Head Control CHC. Frauscher Sensor Technology has always worked to generate more information with less effort.

Now, with its best-in-class wheel detection systems, axle counters and tracking solutions, Frauscher helps modern railways solve tomorrow’s problems today.

Custom-made and safety-critical fabrications S16

architecture industrial computer system, designed for harsh railway environments, that is extremely compact, robust and virtually maintenance-free. An RFID system implemented with MICA at its heart offers a variety of solutions for applications such as platform-side detection, driver authentication and wheel-rim lubrication monitoring.

With the possibility to retrofit existing systems with minimal cost and time requirements, MICA is a game changer for the rail industry.

Harting is also featuring its expertise in rail connectivity systems, including Ethernet backbone communications using the Han® Modular range of heavyduty industrial connectors, rugged unmanaged Ethernet switches and M12 circular connectors.

Hepworth Rail Hepworth Rail is the world’s leading supplier of rail windscreen wiper equipment and control systems, and also offers a total service in custom-made fabrications in a wide range of metals and forms.

Accredited to standards that include IRIS 2, ISO 9001 and EN15085, Hepworth maintains the highest levels of quality throughout the business, manufacturing everything from heavy-duty, safetycritical bracketry to cable trays.

New machining equipment enables manufacture of a large variety of fabricated components, for both vehicles and trackside equipment.

Client portals are used to schedule production/delivery requirements, with daily or weekly scheduled deliveries giving flexibility when

D90 responding to emergency supply issues.

CNC production facilities link with CAD/CAM packages, supported by highly skilled metal finishing operatives and welders.

Fully trained in 3D SolidWorks, 2D AutoCAD, design analysis and specialist simulation packages, Hepworth’s design team work closely with their clients, suggesting ideas to reduce costs by simplifying the manufacturing process.

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Simple access to the information you need.

Experience the future: Railtex | Stand G37 09-11 May | Birmingham

Tel: 01968 671200 www.findlayirvine.com

B RI T I SH DE S I GNE D , EN G IN E ER ED AN D M A N UFACT UR ED

VISIT US AT

STAND D90 & D91 ...redesign, replace or refurbish?

ARMS & BLADES

We make it simpler for our customers to run, protect, manage and monitor their operational network.

Best-in-class solutions:

WHEEL DETECTION

WASH TANKS

DUAL CONTROLLERS

WIPER SYSTEMS

BRACKETS

AXLE COUNTING

TRACKING

PERFORMANCE WIPERS, FABRICATED COMPONENTS AND ASSEMBLIES EN150 85

www.b-hepworth.com

www.frauscher.com HEPWORTH RAIL I N T E R N A T I O N A L

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Depot doors are a global success F60

Jewers Doors Jewers Doors is world-renowned for high-quality industrial door solutions, and Jewers’ Phoenix range of doors is rapidly becoming the mainstay of rail depot facilities around the world. In addition to major contracts in the UK, including both Crossrail depots and Hitachi’s new manufacturing plant in Newtown Aycliffe, projects have been completed and some ongoing as far afield as Bergen, Doha, Dubai, Hong Kong, Kuala Lumpur and Auckland.

Engineered and manufactured with the highest quality components and complying with stringent safety standards, Swift-SEW bi-folding doors are a world-proven industrial door solution for train, tram and metro depots, stabling halls and workshops. For wider apertures,

New solutions for track measurement and positioning

where greater flexibility of rolling stock movement is required, horizontally moving Osprey and Kingfisher doors provide versatile opening solutions not possible with vertically moving doors.

Not just robust and durable, the Phoenix range combines aesthetic appeal, safety and security to offer rail facilities a comprehensive package that can also complement new and existing architecture.

Flat-pack platforms and refuges

Korec Korec specialises in the provision of rail solutions to optimise the rail lifecycle from feasibility through design, construction and safety and maintenance. These solutions enable users to quickly and accurately capture the data needed to provide clients with actionable deliverables to maintain and construct railway infrastructure or to manage rail transport assets.

Among the equipment on show will be the Trimble Gedo Track Measuring Device (TMD).

This flexible, lightweight highly accurate and user-friendly system can be used for a variety of applications including precise direct-fix and slab track settingout and fast and accurate 3D track geometry measurement at up to 2,500 metres per hour.

Kwik-Step have introduced a range of robust FRP platforms in addition to their modular stairways.

The platforms include refuges, lookout posts and walkways.

U51

Lindapter International

Kwik-Step stairways are an ideal choice for access to the line-side, but if the location lacks a place of safety due to degraded embankments, minimal cess or poor visibility a platform can be installed to provide a quick and cost-effective solution.

Kwik-Step has introduced a range

Two significant innovations will also be present at this year’s event. The fantastic new Trimble SX10 offers a true 3D Laser Scanner combined with a Total Station, while Trimble’s new Catalyst GNSS system democratises accurate positioning and will find a huge number of applications in the rail industry.

Clamping solutions save time and money

Kwik-Step Modular Platforms & Stairways Kwik-Step

G40

to provide a quick and cost-effective

Lindapter, established in 1934,

All platforms are supplied flat-packed from stock and all share the same modular design including a ofleg robust FRPtoplatforms in addition is a global market leader in range of options suit different gradients andsolution. ground conditions.

to its modular stairways. The All platforms are supplied platforms include refuges, lookout flat-packed from stock and all Visit us on stand U51 to see the products and posts and walkways. sharefor themore sameinformation. modular design Kwik-Step stairways are an including a range of leg options to

ideal choice for access to the suit different gradients and ground

line-side but, if the location lacks conditions. a place of safety due to degraded The platforms and stairways can

embankments, minimal cess or poor generally be installed with minimal

visibility, a platform can be installed groundwork within a single shift.

the design, innovation and manufacture of clamping solutions that provide a faster alternative to drilling or welding and therefore save contractors’ time and money.

At Railtex, Lindapter will demonstrate its product capabilities in a range of connection applications including overhead line equipment, station buildings, station fittings, facades, depots, low speed rails, rail bridges, access walkways and structural reinforcement.

Lindapter’s specification engineers will be on

The platforms and stairways can generally be installed with minimal groundwork within a single shift.

Q51 the stand to answer questions and launch the new Type HD brochure specifically for engineers and specifiers working in the rail industry. The document highlights how the range of Type HD rail clamps provides a quick way to align and secure rails, providing a strong, reliable and long-lasting connection.

Visit stand Q51 to pick up your copy of the new Type HD booklet.

Lindapter’s rail brochure will also be available which includes a list of Network Rail-approved products.

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12/04/2017 22:42:51

Kwik - Step

Modular Platforms and Stairways Galvanized Steel Stairways

Lookout Post Lightweight FRP Minimal Groundwork Simple Assembly Available from Stock Other Sizes Available

FRP Platform

0117 929 1400

Minimal Groundwork Simple Assembly Use Immediately Range from 12° to 45° Available from Stock

www.kwik-step.com

info@kwik-step.com

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Investing in the future to increase capacity G30

Lundy Projects Lundy Projects, now entering its 40th year in business, has achieved and continues to sustain a good reputation for quality, safety, and delivery.

With experienced management in delivering projects such as Trent Valley Four Tracking, Milton Keynes Resignalling, Paisley Corridor, Thameslink, Reading Station Signalling, Reading Station Electrification, Great Western Electrification & Wiring, to name a few, Lundy continue to build and expand.

Over the last five years, Lundy has increased its capacity further, investing over £8 million in new rail plant, piling rigs, road rail cranes, fabrication facilities and a major investment in a cutting-edge robotic manufacturing facility to increase output significantly.

Lundy prides itself on being a pioneering, innovative company, well positioned to deliver current and future projects nationwide.

One-person control using Megalink Mechan Mechan, the Sheffield-based lifting and handling expert, will display a full size, fully functional demonstration jack that will showcase its market-leading Megalink control system. This synchronises an unlimited number of jacks, producing a smooth and safe lift that can be managed by just one person.

Tailor-made solutions for vehicle maintenance F41

Masteris Masteris excels in every phase of a rail vehicle’s life, from design to maintenance to refurbishment. A wholly owned subsidiary of SNCF, Masteris guarantees rail operators the highest levels of traffic safety and rail vehicle performance.

Whether it’s goods wagons or TGV trainsets, Masteris bring with it 70 years of SNCF experience with a vast array of vehicle types. »» Maintenance: From cleaning to detailed component inspection, Masteris has the maintenance centres and field staff to meet operators’ needs; »» Engineering: Services range from component design to assistance with procurement; »» Spares: Europe-wide repair and supply of spare parts; »» Equipment modernisation

and upgrades using the latest technologies.

Today, 110 customers benefit from tailor-made solutions for locomotives, wagons, passenger trains, metros, trams… in Europe.

Modular excavation support systems N10

In addition, information on Mechan’s entire product range will be available, along with the European innovations it supplies to the UK and Ireland. These include the handheld CALIPRI laser measuring device, which will be on display for delegates to see in action.

The firm was recently acquired

by France’s CIM, which sees Mechan become part of a group that undertakes the design and realisation of railway infrastructure supply and construction projects and operates in more than 120 countries worldwide.

Richard Carr, Mechan’s managing director, said: “We love catching up with colleagues old and new at this popular exhibition and, thanks to our giant yellow jack, you’re unlikely to miss us!”

MGF Excavation Safety Solutions MGF specialises in the design, manufacture and provision of modular and bespoke excavation support systems in the UK. The company is committed to providing rail customers with completely engineered safety solutions for all types of excavation works.

The lightweight GRiPSHORE® product range enables the rapid creation of a safe working environment in shallow, confined excavations and has the unique quality of being electrically nonconductive, which is particularly useful for rail projects. It can be transported easily and installed manually whilst matching the durability and strength of traditional, heavier aluminium support systems.

MGF’s capability to service the

D57 rail sector spans both major civil engineering infrastructure schemes through to Network Rail-managed improvement projects delivered through over control periods.

/ RAILCAR LIFTING JACKS / BOGIE/EQUIPMENT DROPS / TRAVERSERS / TURNTABLES / BOGIE TEST MACHINES / UNDER CAR EQUIPMENT HANDLING / RAIL DEPOT WORKSHOP EQUIPMENT E: info@mechan.co.uk W: www.mechan.co.uk T: +44 (0)114 257 0563

RAIL DEPOT LIFTING & HANDLING EQUIPMENT

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Regulatory compliance at lowest installed cost C69

Panduit Panduit enables developers to organise, connect and protect electrical systems with confidence.

Panduit delivers solutions including a broad selection of wire harness, heavy-duty cable management and control panel solutions that help customers meet design, quality and regulatory requirements in a timely and costeffective way. With automated tooling, technical support, and worldwide availability of quality products, Panduit is a singlesource partner to rail operators and contractors worldwide.

The Quick-Build™ Harness Board System is a revolutionary modular, expandable solution consisting of reusable grid tiles with specially shaped holes that accept repositionable accessories to improve the productivity of wire harness build time by up to 18 per cent compared to plywood board and nail method.

Savings of up to 65 per cent can be achieved with more than 50 per cent in storage space savings.

The Quick-Build™ System elevates harness routing above the grid tiles, allowing wire harness manufacturers to use Panduit Automatic Cable Tie Installation Tool (PAT), which is six times faster than conventional cable tie installation systems, further improving productivity.

More than just the Stourbridge Shuttle Pre Metro Operations Pre Metro Operations provides innovative light-rail services as a low-cost alternative to current heavy rail, or as a solution to reopening parts of currently closed sections of railway.

Currently, the company operates the ‘Stourbridge Shuttle’, a small rail link between Junction and Town stations in Stourbridge, using

Unique Econect pin-brazing bonds to steel rails Park Signalling Safetrack’s patented pin-brazing method, Econect©, fastens electrical connectors to steel constructions, such as rails, without the need for drilling holes.

It is ideal for connecting signal bonds, rail bonds, power and return bonds and for grounding cables.

The bonds take only seconds to apply, in any weather, and are robust enough to stand the everyday rigors of an operational railway environment. Reduced time on site not only makes this method very cost effective, it also minimises the risk to operators from being trackside.

A special brazing pin with a silver solder (melting temperature is less than 700°C/1300°F) melts down in the cable lugs hole and creates a brazed Silver Connection© between

R11 the cable wires and the piece of steel, which provides an extremely low transition resistance.

Econect’s revolutionary Li-ion Nano technology battery enables each unit to apply 50 brazings from a single charge and has resulted in a highly portable unit weighing less than 10kg.

Wiper systems with outstanding performance J91

bespoke vehicles, in partnership with London Midland. The service is operated by Class 139 Railcars, which allow an intensive 10-minute frequency, are very environmentally friendly and are easily accessible with flat-level entry for wheelchair users and buggies. Reliability is excellent - between 99.7 and 100 per cent!

The success of the service at Stourbridge has led to interest in operating schemes elsewhere in the UK. Pre Metro Operations is the preferred operator of a proposed scheme in Preston, which has recently been given permission to establish a demonstration operation in the city, while a projected light rail scheme in Hereford city centre is the latest proposal to suggest Pre Metro Operations’ involvement.

PSV Wipers PSV Wipers, the Worcester-based windscreen wiper specialist, has been developing and manufacturing quality wiper systems and components for over 35 years and has over two decades’ experience working within the international rail industry.

In recent years, PSV has been approached by a number of train operators and maintenance depots that were experiencing service issues with old pneumatic wiper systems (even when supplied direct from reconditioning).

In response, PSV developed cost effective ‘plug and play’ pneumatic-

M60 to-electric conversion kits in 2012. The compact mechanism is specifically designed to fit into the same space occupied by the loco’s original pneumatic system.

Working in collaboration with UK operators, a comprehensive development and testing programme was undertaken, with the first kits shown publicly at the 2013 Railtex show. Since then, the increasingly popular systems were again well received at the 2015 Railtex show and will feature prominently on PSV’s 2017 stand, along with wiper arms and robust stainless steel wiper blades.

Time to upgrade your wiper system?

• Arms • Blades • Motors (24v and 110v) • Linkage systems • Components & spares

Replace your pneumatic wipers with one of our electric motor conversion kits Pneumatic windscreen wiper systems have been around for decades. When new, they work well, but as time progresses they can become prone to failure due to system leaks. Failed wipers result in inoperable trains, causing service disruption (costing both time and money).

Thankfully, there’s an economic alternative. With over 35 years experience producing complete wiper systems, PSV Wipers Ltd have developed a number of conversion kits specifically for older rolling stock.

These are a direct replacement for your existing pneumatic system. They’re reliable, easy to retrofit and can save thousands in maintenance costs and lost operating time.

PSV have been developing and manufacturing robustly engineered wiper systems since 1980, supplying new and replacement components and systems for UK and international OEM train builders, fleet operators and fleet support distributors. Our products are designed to improve reliability and lower ‘Life Cycle Costs’.

Why not discover the benefits of electric wiper systems?

Call us today and ask for our Rail Specialist, Paul Curry.

PSV Wipers Ltd, Navigation Road, Diglis, Worcester WR5 3DE, UK Tel. +44 (0) 1905 350500 │ sales@psvwipers.com │ www.psvwipers.com Photo reproduced under the Creative Commons Attribution 2.0 Generic license. Credit Phil Sangwell.

See us on stand M60

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Get ready for the RailSport Games!

D85

Rail Media Rail Media is proud to be media partner for Railtex 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.

Grow your business, export and innovate

The main thrust of the Rail Media stand will be to promote the RailSport Games. Moved to Loughborough University this year, home of Team GB for the 2012 Olympics, 15 different sports will be contested by individuals and teams from across the rail industry over the weekend of 8-9 July.

Visitors will also be able to speak directly with the editorial teams from RailStaff and Rail Engineer, and also meet the organisers of the popular Rail Summits and Rail Exec Club.

This year’s RailStaff Awards will bring 1,000 people to Coventry in October for the industry’s biggest awards evening and party. Have you nominated anyone yet?

A15

Rail Supply Group The Rail Supply Group, working in partnership with the Department for Transport and the Department for Business, Energy and Industrial Strategy, is a joint initiative between Government and industry to strengthen the capability and competitiveness of the UK rail supply chain to grow business at home and abroad.

Its sector strategy sets out our long-term commitment to increase manufacturing and innovation capability to support UK economic growth.

At Railtex, the Rail Supply Group will be in inviting Railtex delegates to share their views on how the rail industry can create more jobs, export more and support the economy with a series of drop-in sessions with leading Government

officials. Let Government know how your business could grow, export more and innovate in a one-to-one sessions with officials.

Railway Industry Careers and recruitment wall Association at Railtex RailwayPeople.com The Recruitment Wall Powered by a live feed from RailwayPeople.com, The Recruitment Wall 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 up to five vacancies free of charge. With more than 450

E86 exhibitors at the show, that adds up to a lot of jobs!

Staff will be on hand to work with both employers seeking staff and show visitors looking to expand their horizons. School leavers, apprentices, graduates and experienced railway staff can all drop in to see what’s on offer, while any company in the industry can also enquire about the best ways to recruit.

This is a great opportunity for Railtex exhibitors to take the plunge without incurring cost, and for everyone to consider new opportunities. What do you have to lose?

Located on stand E86 in the main hall at Railtex, the Recruitment Wall is available throughout the exhibition.

Railway Industry Association The Railway Industry Association stand will be in its usual location by the entrance, ready to welcome existing and potential members in the UK supply chain.

Many of the UK exhibitors at Railtex are Association members and the RIA team plays a strong role in the event, providing a focal point for networking and helping overseas delegations to find UK suppliers.

M02 RIA’s activity this year includes arranging appointments with rail sector experts from around the world for the Department for International Trade, organising a series of informative seminars in the Knowledge Hub, and supporting the Rail Supply Group.

Railtex also offers the chance to meet with RIA’s new Chief Executive, Darren Caplan, who will be helping open the event.

“Excellence in Engineering”

Find us on Stand G30

Lundy Projects Limited 195 Chestergate Stockport SK3 0BQ Tel: 0161 476 2996 Email: mail@lundy-projects.co.uk Website: www.lundy-projects.co.uk

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Powering the rail industry with rugged solutions Relec Electronics

Relec, based in Dorset, is a specialist supplier to the rail industry that offers a combination of a broad range of railway-specific electronic equipment. This is manufactured by a discrete number of specialist companies to meet the industry’s exacting requirements and is supported by Relec’s own team of highly experienced, qualified engineers.

Compliance to national and international standards, safety, reliability and high performance are the key attributes at the heart of the products and services offered.

Power conversion products Products supplied include rugged high-performance power conversion products, AC-DC power supplies, DC-DC converters, DC-AC inverters, displays, EMC filters and vandal-proof switches.

Solutions are available for trackside equipment applications running from an AC or DC supply as well as for train-borne duties operating from all common DC traction supplies from 24V to 220V DC. Products offered for rail applications are compliant with national and international railway standards EN50121-3-2 and EN50155. The comprehensive and easy-to-navigate website shows the particular standard to which a product is compliant and whether it has been listed by Network Rail PADS (Parts and Drawing System).

Complementing the power supplies is a comprehensive range of EMC filters from 0.5A to 1100A for DC, single-phase and threephase applications.

N68 Case study 3: Bel Power Q Series DC-DC converter Ensuring driver comfort and safety

Displays and touch panels The portfolio extends beyond power conversion products and includes a wide range of the latest in TFT displays (above). These feature both projected capacitive (PCAP) and resistive touch panel technology, together with enhancements for optimum daylight and sunlight viewing, and which allow the modules to be used in extremely harsh and mechanically demanding environments.

Displays, which may range in size from 4” to 42”, include custom-built machined cases and are usually tailor-made to the application. Monitors deployed in high-use areas will need antifinger marking treatments and perhaps resistive touch, PCAP and anti-reflective coatings.

The following application examples illustrate how appropriate solutions were selected to meet particular customer requirements.

Case Study 1: 110V DC supply voltage from an AC supply The requirement was to simulate the 110V DC train-borne supply voltage from a DC supply. A simple and quickly available solution had to be found but, in addition, the solution had to be robust and installed in a mobile transit case without posing any sort of reliability risk.

The Excelsys Ultimod configurable power supply (below left) offers field proven reliability and a five-year warranty.

The Ultimod family comes in two chassis sizes - powerPac sizes: UX4 - 600W, UX6 - 1200W. The UX4 can be populated with up to four powerMod modules, the UX6 can accept up to six.

Case Study 2: Trackside 48V DC battery pack supply unit As part of an upgrade to a new SCADA (Supervisory Control and Data Acquisition) system to control traction power and distribution, a client working for Network Rail needed to provide the means to power a 24V DC system from the trackside 48V DC battery-backed supply using an EN50121 compliant solution.

The Q series from Bel Power, which had the additional benefit of being approved by the Network Rail PADS (Parts and Drawing System), was selected. These extremely compact DC-DC converters incorporate all the necessary input and output filtering, signalling, and protection features, and provide important advantages such as flexible output power through primary current limitation, high efficiency, excellent reliability, very low ripple and RFI noise levels, full input to output isolation, negligible inrush current, overtemperature protection, and input over-/ undervoltage lockout. The converter inputs are protected against surges and transients occurring on the source lines.

A motorised sunblind was under consideration for the driver’s cabin to replace the manually operated driver’s sunblind a simple manual chord and pulley system. The new design required a switch-operated solution powered from the traction battery supply.

Modern railway locomotives provide a tough electrical environment for any electronic equipment. In this case, Bel Power’s Q series DC-DC converter ({below right) was selected as it is reliable with proven extended MTBF levels and capable of dealing with voltage fluctuations and inrush current requirements.

Ultra-wide input DC-DC converters from Mornsun The URB series from Mornsun is a range of rugged ultra-wide input DC-DC converters which, when used in combination with the specially designed FC series input filters, conforms to the requirements of EN50155 and RIA12 for railway applications.

The product has a wide range of input voltages including the most commonly used traction battery voltages with an equally wide range of output voltages.

Applications include passenger reading lights, on-board WiFi and passenger USB hubs.

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Concrete for Life

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New heavy-duty modular RRAP solution Rosehill Rail Rosehill Rail, the leading level crossing systems provider, will be showcasing its range of modular rail crossing solutions including its new Interlocking RRAP system.

A heavy-duty modular solution, 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 points.

N31 With steel rods moulded into each solid rubber panel, the Interlocking RRAP system is ideal for getting RRVs and other heavy machinery onto the track again and again.

Customers using the system can install a 10.8 metre road/ rail access point in less than 90 minutes, minimising disruption and significantly reducing costs compared to traditional concrete and other modular systems.

Bearing technology for tomorrow Schaeffler UK The Schaeffler Group makes high-precision components and systems for engine, transmission and chassis applications as well as rolling and plain bearings for a large number of industrial applications.

The technology company generated sales of approximately €13.3 billion in 2016, making it one of the world’s largest family-owned companies. It has a worldwide network of manufacturing locations, research and development

Q10 facilities and sales companies, employing around 86,000 people at approximately 170 locations in over 50 countries.

The Industrial division supplies components and systems for around 60 industrial sectors worldwide, with a range including miniature bearings only a few millimetres wide through to large-size bearings with an outside diameter of several metres.

Individual rail traffic applications are developed in close partnership with manufacturers and operators.

The product range includes axlebox bearings, traction motors and gearbox bearings from the FAG brand, complemented by bearings and components from the INA brand for railcar connectors, braking or door systems.

Bespoke speed-sensing solutions K61

Rowe Hankins Rowe Hankins will showcase its range of innovative on-train and trackside safety products. The company, based in Bury, north Manchester, will highlight its skills in the design, development and manufacturing of safety critical rail products, including speed and direction sensors, current monitors and wheel flange lubrication, all of which will be exhibited at the event.

Experts in speed-sensor technology and its applications, Rowe Hankins’ engineers can provide bespoke speed sensing solutions. Robust and with a long life expectancy, the sensors are a cost effective solution and are currently used by world leading train companies, including the London Underground, Alstom, Bombardier and Siemens.

Committed to speed sensor advancement, Rowe Hankins continues to invest in new rail technologies and is currently carrying out extensive research and development to ensure its speed sensor solutions effectively respond to the demand for rail technology that both increases utilisation and improves safety.

Bringing 75 years of innovation to the UK Stadler Stadler has been manufacturing cutting edge rolling stock for the last 75 years. From a small family firm in Bussnang, Switzerland, it now has over 7,000 employees in over 30 countries, providing innovative solutions to meet unique challenges rather than relying on off-the-peg products.

It’s this expertise which Stadler is bringing to the UK. Stadler has just secured an agreement with Merseytravel worth up to £700 million to build and maintain 52 metro trains. In addition, a £610 million deal with Greater Anglia will see Stadler deliver 58 FLIRT electric and bimode multiple units.

Its Class 68 - the most powerful production diesel locomotive to run in the UK - is already transforming

G80 passenger and freight services across the country, while its Class 88 electro-diesel will soon be in operation as a ‘true’ dual-mode loco.

Stadler will also supply 17 underground trains to Glasgow Subway’s unusual specifications and is delivering the UK’s first tramtrains to Sheffield.

Mobility for tomorrow

With a track record of over 100 years dedicated to anticipating and solving tomorrow's challenges ahead of the rest, Schaeffler is a preferred development partner for rail sector manufacturers and operators worldwide.

Future trends are clear ...

Increasingly intelligent rail systems require revolutionary lifecycle management of tomorrow's demands on bearings and mechatronics.

Maintenance management is being revolutionised by using Schaeffler condition monitoring products and services.

Schaeffler remotely evaluates complex volumes of real-load data to determine requirement-based maintenance. In this way maintenance intervals can be reliably extended, leading to greater rolling stock availability, safety and overall cost savings.

The mobility of tomorrow must be more sustainable, more efficient, quieter and safer. Whether you are a high-speed, freight or local transport provider, we look forward to sharing our comprehensive technical expertise.

Stand Q10 at RAILTEX | www.schaeffler.co.uk/railway

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Comprehensive service solutions Sulzer Sulzer, a turnkey rotating equipment service supplier to the rail industry, will be highlighting its wide ranging expertise. Highly regarded due to maintenance experience of rotating equipment spanning over 150 years, show attendees will have an opportunity to discover how Sulzer quality greatly extends component service life in rail applications.

P11 In a sector where reliability and the preservation of schedules are paramount, Sulzer offers the responsiveness and quality of service to ensure the utmost performance of equipment. During the exhibition, Sulzer will highlight its wide range of support for traction motors and armatures, traction coils, commutators, impellers, fans, auxiliary motors and bogie modules with some exemplified in a range of models and stand themes.

Equally adept in servicing electrical or mechanical equipment, Sulzer can offer maintenance, design and testing services from a number of key 24-hour service centres, operating around the clock to ensure short lead times and maximum uptime for end users and their rolling stock.

High-quality galvanisedsteel security products Technocover Technocover, incorporating TechnoRail, has been designing and manufacturing innovative steel access products since 1993. In that time, the company has gained a reputation as the UK’s leading supplier of third-party accredited physical security galvanised steel access solutions for asset protection.

Working for almost every type of industry in the public and private sectors, Technocover engineers a unique range of accredited security products to meet the latest asset security standards. The adaptability of steel products means the most complex design criteria can be met.

Technocover has the widest range of accredited LPCB (Loss Prevention Certification Board) tested and certified high-security galvanised

F17 steel access products. This provides clients with the confidence that the products and services provided are assured by third party accreditation.

For above ground, below ground and building hardening, new build or retrofit, Technocover has unmatched design, production and installation capabilities to deliver right-firsttime, lowest total cost security solutions answering every physical protection challenge, to any scale.

New features for station Specialist flooring for management metros and other trains Telent Telent, the managed services and whole life asset management specialist, will be showing its station management system, MICA, at Railtex, including new features that have been added for Bank and London Bridge stations, the integration of congestion management as implemented at Clapham Junction, and new media management features to keep passengers informed on travel and station movement.

Acumen, the remote condition monitoring platform, implemented with London Underground, will be on show, and will include a new

L31 analytics module which monitors a large number of cameras over low bandwidth links.

This year, Telent will also be focusing on its partnerships.

Some are well-established, such as with Cisco and Juniper, while others are new - Telent is the deployment partner for Exterion Media’s advertising technology for TfL. Then there is cutting-edge technology - Voltserver offers true innovation in the provision of power for electronic equipment using ‘digital electricity’, which will be powering much of the equipment on the stand.

Treadmaster Flooring Treadmaster, the transport flooring specialist, has been supplying the transit industry since 1951. Today, the product meets the highest ratings of fire standards for Rail including BS6853 Cat 1a and the new European standard EN45545-2 HL3.

The products are also incredibly durable and hard wearing, slip resistant and easy to clean, which means operators can benefit from industry leading life cycle costs.

In-house capabilities include colour matching to RAL, Pantone and NCS colour references, customisation of flooring to rail car drawing dimensions (minimising cutting and wastage) and machining of bespoke designs/patterns.

Treadmaster has a proven pedigree in providing the highest fire

B85 retardant flooring for the rail sector and particularly for metro rolling stock. It is the incumbent flooring supplier to London Underground and is working on a number of projects for TfL including the new Elizabeth line trains.

Having exhibited at Railtex since 2011, Treadmaster uses the show as a focal point for its UK customers.

Visit us at Railtex in Birmingham, UK at booth # P11.

Your Repair Partner Helping You Run Like Clockwork Sulzer is known around the world for its breadth of experience servicing electromechanical equipment used in transportation.

Our full service offering includes inspection, repair, testing and commissioning, of equipment including AC and DC traction motors, motor-alternator sets and auxiliary motors, generators, repair and manufacture of coils, bogie repairs, braking systems, gearboxes, impellers and their ancillaries, ensuring your fleet runs like clockwork.

Contact us on www.sulzer.com

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Data capture using the latest technology G40

Trimble Railway Solutions Trimble's railway solutions combine the latest in GPS/ GNSS, optical, imaging, scanning, and monitoring technologies with customized software and wireless communications, enabling users to capture

the data needed quickly and accurately.

Trimble's GEDO systems solutions use integrated processes and workflows for gathering track position data with high precision as well as asset data collection.

Based on decades of experience in the railway industry, Trimble GEDO systems provide efficient tools and workflows throughout the rail measurement process. By integrating rugged field hardware with customized software and point of work guidance, Trimble GEDO systems reduce rework and increase productivity. Trimble GEDO systems provide solutions for track documentation, slab track construction, tamping measurement as well as track clearance and asset management.

Is your rolling stock protected?

Ultrimax Coatings Ultrimax Coatings are the number one choice for paint shop supplies, consumables, and spray equipment for the rail industry.

The wear and tear on railway rolling stock is surely greater than that of any other mode of transport.

With interiors exposed to thousands of passengers every day and

Cerabond discs give improved performance A61

Tyrolit Tyrolit is one of the world’s leading manufacturers of bonded grinding, cutting, sawing, drilling and dressing tools. Founded in 1919, the family-owned Austrian company has over 4,200 employees at 27 production locations in 11 countries and a turnover of £550 million worldwide.

With many years’ experience supplying transport authorities, track laying organisations and rail maintenance companies, Tyrolit can be trusted to supply the best solutions for applications in the rail sector.

Tyrolit produces over 80,000 different products, each one offering a significant advantage in its application. It takes pride, not only in supplying quality tools, but also

offering the support of specialist application engineers to provide customers with the best solutions for their needs.

At Railtex, Tyrolit will be showing some of its latest innovations, including ceramic grain Cerabond cutting discs with 40 per cent improved performance, as well as Premium long life and quick grinding cup wheels for all gauge and head of rail applications.

Looking for new technologies?

V17

exteriors battered by the elements, dust and debris, the finish applied by rolling stock manufacturers and refurbishers must not only look great but it must be resilient too.

Floor protection and painted surface protection are essential components of the rolling stock paint shop specialist’s tool kit.

Key attributes include resilience to knocks, abrasions, tears and punctures, ease of application and removal, anti-slip properties and, in some instances, flame retardant qualities.

The comprehensive Ultrimax Coatings range includes abrasives, PPE, masking and protection material, spray guns and pumps.

Established in 1973, the company has over 40 years of experience in advising and supplying the trade.

Unipart Unipart Rail’s stand will feature everything from power supply technologies through to Instrumentel vehicle door monitoring.

Innovative solutions now cover the provision of power control from the National Grid through to the Unipart Dorman LED signalling which controls vehicle movements on both heavy and light rail. And, with clever SSI monitoring from Park Signalling, there are now more solutions than ever.

Problems with relays can cause serious problems in the interlocking.

With Sparta, Unipart’s portable testing solution, relays can be tested out before they are installed and is now a straightforward activity, ensuring that risks are not imported into the SSI.

N64 Aqueous Guard protects both internal and external surfaces using unique ceramic nano-technology coating, enabling faster and better dirt and graffiti removal.

There is even a new cost-effective replacement from SV-Shocks for traditionally refurbished dampers for rail vehicles.

Railtex visitors looking for new technologies, or for new solutions to old problems, need to talk with Unipart’s experts on stand N64.

Your partner in the rail industry With many yearsâ&#x20AC;&#x2122; experience supplying transport authorities, track laying organisations and rail maintenance companies, you can trust TYROLIT to supply the best solutions for cutting and grinding applications in the rail sector.

Premium grinding tools since 1919 www.tyrolit.com

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Long-term experience brings Bumper Welsh presence efficiency and reliability as eight companies exhibit K31

Voith Turbo

Voith components and systems for rail vehicles provide efficiencies at higher speeds, more comfort coupled with maximum reliability.

The company’s core product range includes couplers, vehicle front ends, complete driveline technology and cooling systems. Voith can deliver, from a single source, the customer’s requirements from design and manufacture through to complete integration.

Train manufacturers and operators will benefit from Voith’s knowledge and long-term experience in developing and producing key components.

Comprehensive rail depot services Wilcomatic Wilcomatic Rail Division will showcase its comprehensive range of depot equipment, including CET (controlled emission toilets) water replenishing, refuelling, AdBlue and screen wash systems. This is to run alongside its worldwide and established range of specialist wash equipment for trains, trams and monorails.

The strategy of Wilcomatic Rail Division is to select key turnkey providers of rail systems and work with them to provide tailor-made systems throughout the world.

One example is the Vogelsang CET system which, with its many unique features, is already one of the most highly rated and reliable products found in railway depots in mainland Europe. Wilcomatic is the official UK distributor.

P31

The company also supplies large multi-station complex fuelling delivery systems with large storage tanks, ensuring high speed servicing turnaround times.

As well as this new range of products, Wilcomatic Rail Division will be featuring its specialist wash equipment for rail, trams, monorails and APM (automatic passenger movers) systems for airports.

Welsh Government The Welsh Government is taking a prominent space with eight Welsh companies exhibiting.

These leading Welsh companies demonstrate how their creativity and originality is making an impact internationally.

Mold-based coatings specialists GLS Coatings is again exhibiting following a substantial success at the last Railtex which brought in a six-figure sum business for the company. George Green, general manager of GLS Coatings, said: “We had launched our trademarked GLS 100R which electrically insulates up to 35,000 volts. It is used throughout the UK rail network to prevent bird-strikes shorting the overhead line and to eliminate ‘touch-potential’ issues with signalling location cases for Network Rail.

“We were kept exceptionally busy answering technical enquiries and we showed a specially commissioned video of our technicians at work coating the footbridge at York Station. That work was carried out in December 2014 and there have been no line trips since then.”

Since Railtex 2015, GLS Coatings Ltd has also used the GLS 100R product to apply anti-slip flooring to terrazzo tiles at some of the UK’s major railway stations and footbridges.

Terry Gee, who co-owns Cardiffbased rail security, electrical and telecoms company Gee

C41 Communications with his brother Chris, said: “We want to promote Gee Communications foremost as a Welsh company, uniquely positioned to provide a service to anyone with an interest in investing in Wales and procuring our services.”

At Railtex, Terry and his team will have the chance to meet suppliers, manufacturers, competitors, governing bodies and clients faceto-face.

Broughton-based DataScope develops fatigue management solutions for the rail industry.

Sales and marketing manager Rod Jones said: “We recently launched a range of multi-platform apps which proactively manage fatigue, ensuring that rail operatives are kept safe. We know that our system is unique in the world - and that it can save lives. Operatives can also manage close calls and be safe in the knowledge that there’s an audit trail in place to manage such risks.

“The system is already used widely by Network Rail together, with a number of the principal contractors working on rail and highways projects, but we’re keen to further our exposure within the global rail industry at Railtex.”

The full list of Welsh companies attending Railtex is: ALC, Morgan Advanced Engineering, GLS, Datascope Systems, PCC, GOS, Furrer and Frey, and Gee Communications.

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Reduced free consumption High-tech safety with Depot and enhanced performance Personnel Protection Systems ZF Aftermarket ZF Aftermarket will be showcasing its latest and most innovative range of driveline and chassis technology for rail vehicles on stand D17.

Visitors will be able to find out more about its latest range of rail sector products which are dedicated to reducing vehicle fuel consumption and enhancing performance and reliability, while

D17 maximising passenger comfort. In addition to this, it will highlight its aftermarket service offering which provides project management for bogie, wheelset and traction motor overhaul, as well as repair, service, and remanufacture of ZF and multibrand transmissions.

Products on display will include ZF’s EcoWorld six-speed transmission system, for diesel powered rail applications, and the Get2 Rail Drive Concept for electrically driven ones.

Other products on show will include a multi-brand high-speed transmission, as well as suspension components. Visitors will be able to find out more about ZF’s gears and gearboxes, diesel engines for rail traction, bogies, axles, and wheelsets.

S10

Zonegreen Zonegreen is renowned as the original creator of the modern rail depot protection system and is the world market leader in the field with its SMART Depot Personnel Protection Systems (DPPS™). The system, installed throughout the UK and across the world, allows the safe and efficient control of train movements within depots - crucial in today’s busy working environments - protecting both staff and infrastructure.

The DPPS is highly advanced, state-of-the-art and incorporates intelligent distributed communication technology, as well as electronic personnel datakeys to uniquely identify staff working in different safety zones.

Zonegreen’s safety specialists will be demonstrating their range

of safety and interlocking systems, including the new generation DPPS, on stand S10.

The centrepiece of the Sheffieldbased firm’s display will comprise a working road end panel and powered derailer, as well as its innovative depot manager PC system, which logs every action completed on DPPS.

RAILTEX

it's all about planning

Hopefully these previews of some of the displays at Railtex have given you an idea of what to look for. If a company you know wants to visit isn’t in the previous 28 pages, then find them on the list overleaf and track them down on the plan.

Don’t forget to come and see your favourite railway engineering magazine on stand D85, as part of the Rail Media display, and try and catch some of the Rail Engineer-organised technical seminars as well.

And if you really can’t make it to the NEC between 9 and 11 May, you will be able to read Rail Engineer’s review of the show in the July issue.

Protecting your depot’s most valuable assets

Zonegreen’s SMART DPPS™

Give your rail depot workforce the confidence to work safely & effectively.

Even with all of the expensive infrastructure and equipment present in modern railway depots, the most valuable element of any rail facility will always be its workforce.

Zonegreen’s SMART Depot Personnel Protection System (DPPS™) protects workers by safely and efficiently controlling train movements within depots.

By far the market leader, Zonegreen’s DPPS™ has an unrivalled reputation as the most

advanced, high-quality, reliable, proven and widely-installed product of its kind, with installations both across the UK and around the world. The company boasts unparalleled expertise and experience in depot protection systems and employs an array of highly-skilled specialist engineering staff.

Zonegreen is also an experienced and trusted provider of depot interlocking solutions.

Zonegreen contact: E-mail: info@zonegreen.co.uk Tel: +44 (0)114 230 0822 Fax: +44 (0)871 872 0349

www.zonegreen.co.uk

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National College for High Speed Rail C60 Navaho Technologies N02 Next Generation Rail Technologies D34 Nomad Digital B15 Nord-Lock Group G03 Norelem U31 Norka Lighting UK G51 Nusteel Structures V37 Omicron Electronics UK E17 OMNIA L50 Onyxrail E03 OSL Rail R67 Pace Networks L50 Panasonic Business B81 Panasonic Toughbook A03 Panduit C69 Paramount Security Group P67 Paramount Steel Fence P67 Park Signalling R11 Parker S17 Passcomm Q17 Patentes Talgo E51 PCC.EU C41 Permanent Way Institution Q03 Petards N59 Pfisterer L51 PID Systems B87 Pipe and Piling Supplies N61 Platipus Anchors W36 PLURA Innovations P60 Polarteknik F64 Polyrack Tech-Group Holding A69 Portaramp UK U03 Powersystems UK C16 Pre Metro Operations J91 Prefarails N43 Premier Concrete Pumping N81 Project7 Consultancy V34 Provertha J67 Prysmian Cables & Systems L81 PSV Wipers M60 Pulsar Q41 Quantum Seating F45 Quiligotti Terrazzo Tiles U54 R E Cooke U52 R2P D45 RAIL & RailReview Q81 Rail Alliance L60 Rail Engineer D85 Rail Forum East Midlands Q61 Rail Media D85 Rail Order B81 Rail Professional F07 Rail Safety Systems R50 Rail Supply Group A15 Rail Technology Magazine P41 Railmetrics U02 Railway Gazette International F03 Railway Industry Association M02 Railway Interiors Expo J03 RailwayPeople.com E86 Rainford Solutions K65 RCM (Remote Condition Monitoring) Q85 Rebo BV F68 Rebosio L50 Relec Electronics N68 Renown Rail Welding M51 RISQS (The Rail Industry Supplier Qualification Scheme) C50

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Show Management Office

For more info visit

Sport Games

www.railsport.uk

RT? O P S E V LO DO YOU

Sport Winners Sport It’s a Knockout!

Sport

WE NEED YOU!

SING I N A ORG S Y MES? Badminton A G D ALWA N A MATCHES

Sport Chess

helping us If you’re interested in en email promote the event, th rt.uk ambassador@railspo

Sport WE’RE LOOKING FOR RAILSPORT AMBASSADORS Cricket

The all-new RailSport Games will be hosted at Loughborough University in July 2017, when we’ll bring together up to 1,000 people from the rail industry to compete in 15 different sports.

>>

TO HELP SPREAD THE WORD

Sport Darts

If you are passionate about sport and motivated to inspire others to get involved, then this is for you.

When you become a RailSport Ambassador, you will receive: • A pack to help you start promoting the event

• Regular updates on the planning and progress of the event

Sport Football

• Complimentary entry to your chosen sport

• Limited edition RailSport Ambassador T-shirt

If you’ve ever been to a Rail Media event before, you know we like to party. After the final whistle, competitors from across the industry can enjoy an evening of live music and socialising.

Sport Hockey

Rail Engineer • May 2017

113

Head of Fleet Contracts Located Rail House, Liverpool – £Competitive Salary

An exciting opportunity has arisen to join Merseyrail as Head of Fleet Contracts, as we embark on a programme that will lead to the introduction of new Stadler trains on the Merseyrail network. This new role will be the principal Merseyrail commercial interface managing the provision of train maintenance and cleaning by Stadler Rail Service UK. This includes the existing fleet under a Maintenance Sub-Contract (MSC), to be replaced by new trains during 2019-2020 under a Train Reliability & Availability Agreement (TARA).

This is a new permanent position and a member of the senior management team at Merseyrail. You will be responsible for recruiting and forming the Fleet Contracts Team with the Engineering Director, to whom you report.

Initial priorities will be to develop new processes that will enable day-to-day contract management of the fleet, whilst delivering high levels of safety, reliability and availability. The role includes reconciling fleet performance in each period to ensure the contract Service Fee payable to Stadler is accurately calculated. You will also be the main interface for managing the heavy maintenance contract with Angel Trains for the existing fleet.

Practical experience of contract management and negotiation is a must, together with stakeholder and people management skills. Railway rolling stock experience would be an advantage and candidates must be confident working at both strategic and operational levels. Computer literacy and excellent report writing skills are essential and you will be educated to degree level (or equivalent). Candidates may be required to undergo relevant psychometric testing.

Offering Head Hunting capabilit

Head Reducing Offering time to secur

As a Merseyrail employee you will receive a competitive salary and a final salary pension. Free travel is provided across the Merseyrail network with a discount on national rail travel. A generous holiday entitlement and comprehensive benefits scheme make Merseyrail a very attractive place to work. Our headquarters are in Liverpool City Centre, near Lime Street station with easy access to all major transport links.

Reduc Offering Head Hunting capabilities to Niche mar

To apply, please logtime onto our website www.merseyrail.org and follow the Reducing to secure industry specia link on the careers page.

The MSC and TARA are multi-million pound contracts, therefore commercial acumen is key, so candidates should be able to demonstrate experience of managing large budgets in an engineering environment. The Head of Fleet Contracts will also be actively involved in managing the transition from old fleet to new and will be Merseyrail’s principal contact for the new fleet lease with Merseytravel.

Those shortlisted to go forward to the next stage will be invited to attend an interview.

Offering Specialist Resourcing and Head Hunting capabilities to the Rail market Reducing time to secure Rail industry specialists Opportunities available: Senior OLE Design | London - Contract/Permanent - £££ E&P Design CRE | York, Manchester - Contract/Permanent - £££ OLE Design Engineer | Glasgow - Contract/Permanent - £££ Microstation Architect | York - Permanent - £37,000 DOE Rail Project Manager – Design Experience | Birmingham - Permanent - £££ Quantity Surveyor – Mainline Rail | York - Permanent - £££ Rail Civil Design Lead | Birmingham - Permanent - £60,000 DOE PICOT - Operational Comms | London, Midlands, Manchester, York - Contract/Permanent - £££ Telecoms Project Engineer – Operational Comms | North West - Contract - £350-£425 per day Telecoms Tester in Charge – Operational Comms | York, Birmingham, Manchester - Contract/Permanent - £££ Contact Us:

0845 463 5952

info@suitablecandidates.com

www.suitablecandidates.com

114

Rail Engineer • May 2017

RECRUITMENT

Contractor’s Engineering Manager – CEM The CEM would be responsible for managing and directing all engineering governance and assurance across a complex and challenging scope of multidisciplinary civil and rail works. The role will cover design and engineering development as well as on site construction delivery. An Engineering Manager should be confident, self-motivated and a strong team player, who would have acquired adequate knowledge and experience in practicing the following Network Rail Standards:

• • • •

NR/L2/INI/02009 (Engineering Management of Projects).

NR/L3/CIV/003 (Engineering Assurance of Design & Construction).

And other relevant standards as referenced in the above two.

CDM 2015.

REQUIRED SKILLS

• • •

Day to day management of all project level engineering activities, including assessment of permanent and temporary works design, works requirements and the appointment of suitable resource to satisfactorily complete those works.

Manage delivery of guidance and service support to contribute a clear view for delivering design management and engineering.

Provide operational, strategic and contractual advice and service to bid preparation and project management when associated with design management and engineering.

CALL 0208 859 7706 OR EMAIL MAGGIE.CORNER@MCHUGHLTD.CO.UK

Location: New Eltham | London

• • • •

Salary: £50k-80k pa

Selection and appointment of Contractor’s Responsible Engineers (CRE’s).

Review of all Designs to ensure coordination between design disciplines.

Final review and acceptance of all AFC documents.

Responsible for ensuring that all changes in client / company standards are captured, reviewed and briefed.

THE CANDIDATE To be considered for the above post, ideally the candidate should have the following:

• • • •

HND, B.Eng, M.Eng or equivalent degree in civil engineering.

5 years minimum experience in a rail civil environment.

Previously acted as a Network Rail approved CEM or a member of ICE with CEng Status would be advantageous.

Ability and desire to work under pressure to meet business objectives, without compromising Safety and Compliance.

BENEFITS

•

£50k-80k pa depending on experience and qualifications with benefits package including a vehicle.

ITE LAU N EBS W

ED CH

NEW

SEE US A RAI T STA LTE ND X 20 E86 17

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Talk to us…

…about your multi-disciplinary rail needs SSE Enterprise Rail has a track record of success in M&E, electrification and power, and has also completed projects in many other disciplines on the UK’s railway. Talk to us about your requirements and benefit from our vast industry experience and resources.

We are part of SSE plc, with vast resources and industry expertise throughout the UK and Ireland.

We have delivered some of the industry’s most complex projects, working across multiple disciplines.

We hold a principal contractor’s licence and over 200 RISQS codes.

Contact: Stewart Macpherson stewart.macpherson@sse.com

07810 818069

We put safety above all else and have received the RoSPA President’s Award for nine consecutive years.