Engineer
by rail engineers for rail engineers
www.railengineer.uk
MAY 2017 - ISSUE 151
BIGGER AND BETTER
The Railway Industry Association Innovation Conference gets bigger every year as the topic increases in importance.A POSSIBLE WAY FORWARD
Plans for a hybrid solution could make the adoption of ERTMS Level 3 that much easier.
UK Digital
Strategy
RAILTEX PREVIEW
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News 6 Brunel, Blackpool trams, Shakespeare Beach.
UK digital strategy 10 Paul Darlington investigates the government’s Digital Strategy paper.
ERTMS Level 3 – a possible way forward 16 Clive Kessell considers the advantages of a hybrid version of ERTMS Level 3. Trouble-shooting failed electronics 20 Chris Leek reveals how Charcroft tackles failed and obsolete components. Reducing Access Time – Train Cab Simulator Systems 26 Malcolm Dobell enjoys taking Sydac’s latest products for a test drive.
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. All under control 38 Grahame Taylor investigates what happened when the alarm went off at 6pm. Improving Glasgow’s Subway tunnels 44 Tarmac Pozament and Freyssinet worked together to renovate old tunnel linings. Railtex – the preview 58 The start of a bumper 54-page preview of Railtex.
Seminars 60
All the details of the seminar programme hosted by Rail Engineer.
Also at Railtex 78 A look at the Knowledge Hub, The Platform, On-Track displays and networking. What to see at Railtex 82 New products, innovative technology, novel solutions and clever ideas. Floorplan and exhibitor list 110 Find your way around Railtex with a list of every exhibitor and a good map.
See more at www.railengineer.uk
Contents
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!
40
48
Great Western Route
Modernisation
Rikkert Wienia describes how the route was surveyed using Fugro on-train scanners.
Trains that fit -
the gauging dilemma
Trains must run in tunnels and past platforms, leaving the minimum space possible
French rail industry meets at SIFER
RoadRail Cranes
54
David Shirres
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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
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-so-obvious 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.
The times they
are a' changing
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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.
Did Brunel design a tunnel to celebrate his birthday?
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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
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.
Proposal published to connect the North Pier with Blackpool North Station
Trams for Blackpool North
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.”
Access restored to Shakespeare beach
Bathers back on the beach
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.
PAUL DARLINGTON
UK Digital
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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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 RIS-0700-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.
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.
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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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
ERTMS Level 3
CLIVE KESSELLvan 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
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.
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 track-circuit 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 so-called ‘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.
ERTMS display (right) in a modern cab.
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
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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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 built-in heatsbuilt-ink 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. CHRIS LEEK
MTM Power supplies feature patented encapsulation.
Trouble-shooting
Rail Challenge #1: Legacy system upgrades
Knowledge of yesterday Looking after today Supporting tomorrow.
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Passives, power, interconnect, emech and more Passives, Hi-rel Semis & Opto SpecialistRoger Tall [email protected]
Chris Leek
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Challenge Charcroft to help you to overcome obstacles to designing upgrades for electronic
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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.
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.
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.
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.
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 cost-effective 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 Standard Sensata Circuit Breaker.
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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 six-foot 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.
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.
Great Western
RIKKERT WIENIA
Route Modernisation
RILA Track projects a laser beam over the rail.
Installation of RILA system with a connection time of less than 2 minutes.