Proceedings 2009 – 2010 On Operations, On , On Train

We encapsulate rail know-how into software, technology and services to deliver value for our customers. Our innovative, cost effective solutions answer the challenge of maximising availability, reliability and capacity on operations, on track and on train.

ON OPERATIONS Systems Operational Planning & Management

ON TRACK Infrastructure Support

ON TRAIN Rolling Stock Maintenance Rolling Stock Design

For further information E: [email protected] T: +44 (0)870 190 1000 W: deltarail.com

IECC image courtesy of The Institution of Engineers

INCORPORATED 1912

FOR THE

Advancement of the Science of

Proceedings 2009/2010

(Copyright Reserved)

PRICE TO NON-MEMBERS £50.00

Printed by Fericon Press Ltd (Tel: 0118 945 6100)

Cover Photo: Segovia High Speed Line, Spain taken on 26 May 2009 during the convention. Photo: Frans Heijnen 50 years ‘made in UK’ Bombardier Rail Control Solutions

From Madrid to Manilla, from Chile to China, millions of passengers rely on our signalling systems every day

We are proud of our history in manufacturing leading-edge signalling technology in the UK for over half a century. As a global leader in sustainable rail technology, we have installed signalling systems in over 50 countries, and some of the world’s busiest metros rely on our mass transit solutions.

www.theclimateisrightfortrains.com www.bombardier.com 3 Contents Page Contents ……………………………………………………………………………………………………………………………………………………………………………………3 Portrait of Frans Heijnen …………………………………………………………………………………………………………………………………………………………4 History of President …………………………………………………………………………………………………………………………………………………………………4 The Council of the Institution 2009/2010 ……………………………………………………………………………………………………………………………6 Addresses of Officers ………………………………………………………………………………………………………………………………………………………………8 Institution Announcements ……………………………………………………………………………………………………………………………………………………9 Institution Sales ………………………………………………………………………………………………………………………………………………………………………11 Institution Awards …………………………………………………………………………………………………………………………………………………………………15 Obituaries ………………………………………………………………………………………………………………………………………………………………………………17 Eleventh Members’ Luncheon ……………………………………………………………………………………………………………………………………………19 Presidential Address ………………………………………………………………………………………………………………………………………………………………20 Technical Meeting of the Institution, Wednesday 14th October 2009 “Maintenance: An Update on the …………24 Network Rail Approach ” by Steve Featherstone with a summary of the Discussion ………………………………………36 Technical Meeting of the Institution, Wednesday 11th November 2009 “Signalling: Have We Lost the ……………38 Plot?” by Eddie Goddard with a summary of the Discussion ………………………………………………………………………………45 Technical Meeting of the Institution, Wednesday 9th December 2009 “The Sustainable Railway ………………………47 Use of Advisory Systems for Energy Savings” by Ian Mitchell with a summary of the Discussion …………………56 Technical Meeting of the Institution, Wednesday 13th January 2010 “Level Crossings in the Netherlands” ……58 by Jeroen Nedreiot with a summary of the Discussion …………………………………………………………………………………………62 Technical Meeting of the Institution, Wednesday 10th February 2010 “Control Systems: Are Rail and ………………64 Air So Different?” by Gottfried Allmer with a summary of the Discussion …………………………………………………………71 Technical Meeting of the Institution, Wednesday 10th March 2010 “Journey for Safe and Reliable Train …………72 Control Systems: Railway Signalling and Telecomms systems on Indian Railways” by Anshul Gupta with a summary of the Discussion………………………………………………………………………………………………………………………………81 Technical Meeting of the Australasian Section, Thursday 13th November 2009 “How Many ………82 Does It Take to Signal a Freight Train?” by Noel Burton BSc MIRSE Technical Meeting of the Australasian Section, Friday 26th March 2010 “Moving Towards Goal-Based ……………90 Safety Management” by Dr Holder M Becht Phd BInfTech(Hons) Technical Meeting of the Australasian Section, Friday 26th March 2010 “Using Six Sigma to Improve Track ……98 Circuit Reliability” by Peter McGregor BEng(Elect) Grad Dip (Systems) MIRSE Technical Meeting of the South African Section, 24th August 2006 “CS90 VDU Based Train Control ………………108 System with SPAD Detection” by Petrus J van den Bergh Ninety-Seventh Annual Report …………………………………………………………………………………………………………………………………………113 Ninety-Seventh Annual General Meeting ………………………………………………………………………………………………………………………131 46th Annual Dinner ……………………………………………………………………………………………………………………………………………………………133 IRSE International Convention 2009…………………………………………………………………………………………………………………………………135 2009 Examination Results …………………………………………………………………………………………………………………………………………………143 IRSE Strategy 2010-2014 ……………………………………………………………………………………………………………………………………………………144 and Technology Siminar ……………………………………………………………………………………………………………………………146 Younger Members’ 2009 Seminar and Technical Visit …………………………………………………………………………………………………149 The Future Education and Training of Train Control Engineers and Technicians ……………………………………………………153 Technical Visit to Aachen area of Germany ……………………………………………………………………………………………………………………156 Australasian Section ……………………………………………………………………………………………………………………………………………………………160 Dutch Section ………………………………………………………………………………………………………………………………………………………………………162 Hong Kong Section ……………………………………………………………………………………………………………………………………………………………164 Indian Section ………………………………………………………………………………………………………………………………………………………………………168 Midland & North-Western Section……………………………………………………………………………………………………………………………………170 Minor Railways Section ………………………………………………………………………………………………………………………………………………………171 North American Section ……………………………………………………………………………………………………………………………………………………174 Plymouth Section …………………………………………………………………………………………………………………………………………………………………178 Scottish Section ……………………………………………………………………………………………………………………………………………………………………179 Singaporean Section ……………………………………………………………………………………………………………………………………………………………182 Southern African Section ……………………………………………………………………………………………………………………………………………………182 Western Section……………………………………………………………………………………………………………………………………………………………………188 York Section …………………………………………………………………………………………………………………………………………………………………………194 Younger Members’ Section ………………………………………………………………………………………………………………………………………………196 Advertisers ……………………………………………………………………………………………………………………………………………………………………………198 4

Photo: Colin Porter Frans Heijnen FIRSE – President 2009-10

It took the best part of 70 years for council to Presidents before him, with this incurable disease. come to the conclusion that the Institution's At the age of ten he discovered that, for a trifling President did not necessarily have to be British sum of money, he could buy a platform ticket and born. We have not quite achieved international wander Leiden station for the rest of the day status in that respect but with the arrival of Frans watching the trains go by. Tram rides standing next Heijnen, we can now boast of seven Presidents to the driver were a regular experience as Leiden whose origins are other than the UK. had a tram system into the early sixties. Frans is our second Dutch President, coming only Holland's railways had suffered dreadfully during two years after Wim Coenraad with the the war but, by this time, restoration of the network consequence that The Netherlands is now only one was complete with modern electric and diesel point behind France in our European Champion's locomotives hauling the trains. There would be the League. Germany and Switzerland trail with equal intensive suburban train services and the long points and goal difference. distance expresses heading for fascinating and, to a He was born in Leiden on the day before young boy, exotic destinations throughout Europe. Christmas in 1947. Birthday and Christmas coming It was not all railways. Electronics proved irresistible so close can have its drawbacks as tight fisted and he constructed a wide range of electronic relations and friends will try to fob you off with one devices, many of which worked first time. present to cover both events. However, the early arrival in his life of a clockwork driven train set He joined the Scout movement as a Cub, maturing provided a partial solution to the dilemma — a to be a Scout and finishing as a Rover; an section of straight track for his birthday leaving appropriate line of progress considering his Santa to drop the curved section down the chimney. subsequent career. His skills with electronics found a place in Scouting when he built and operated a radio Apart from the clockwork train, Frans' family has transmitter for the 1966 Jamboree in the been railway free. There is a tenuous link with Netherlands. transport through a grandfather who was a sea going chef. His mother's forebears were farmers. Military service was still obligatory for men in those days and Frans was conscripted into the Dutch army Frans’ father was an accountant having his own for two years. Ask him for his memories of his time business in Leiden. He thought that Frans and his serving Queen and Country and you will receive the brother Adriaan would eventually come into the very brusque response of "waste of time"! Stores business enabling him to enjoy an early retirement management was neither interesting nor but father had to reluctantly accept that there is no challenging apart from the brief period when a beer accounting for tastes. Both lads finished up in the tent came under his control. It did allow him railway signal engineering industry. however to study mathematics during working The two boys and their sister were brought up in hours. Leiden going to primary and secondary schools in Now came the time to consider a career. He had the town. come right through school with two ideas, electrical Railways might not have been in the family but Frans engineering or accountancy, but indecision could was infected at an early age, as were so many last no longer. Technology prevailed and so he went FRANS HEIJNEN 5 to Delft University to study electrical and electronic Finally retirement came at the end of 2007 though it engineering, graduating with a Masters in has been retirement in name only. You will not be Transmission of Information. The first intents to get surprised to hear that he took the opportunity on video from the platform into the cab for safe train retiring to try another country and another language. departure were the subject of his degree work. Home is now near Aachen and his German is Whilst he was at Delft, he married a Spanish lady progressing very satisfactorily indeed. Actually, it is and, immediately after graduation, the happy rumoured that he has retired underground. He is couple set off for Madrid where they set up home. "green" with a determination to have a carbon footprint of small dimensions. There's a turf roof, a Spain was where Frans commenced his railway heat pump for heating and hot water but, industry career, a career that was to have so many surprisingly considering his Dutch origins, no twists and turns over the next forty years with 12 windmill. The front door and the sails require to be employers and countless positions. Today's generation interlocked to operate a signal indicating when it is does not expect to work for just the one company and safe to enter or leave the house. It should be the will probably find nothing remarkable in his succession next project. of employers but way back then, most people tended to retire from the company where they first started. He Consultancy and charitable work has filled or rather, overfilled his life ever since. Accountancy, which has sat on each side of the table (customer, supplier clearly has lain dormant within him for forty or more and consultant) at least twice in his career. years, has emerged with retirement. He was involved Frans' first employer was Abengoa - a licensee of GRS in the management of a charity in Leiden that for signal engineering in Spain where he remained for provides a residence for the elderly. Railways have ten years, a remarkable period of stability considering not been rejected as Frans is the treasurer of the what was to follow. You would need to sit down with Friends of the National Railway Museum in Utrecht. him for an hour or so to hear the full story. His With Aachen being so near to Brussels, he has been subsequent wanderings took him to Bosch, famous able to continue with his professional involvement in for the manufacture of tooling and components for the industry. Being over 60 means that his travel cars. Then it was signal research with NS in Utrecht for costs are negligible, a feature not normally a short period before returning to Spain. Now it does associated with those employed in Brussels. get confusing with spells working for a succession of Electronics continue to be a fascination. He companies that included Amper, Transmitton (now possesses a remarkable collection of computers Siemens), ENA Telecommunications and TIFSA, which going right back to pre-historic times – pre-historic is one of the engineering branches of RENFE (now in the micro processor terms. And they all work! ADIF). There he was involved with quality control, installation and safety cases for the AVE line between In retirement, he's hoping to find the time to explore Madrid and Seville as Head of Quality for the the world of Buddhism. He's been to Tibet twice Electrical Installations, including signalling, telecoms, and, perhaps could be in a position to advise a future passenger information systems, power distribution, President of somewhere novel for a Convention. catenaries and substations. His second wife, Alphonsine who is from the Suddenly, his personal high speed career journey hit Netherlands, has a strong background and interest the buffers and he found himself jobless. Spanish in education and they have together been sponsors politicians can be as devious as their compatriots for the creation of a special school. elsewhere in the world and they did not like the There are grandchildren to consider but, message that Frans was giving them about the need unfortunately, they do not live near. Both his son and for safety cases and safety certificates. Undamaged by daughter are married and live in Madrid and that is this collision, he took the opportunity to study for an where he has to go to see his grandchildren. Executive MBA at the Instituto de Empresa in Madrid. Alphonsine's grandchildren live in Bognor Regis That under his belt, he once again returned to the which is probably more difficult to reach than Madrid. Netherlands, this time to the NS engineering office Every President has his own unique features but it is which later morphed into Holland Railconsult and then strange how often there is commonality. Our long became Movares which it still is. It was a busy time serving unofficial recruitment manager, Jim Waller, covering project management, technical direction and was responsible for persuading Frans to join the the formative years of ERTMS, partly spend in Brussels Institution way back in his Abengoa days. He joined at the ERTMS Users Group as Systems Director. as a Fellow coincidentally with attendance at the Nevertheless, eight years in the same country was second Spanish Convention in 1984, followed in the beginning to take its toll on him and when Invensys same year with our first “Aspect" conference. After Rail suggested he might like to be their Director, that he progressed through the ranks serving on the Technology, (later renamed to Vice President usual range of committees. Technology – a nice American touch –) at He accepts the fact that railway professional Chippenham, he was off like a shot. Another country involvement will inevitably diminish with time but he and another language to master. He was already as has already started his alternative life of doing fluent in Spanish as in his native Dutch and now something for society. This will become obvious in his came an opportunity to fine tune his English. programme of not so technical papers. It's time the Frans has always been interested in the personnel members have the human side of the industry brought side of management and close to retirement opted to their attention. There's as much scope for discussion to leave the technical side of Invensys to be Vice there as in matters of an engineering nature. President Industrial Relations for the company. More So will there be third Dutch president in the near acronyms came into his life as the post had future? No reason why not, as the Dutch section of international dimensions with considerable the IRSE has over 120 members. There has to be involvement in UNISIG and ERA. potential within that number. 6 The Institution of Railway Signal Engineers INCORPORATED 1912

SESSION 2009/2010 OFFICERS AND COUNCIL

PRESIDENT

F HEIJNEN ……………………………………………………………………………………………………………………………………………………………………Aachen

VICE-PRESIDENTS

P JENKINS………………………………………………………………………………………………………………………………………………………………………London

Mrs C PORTER ………………………………………………………………………………………………………………………………………………………………London

COUNCIL

CO-OPTED PAST PRESIDENTS

W J COENRAAD……………………………………………………………………………………………………………………………………………………………Utrecht

J D FRANCIS ………………………………………………………………………………………………………………………………………………………Chippenham

J PORÉ …………………………………………………………………………………………………………………………………………………………………………………Paris

FELLOWS

F HOW ……………………………………………………………………………………………………………………………………………………………………………London

J IRWIN……………………………………………………………………………………………………………………………………………………………………………London

I MITCHELL ………………………………………………………………………………………………………………………………………………………………………Derby

C R PAGE …………………………………………………………………………………………………………………………………………………………………Singapore

A PARKER ………………………………………………………………………………………………………………………………………………………………………London

DR A F RUMSEY ……………………………………………………………………………………………………………………………………………………………Canada

C SEVESTRE ………………………………………………………………………………………………………………………………………………………………………Paris

A SIMMONS …………………………………………………………………………………………………………………………………………………………………London

G J SIMPSON ………………………………………………………………………………………………………………………………………………………………London

D N WEEDON ………………………………………………………………………………………………………………………………………………………………London

MEMBERS

J J AITKEN………………………………………………………………………………………………………………………………………………………………………Sydney

I ALLISON …………………………………………………………………………………………………………………………………………………………Loughborough

P J GRANT………………………………………………………………………………………………………………………………………………………………Wimbledon

A S KORNAS ………………………………………………………………………………………………………………………………………………………………………York

D WOODLAND ……………………………………………………………………………………………………………………………………………………………London

N WRIGHT ……………………………………………………………………………………………………………………………………………………………………Swindon

ASSOCIATE MEMBERS

Miss L C SIMÓN VENA…………………………………………………………………………………………………………………………………………………Madrid D YOUNG ………………………………………………………………………………………………………………………………………………………………………London OFFICERS AND COUNCIL 7

Photo: Colin Porter

IRSE Council 2009-10 in St James Park, London

Back Row (left to right):

Francis How, Andrew Simmons, Daniel Woodland, David Weedon, Jim Irwin, Andy Knight, Tony Kornas, Gary Simpson, Ian Allison, Simon Eastmond, Ken Burrage

Front Row (left to right):

Martin Govas (Treasurer), Claire Porter (Vice-President), Jacques Poré, Ian Mitchell, Peter Grant, Frans Heijnen (President), Wim Coenraad, Paul Jenkins (Vice-President), Alan Rumsey, Colin Porter (Chief Executive) 8 Addresses of Officers

Chief Executive C H PORTER 4th Floor, 1 Birdcage Walk, Westminster, London SW1H 9JJ Telephone: +44 (0)20 7808 1180 Facsimile: +44 (0)20 7808 1196 Email: [email protected] Treasurer M GOVAS 2 The Droveway, Haywards Heath, West Sussex RH16 1LL Proceedings Editor A PARKER Network Rail, Floor 9, 40 Melton Street, London NW1 2EE Telephone: 020 7557 9385 Email: [email protected] Australasian Section Chairman: J AITKEN Vice-Chairman: S BOSHIER Secretary: G WILLMOTT Treasurer: G WILLMOTT Dutch Section Chairman: J OONINCX Vice-Chairman: P MUSTERS Secretary: A FÖRRER Treasurer: P OTTEN Hong Kong Section Chairman: L Y LAM Vice-Chairman: C P LUNG Secretary: Y F SUNG Treasurer: T Y NG Indian Section Chairman: Sh. K K BAJPEYEE Vice-Chairman: Sh. S LAHIRI Secretary: Sh. A GUPTA Treasurer: Sh. A GUPTA Midland & North Western Section Chairman: G HILL Vice-Chairman: P DUGUAY Secretary: B REDFERN Treasurer: C WILLIAMS Minor Railways Section Chairman: I ALLISON Vice-Chairman: D HELLIWELL Secretary: M HUIBERS Treasurer: T HODGSON North American Section Chairman: D THURSTON Vice-Chairman: K BISSET Secretary: G YOUNG Treasurer: G YOUNG Plymouth Section Chairman: A LOVETT Vice-Chairman: R NETTLETON Secretary: D CAME Treasurer: D CAME Scottish Section Chairman: Mrs L HUNTER Vice-Chairman: C HOURSTON Secretary: S WRIGHT Treasurer: B McKENDRICK Singaporean Section Chairman: M APPLEYARD Vice-Chairman: R SHIELD Secretary: I TOMLINS Treasurer: I TOMLINS Southern African Section Chairman: B VAN DER MERWE Vice-Chairman: B OSTENDORF Hon Secretary: P MEYER Treasurer: J C VAN DE POL Western Section Chairman: P DUGGAN Vice-Chairman: M PETERS Secretary: M PETERS Treasurer: A SCARISBRICK York Section Chairman: J MAW Vice-Chairman: D GILLANDERS Secretary: J MAW Treasurer: A P SMITH Younger Members’ Section Chairman: L HUNTER Secretary: M FENNER Treasurer: A WHITTON 9 Institution Announcements

(The price and subscription rates and other information given in these announcements are current at the date of publication – August 2010)

INSTITUTION WEB-SITE Members are reminded that prompt payment of subscriptions is required. The Institution is grateful The website www.irse.org contains up to date to the vast majority of members who keep information about the Institution. There is a administration costs down by paying at the time members’ area for updating personal contact details, requested. The Treasurer is obliged to send out access to some publications and for payment of notices of arrears to members who have not paid by subscriptions. In the general area, it is possible to the due date. book events and order publications and goods. The features provided by the website are continually Subscriptions can be paid via IRSE Online at being expanded and information about changes is www.irse.org or they should be sent to the given both on the site itself and in IRSE NEWS. Institution office in London, unless you belong to either the Indian or Southern African Sections. Local CHANGE OF ADDRESS arrangements apply to members of these Sections. Considerable inconvenience is created when All cheques and money orders, especially those members fail to notify changes of postal or e-mail from overseas, should be crossed. Facilities to pay addresses. Will members please inform the Institution by Direct Debit from UK banks are available on office immediately of any such alteration, or complete request. the notification page on the website to ensure prompt The attention of members is directed to the delivery of IRSE NEWS and other notices. clauses in the Articles of Association under which neither notices nor copies of Proceedings may be TRANSFER TO HIGHER GRADE OF sent to those who are in arrears with their MEMBERSHIP subscriptions beyond a certain time. Members sometimes remain in one grade of UK Income Tax – the annual subscription to the membership when their experience and Institution of Railway Signal Engineers is treated as an professional standing has become such as to entitle allowance expense under Section 16 of the Finance them to transfer to a higher one. The Council invites Act 1958 and should be included in your Tax Return any such person to apply for a transfer using an in the section headed “Expenses in Employment – application form available from the website or the Fees or subscriptions to professional bodies”. Institution office. Members of the Institution who have retired and have paid full subscriptions for at least ten years are TECHNICAL PAPERS entitled to continue membership of the Institution at The Council invites members of all grades to half the full rate applicable to their class of submit papers for presentation at technical meetings membership. Similar arrangements are available to in London or at local meetings in the Sections. others in special need on application to the Treasurer. Members of 50 years standing are not Papers should consist of between four thousand required to pay subscriptions. and six thousand words and while no limit is placed on the number of illustrations an author uses during LIBRARY his reading of the paper, the number printed in IRSE The Institution Library is incorporated with the NEWS and published in the Journal of Proceedings Library of the Institution of Engineering & must not exceed twelve. Technology. It is situated at the Institution of Guidelines for the presentation of papers are Engineering & Technology’s building at Savoy Place, included on the website. Victoria Embankment, London WC2R 0BL, UK. Members of the Institution of Railway Signal COPIES OF Engineers have been granted the same privileges LONDON TECHNICAL PAPERS with respect to it as those enjoyed by members of Copies of the technical papers read in London will the Institution of Engineering & Technology, and the be published in IRSE NEWS and circulated to all entire collection is open to them on equal terms. members. The Reference Library, which contains a Reading Room in which a great number of technical SUBSCRIPTIONS AND REMITTANCES periodicals are always available, as well as a large Members are reminded that in accordance with general collection, is open from 09.00 to 17.00 the Articles of Association subscriptions are payable Monday-Friday. on election or by the 1st July each year. The Any member of the IRSE entering the Library subscription rates are shown on the website should sign their name in the book provided for that www.irse.org. purpose. 10 INSTITUTION ANNOUNCEMENTS

The use of the Lending Library, which is open In order to meet the examination requirements for during the same hours as the Reference Library and corporate membership, candidates must, within a which contains the principal works relating to period of five years, obtain a pass in Module 1, plus electrical engineering, its applications and allied three of the remaining six optional modules. subjects including, of course, railway signalling, is It is possible to obtain exemptions from individual governed by the following rules, which must be modules where you can demonstrate that you have strictly adhered to: passed an examination by a recognised body which When applying for a book by post a member of has substantially covered the syllabus of a particular the IRSE must state their grade of membership. All IRSE examination module. Due to the specialised communications should be addressed to the nature of the IRSE Examination. The scope for Librarian, Institution of Engineering & Technology, exemption is fairly limited. at the address already given. Claims for exemption must be made within five Anyone wishing to donate any books to the years of obtaining the particular qualification for collection should contact the Honorary Librarian which recognition is being claimed. The reason for through the London office. this condition is that the exemption is based on information that may not be available where a SIGNAL AND TELEGRAPH TECHNICAL qualification has been discontinued or changed. SOCIETIES MODULE 1 The following S&T Technical Society is affiliated to Safety of Railway Signalling and Communications the Institution: – No exemptions will be given. The London Underground Signal & Electrical MODULE 2 Engineers’ Society – Signalling the Layout – Please apply, no General Secretary: M.B. Simmonds exemptions currently agreed. Thales RSS Ltd, 2nd Flr, 4 Quadrant House, Thomas More Square, Thomas More Street, MODULE 3 London, E1W 1YW, UK. Signalling Principles – Please apply, no Email:[email protected] exemptions currently agreed. Tel: 020 3300 6192 MODULE 4 IRSE PROFESSIONAL EXAMINATION Communications Principles – This is the most commonly sought after exemption. Many of the The aim of the examination is to establish the applicants for exemption claim that professional competence in signal and/or railway telecommunications has been part of their Degree telecommunications engineering of educationally course and that, on this basis, exemption should be qualified electrical, electronic and communications granted. Unfortunately it has been clear that the engineers. content of the telecommunications element within a It is intended to test the main concepts of the typical university Engineering Degree is, at best, a subject material without bias to any one railway basic overview. Occasionally, students study a practice and is designed to demonstrate that a telecommunications topic for their final year project, student has reached the necessary professional but these tend to be about a research topic narrowly educational standard required of a signalling or specialising in a particular field and the Council is telecommunications engineer for Corporate not convinced that such study justifies module Membership of the Institution. exemption. As a basic guideline, therefore, please This standard is typified by the exercising of do not ask for exemption to this module unless: judgement in the preparation, assessment, your university study has predominantly been in amendment or application of specifications and telecommunications; or your university study has procedures, and is applicable to personnel engaged included telecommunications and your present in the following activities: career is railway telecommunications engineering. • Signalling / telecommunications principles, MODULE 5 practices, rules and regulations for the safe Signalling & Control Equipment, Applications operation of railway traffic. Engineering – Please apply, no exemptions currently • Design and development of signalling/ agreed. telecommunications equipment and systems. MODULE 6 • Preparation and understanding of equipment Communications Equipment, Applications drawings and specifications and/or design. Engineering – Please apply, no exemptions currently • Planning, site installation and testing of agreed. signalling/telecommunications equipment and MODULE 7 systems. Systems, Management & Engineering – Please • Practices related to assembly, wiring and testing apply, no exemptions currently agreed. of signalling/telecommunications equipment The examination is generally held in October of and systems. each year and the regulations are available from the • Maintenance and servicing of signalling/ Head Office or on the website. The following telecommunications equipment and systems. support materials are also available to students: INSTITUTION ANNOUNCEMENTS 11

• Information for Students of £1,500, that is presented at the Annual General • Examination Syllabus Meeting of the Institution in the April following the examination. • Reading List The terms of the Thorrowgood bequest require • Past Papers that it should be utilised to assist the development • Model Answers of young engineers employed in the railway • Examiners Reports signalling and telecommunications field. A • Updates of Examination Material requirement of the award is that it is used to finance a study tour of railway and/or signalling installations THE THORROWGOOD or manufacturing facilities, usually in a foreign SCHOLARSHIP AWARD administration, and that the award holder presents a report about the study tour to the Younger The Thorrowgood Scholarship is awarded Members’ Section. annually to a student member excelling in the Institution’s Professional Examination. The award To be eligible for the award students are usually consists of the Institution’s Thorrowgood expected to have sat the required four modules in Scholarship Medallion, and a cheque in the region the same year, and achieved outstanding results.

Institution Sales

All items are available from the Institution office. A priced list of publications and other items such as an Institution tie, with preferential rates for members is available on the website.

Giving off all the right Signals

• Mimic Panels • Control Panels • Fully Wired Location Cases • FSPs (Functional Supply Points) • DNO & Points Heating For all your engineering and signalling needs contact • Fishplates Henry Williams on Tel. +44 (0) 1325 462722 • Treadles Email. [email protected] Web. www.hwilliams.co.uk 12 PUBLICATIONS

TEXT BOOKS Members Non- (£) Members (£) British Railway Signalling Practice – Mechanical Combined volume re-print of ‘IRSE Green Books’: No 1Principles of the Layout of Signals No 2 Principles of 10.00 20.00 No 3 Mechanical & Electrical Interlocking No 10 Mechanical Signalling Equipment (Originally published between 1956-1969) British Railway Signalling Practice – Electrical Combined volume re-print of ‘IRSE Green Books’: No 7 Signal Control Circuits 10.00 20.00 No 9 Track Circuits No 11 Railway Signalling Power Supplies (Originally published between 1951-1952) British Railway Signalling Practice - Signalling Instruments Combined volume re-print of ‘IRSE Green Books’: No 4 Single Line Control 10.00 20.00 No 12 Block Instruments No 13 Train Describers (Originally published between 1952-1957) British Railway Signalling Practice - Signalling Relays and Circuits Combined volume re-print of ‘IRSE Green Books: No 5 Power Points No 6 Signalling Relays 10.00 20.00 No 8 Typical Selection Circuits No 17 Signalling for AC Electrified Areas (Originally published between 1951-1962) British Railway Signalling Practice – Multiple Aspect Signalling Combined volume re-print of ‘IRSE Green Books’: No 14 Multiple Aspect Signalling No 15 Circuits for Colour Light Signalling 10.00 20.00 No 16 Route Holding No 27 Signalling the Layout (British Practice) (Originally published between 1958-1975) British Railway Signalling Practice – Interlocking Principles & Systems Combined volume re-print of ‘IRSE Green Books’: No 18 Principles of Relay Interlocking & Control Panels No 19 Route Control Systems (LT practice) No 20 Route Control Systems (WB&S Co) No 21 Route Control Systems (AEI-GRS)) 10.00 20.00 No 22 Route Control Systems (SGE 1958 Route Relay Interlocking System) No 28 Route Control Systems (LT Practice) (updated & revised edition of No 19) No 29 (Originally published between 1961-1988) British Railway Signalling Practice – AWS, Level Crossings & Remote Control Systems Combined volume re-print of ‘IRSE Green Books’: 24, 25 & 26) No 24 Automatic Warning Systems of Train Control and Train-stops (1964) 10.00 20.00 No 25 Protection No 26 Remote Control of Railway Signal Interlocking Equipment (Originally published between 1961-1967) European Railway Signalling A comprehensive guide to principles of railway signalling in Europe including 50.00 65.00 details of fail-safe control systems as well as historical references. (Published 1995) Fifty Years of Railway Signalling – by O.S. Nock (reprint) An account of railway signal developments from 1900 to the 1950s and a history of 10.00 11.95 the development of the role of the IRSE. (Originally published 1962) Introduction to Railway Signalling For the complete beginner, this book describes modern signalling equipment, 25.00 60.00 systems and practice as well as providing technical detail. (Published 2001) Introduction to North American Railway Signalling Based on the text book “Introduction to Railway Signalling”, this book describes 30.00 60.00 modern signalling equipment, systems and practices as used in North America. (Published 2008) Also available direct from the publishers in North America. Metro Railway Signalling This book aims to give the reader an understanding of metro railways and outlines 50.00 65.00 in detail the principles and applications of signalling. (Published 2003) Railway Signalling A guide to modern signalling technology and an invaluable work of reference for 35.00 60.00 both professionals and students. (Published 1980) PUBLICATIONS 13

TEXT BOOKS (cont) Members Non- (£) Members (£) Railway Control Systems A sequel to Railway Signalling. A reference work relating to signalling technology 35.00 60.00 of particular relevance to those involved with the design and provision of signalling systems. (Published 1991) Railway Telecommunications A comprehensive guide including details of the background, infrastructure, equipment and constraining elements of railway telecommunications. 35.00 60.00 (Published 2004) (This is an appropriate study aid for candidates undertaking Modules 4 & 6 of the IRSE Professional Examination) Signalling Atlas & Signal Box Directory of Great Britain & Ireland (2nd Edition) – by P Kay & D Cole 9.00 9.95 Provides details of signalling maps, methods of working, historical data and equipment of all boxes. (Published 2004)

DVD’s Members Non- (£) Members (£) British Transport training films and historical bonus films: ‘Mechanical 25.00 35.00 Signalling and Level Crossings’ No. FF01 (Inc of VAT (Inc of VAT Re-mastered by Fastline Films onto 2 DVD’s from the original cine films. & post and & post and packing) packing) (Released 2006) Proceedings of the Institution of Railway Signal Engineers 1913 to 2001 25.00 35.00 A complete record of all the IRSE Proceedings from 1913-2001. Produced by the (Inc of VAT (Inc of VAT IRSE Australasian Section and are scanned from the original documents. & post and & post and (DVD format. Released June 2007) packing) packing)

TECHNICAL REPORTS Members Non- (£) Members (£) No. 1 Safety System Validation – Cross Acceptance of Signalling Systems 12.00 30.00 No. 2 The Operational Availability of Railway Control Systems 12.00 30.00 No. 3 The Influence of Human Factors on the Performance of Railway Systems 12.00 30.00 No. 4 The Implications of Applying Transmission Based Signalling 12.00 30.00 No. 5 The Contribution of Signalling to the Future of Rail Traffic Management 12.00 30.00 No. 6 Proposed Cross Acceptance Processes for Railway Signalling Systems & Equipment – (Includes CD ROM) 20.00 50.00 No. 7 Quality of Services in Railway Traffic Management Systems 12.00 30.00 Signalling Philosophy Review (April 2001) 12.00 50.00 Testing and Commissioning 12.00 30.00

CONVENTION, CONFERENCE & SEMINAR PAPERS Members Non- (£) Members (£) Mathematically Formal Techniques in Signalling (April 1996 London) 10.00 20.00 Traction/Signalling Compatibility (April 1997 London) 10.00 20.00 New Techniques to Demonstrate Electro Magnetic Compatibility between Rolling Stock and the Signalling Infrastructure (February 1998 London) 10.00 20.00 Improvements in the Delivery of Signalling Projects and Products (March 1998 Glasgow) 10.00 20.00 The Skill of the Tester (November 1998 London) 10.00 20.00 The Lifecycle of a Major Railway Project (Younger Members June 1998 London) 10.00 20.00 Life Long Learning (February 1999 London) 10.00 20.00 Keep it Safe, Keep it Legal (December 1999 London) 10.00 20.00 The Railway as a System (Younger Members July 2000 Birmingham) 10.00 20.00 The Pitfalls of Commercial Contracting in the S&T Business (January 2000 Birmingham) 10.00 20.00 ERTMS and its Application (November 2000 London) 10.00 20.00 Future Trends in Signalling and Train Control (January 2001 Birmingham) 10.00 20.00 Train Detection (October 2001 Paris) – CD-ROM format only 12.00 24.00 Bringing Innovation to the UK Railway (February 2002 London) – CD-ROM format only 12.00 24.00 Proposed Cross-Acceptance Processes for Railway Signalling Systems & Equipment (Seminar 21st November 2002 London) – CD-ROM format only 12.00 24.00 14 PUBLICATIONS

CONVENTION, CONFERENCE & SEMINAR PAPERS (cont) Members Non- (£) Members (£) Justifying Investment in Train Control Systems (Seminar 19th February 2003) – CD ROM format only 12.00 24.00 Re-signalling Metro Lines (Seminar 27th November 2003 London) – CD-ROM format only 12.00 24.00 Developments in Interlocking & their Support Tools (Seminar 26th February 2004) – CD ROM format only 12.00 24.00 Railway Interfaces (Seminar 18th November 2004 London) – CD-ROM format only 12.00 24.00 Railway Control & Communications (March 2005 London) – CD ROM format only 12.00 24.00 Training and Professional Development (November 2005 London) - CD ROM format only 12.00 24.00 IRSE Convention 2005 Strasbourg France (26 – 30th September) - CD ROM format only 12.00 24.00 IRSE Technical Visit to Paris (24th February 2006) - CD ROM format only 12.00 24.00 S&T Engineering for Heritage Railways (Seminar 4/5th November 2006 Kidderminster) – CD ROM format only 12.00 24.00 Making Headway on the Underground (Seminar 20th February 2007 London) – CD ROM format only 12.00 24.00 ERTMS/ETCS in the UK (Seminar 20th November 2007 London) - CD ROM format only 12.00 24.00 A Vision for the Signalling Industry for 2030 (Seminar 20th February 2008) - CD ROM format only 12.00 24.00

‘ASPECT’ CONFERENCES PAPERS & ANNUAL PROCEEDINGS Members Non- (£) Members (£) Aspect Conference 2003 20.00 50.00 Aspect Conference 2006 and 2008 – CD-ROM format only (please state year(s) required) 20.00 50.00 Annual Proceedings 1913 to 2001 – DVD format only See under DVD’s Annual Proceedings of the Institution of Railway Signal Engineers 1995/96 to date 20.00 50.00 (inc) (please state year(s) required): each each

LICENSING/PROFESSIONAL DEVELOPMENT Members Non- (£) Members (£)

Licensing/Professional Development Log Book: (Inc of VAT & post and packing) 29.00 29.00 Competence Guidance for Train-Borne Train Control Systems (September 2009) 20.00 30.00 Guidance on the Application of Safety Assurance Processes in the Signalling Industry 10.00 15.00

GOODS Members Non- (£) Members (£) IRSE Tie – New modern design of IRSE tie, in dark blue with a discrete red and 12.75 pale blue diamond woven pattern, and the IRSE logo in pale blue near the bottom. Inc P&P IRSE Badge(s) – After a period of not being available; just reintroduced are sales of the green and gilt metal lapel name badges for members or partners. These are made in Australia through the Australasian section, and they are popular in that country as well as elsewhere in the world. 17.50 Please supply full name details as you wish these to appear on the badge(s) Inc P&P

IRSE PROFESSIONAL EXAMINATION – SUPPORT MATERIALS Members Non- (£) Members (£) Examination Regulations (Downloadable from website) Free N/A Information for Students (Downloadable from website) Free N/A Examination Syllabus (Downloadable from website) Free N/A Reading List (Downloadable from website) Free N/A Student Resource Pack for Modules 1, 2, 3, 4, 5, 6 & 7 (contains technical papers, past papers, examiners critique*, model answers & text based questions* (*except Modules 4 & 6)) – DVD ROM format only. Provided free to exam applicants 50.00 100.00 Modules 4 & 6 – See ‘Text Books’ for the recommended ‘Railway Telecommmunications’ PUBLICATIONS 15

Examination Past Papers and Examination Reviews Members Non- (£) Members (£)

Examination Past Papers 2004 & Examination Review (per set) 10.00 N/A Examination Past Papers 2005 & Examination Review (per set) 10.00 N/A Examination Past Papers 2006 & Examination Review (per set) 10.00 N/A Examination Past Papers 2007 & Examination Review (per set) 10.00 N/A Examination Past Papers 2008 & Examination Review (per set) 10.00 N/A Model Answers 2003 onwards 5.00 N/A IRSE Body of Knowledge – Provides a reference tool for those seeking to gain & maintain competence in the profession within the UK Context - CD-ROM format only (free download also from the IRSE website) 25.00 50.00

Postage & Packing: UK – please add 15%, Overseas – please add 20% unless P&P is stated as included Send your order, with cheque made payable to IRSE or Credit/Debit Card (MasterCard/Visa/American Express) number and expiry date, to: IRSE Administration 4th Floor, 1 Birdcage Walk, Westminster, London SW1H 9JJ Tel: +44 (0)20 7808 1180 Fax: +44 (0)20 7808 1196

Institution Awards

who amongst others supported the formation of the Award. Since its introduction, there have been many worthy recipients representing activity “from boardroom to ballast.” The award takes the form of a certificate and a cheque for £500 to be devoted to personal development and is made to an individual who has made an outstanding personal contribution to railway line-side track safety. For example, by coming forward with a novel idea for improving safety at the line-side, is a long-term champion of improving track safety standards or has made a Lord Andrew Adonis, Secretary of State for Transport, the Wing Award winner Mark Wild, and Colin Porter. significant contribution to the awareness of track Photo: Tony Miles, Modern Railways safety in his business. The winner this year was Mark Wild, the General Manager Core Markets, Westinghouse Rail Systems THE WING AWARD Ltd. in recognition of his passion about driving Introduction safety through the Westinghouse business. During the last four years Mark has become recognised The "Wing Award for Safety" was introduced in inside and outside the company as a true safety 1994 to commemorate the life and work of the late Champion introducing a number of safety initiatives. Peter Wing, a Fellow of the Institution of Railway Mark’s approach and drive for improvements is Signal Engineers and an employee of British Rail, always authentic and can be summed in a comment who during his 31-year career made a major he made last year which reflects his belief and contribution to the cause of line-side safety. Peter spent much of his working life dedicated to the passion for safety; "Westinghouse is on a safety safety of his colleagues. It was his care and concern journey and we only have 18 inches to go, (the 18 that became the driving force behind the national inches being the distance between the head and the campaign in 1992/3 that was entitled “Dead Serious heart).” About Safety” and which had such a major impact in Mark was presented with his award by Lord reducing the numbers of line side fatalities in Andrew Adonis, the UK’s Secretary of State for subsequent years and was the first campaign in the Transport, at the Railway Innovations Award railway to make use of hard-hitting and realistic ceremony hosted by the magazine Modern Railways safety videos. The IRSE administers the award and the Railway Forum at the Landmark Hotel (the scheme on behalf of Members of the Railway Group, former BRB HQ building), Marylebone, London on the Railway Supply Industry and the ORR/HMRI, 26 June 2009. 16 INSTITUTION AWARDS

Previous Winners courses and at one time running a study group for Previous winners of the Wing Award have been; prospective IRSE Exam candidates. He was also one of LU’s first IRSE licensing assessors, and continues 1995 R Dickinson BR to administer internal, asset-based licences. Since 1996 W Hill Amec 2005, Peter had been the Signalling Lead Discipline 1997 I Keys LUL Engineer for the Victoria Line Upgrade. Of note, 1998 R Hickman Centrac Peter jointly authored a technical paper entitled 1999 A Ross LUL ‘Implementing the Victoria Line Signalling Overlay’ 2000 A Franklin GTRM that was presented to the IRSE London meeting in 2001 P Graham Railtrack February 2009. 2002 A Swann Safety Consultant 2003 A Nelson Railway Safety 2004 B West Amey Rail 2005 P Broad Network Rail 2006 C Wheeler Railstaff 2007 C Bickerstaffe 4x3 2008 S Cassidy Network Rail

Colin Porter DELL AWARD The winner of the Dell Award 2010 was Peter Clifford from Tube Lines Ltd. The Dell award is made annually under a bequest of the late Robert Dell OBE (Past President) and is awarded to a member of the Institution employed by London Underground Ltd or one of its successor companies for achievement of a high standard of skill in the science and application of Railway signalling. The award takes the form of a plaque with a uniquely designed shield being added each year with the recipient’s name engraved on it and a cheque for £300 to Dan Heeley receiving the Thorrowgood medal spend as the recipient wishes. Photo Ken Burrage

THORROWGOOD AWARD The winner of the 2009 Thorrowgood Scholarship was Dan Heeley, of Network Rail in Leeds, who achieved a pass, a credit and two distinctions in the 4 modules he took in the Institution’s professional examination held in October 2009. The Thorrowgood scholarship is awarded annually under a bequest of the late W J Thorrowgood (Past President) to assist the development of a young engineer employed in the signalling and telecommunications field of engineering and takes the form of an engraved medallion and sponsorship of £1500 to finance a study tour of railway signalling and telecommunications installations or 2010 Dell Award winner, Peter Clifford being presented manufacturing facilities. The award is made to the with the award by the President, Frans Heijnen at the Institution young member normally attaining at least AGM on 23 April 2010 a pass with credit in four modules in the Institution’s Photo Ken Burrage professional examination.

Peter Clifford joined London Underground as a Signalling Apprentice in the late 1970s and on completion of his training became an Automatic Equipment Technician (AET). Since the mid-1980s he had been working on signalling design. While working on many projects, including the Central Line re-signalling, Jubilee Line Extension and more recently, the Victoria Line Upgrade, Peter had gained a reputation for his professionalism and high standard of workmanship. Peter has also always shown a strong commitment to developing newcomers to the field of signalling, by delivering LU’s ‘Signalling Principles’ training 17

Obituaries

BERTRAM CHARLES DIMARCO He held strong views and enjoyed vigorous debate. 1914-2009 He was sound in judgement and straightforward in On leaving school, Bertram signed-up for a five his dealings with others - always a gentleman. year apprenticeship with Westinghouse Brake and Tim Howard Signal Company, following which he was employed in the company's Signal Contracts Engineering GEOFF WHITEHOUSE office at Kings Cross. With the threat of war Geoff Whitehouse died suddenly at the age of 82 looming, in 1937 Bertram joined the Territorial on 18 August 2009. He was for many years the Army. When war was declared in 1939 he joined the Senior Resident Engineer for SGE and then GEC- Royal Engineers and took part in the D-day GS. Notable schemes on which he was involved landings. After the war he retired from the Army included the Toronto Transit subway, Rugby, Saltley with the rank of Captain. and much of the company work in Scotland. Geoff Post war he resumed his signalling career with was competent, calm and always a gentleman. Westinghouse in the Contracts Office. In the early Jim Waller nineteen fifties he was appointed Resident Engineer for the company's Cowlairs (Glasgow) route relay MAJOR PETER OLVER, OBE interlocking colour light signalling project for British The funeral of the former Inspecting Officer of Railways Scottish region. This was one of the first Railways Major Peter Olver was on 5 August. schemes to use the new (large) plug-in relays. In the traditional way, he joined the Railway After Cowlairs he was Resident Engineer for BR's Inspectorate after service in the Royal Engineers and Southern Region's West London scheme at Barnes. continued to be referred to by his military rank. As Later he was appointed Resident Engineer for BR's heritage railways mushroomed across Britain he Midland Region major London St Pancras resignalling began increasingly to specialize in monitoring and scheme - now with 'miniature' plug-in relays. managing safety in this sector. Following his Bertram returned again to the Kings Cross retirement from H.M.R.I., Peter Olver was made a Headquarters to take over management of the Sales Vice-President of the Talyllyn Railway in 1993. His Office, leading to his promotion to the post of approach was always firm, but reasonable. When he Commercial Director. had inspected the Nant Gwernol Extension barely a Westinghouse closed the Kings Cross 0ffice in week before it’s carefully planned and widely 1972, relocating most of its activities to its publicised formal opening by Wynford Vaughan Chippenham, Wiltshire factory complex. Bertram, Thomas on 22 May 1976 its state left much to be together with many of his London colleagues made desired. He said that he could not pass the line as it the move. As Commercial Director, he travelled was but allowed trains for the opening weekend on extensively overseas, notably to Chile and Hong the basis that it closed for the following week to put Kong. In Hong Kong he successfully negotiated the right the various defects. contract for the first stage of the Hong Kong Mass Although previous inspectors had seen no need Transit Railway Corporation's fully automated for the Talyllyn to adopt continuous brakes, when he commuter railway system, paving the way for further approached retirement he suggested that his likely Westinghouse successes in Hong Kong and successors, with a background in Health and Safety throughout the Far East. rather than military railways, might insist on their Bertram retired from Westinghouse in 1970. fitting in an unrealistic timescale, and hence that During his long career he had witnessed the they should agree with him a programme to equip development of railway signalling from mechanical their trains over a reasonable period. He was also levers to computer interlockings, automatic train heavily involved with BR's level crossing control and protection, ever larger control areas and modernisation lifting barrier programme and advanced telecommunications systems. worked closely with Tom Craig. Bertram married Joyce in 1940. They had a son Major Olver joined the IRSE as a Fellow in January Michael and daughter Margaret. Joyce died in 1980. 1971 and subsequently resigned in July 2001. In 1987 Bertram married Jane who survives him. His daughter Margaret died in 1991. BRIAN DAVID HEARD HON FIRSE: With the move of Westinghouse to Chippenham, President 1992-3 Bertram made his home in the village of Batheaston, where he and Jane became active supporters of the Although he had been unwell for a number of local community and parish church. years, it still came as a shock to learn that Brian Jane and Bertram travelled widely in Europe, Heard had died at his home in the Philippines on indulging their interests in art and architecture. Four Christmas Day 2009. He had been in hospital as a granddaughters and two great granddaughters result of a combination of diabetes and TB a few helped to ease Bertram into the 21st century and years ago, and had discharged himself, eventually played a significant part in his mellowing. succumbing to pneumonia and general ill health. Bertram was a man of impeccable integrity, Brian was born in November 1935 and brought earning the respect and loyalty of all who knew him. up in West London, living not far from Boston Manor 18 OBITUARIES

baby daughter Edith, right adjacent to Kensington Olympia station, it suited the Divisional Engineer to have Brian as his man in the metropolis. In 1977 Brian went back to the Board as Project Engineer for the ill-fated Automatic Revenue Protection Scheme. Although this never got off the ground at the time in the UK, Brian’s work led to a contract under BR’s consultancy subsidiary Transmark to design and install a major ARC scheme on the Kowloon – Canton railway in Hong Kong. And so began Brian’s long and fruitful relationship with Transmark and the Far East. However before he finally went into full time status as an expat in the colonies, he had a further spell at BR HQ as Development Engineer working closely with that other great engineer of signalling, and fellow organ enthusiast, Basil Grose. Then in 1987 he became the sole custodian of all things S&T related to the building and operation of the Channel Tunnel, although his station on the Piccadilly line of London responsibilities in this area soon required the formation Underground. At home he cultivated two great of a more extensive team, in particular to carry out interests which lasted his whole life, classical music commissioning testing on the Class 92 freight and model engineering, both of which he learned locomotives. from his father. As well as an early valve-driven Hi-Fi And so to foreign parts proper, not just day trips set up, he had a garden shed which contained a fine to France and Belgium. A spell with BR Projects and OO gauge model railway. His model engineering following retirement from BR in 1995, a move to interests eventually transformed into live steam Halcrow Transmark, led to work in the Philippines locomotive engineering, and he was a keen member and Taiwan, and Brian moved home from London to successively of Northolt Model Railway Club, San Pedro in the Philippines, about 15 miles from Harrow Model Engineering Society and Ian Allan’s Manila. Here he met and married Vangie and they Great Cockrow Railway. He took both these had two children, Eleanor and David. Brian settled enthusiasms to the Philippines when he settled readily and comfortably into the life of an expat, there, with another garden shed, housing the indoor until ill health set in, in 2005. sections of a G-gauge garden railway, a modern Hi- Brian’s IRSE membership started as a Student Fi installation with numerous CDs of Mahler and member in May 1958 soon after he joined British Rail, organ music, and of course a fridge for the essential and he passed the IRSE examination in 1960. He lager, plus a number of full ash trays! became a Member of the Institution in 1965 and a His formal education ended with an engineering Fellow in 1982. He first served on Council in 1974, degree from what became Brunel University, and he becoming President in 1992. He led the Convention to joined the S&T Department of the Western Region Kassel in Germany in May 1992 as one of the of British Railways as a Graduate Engineering highlights of his Presidential Year. He was elected an trainee in 1957. Like many others he was greatly Honorary Fellow in April 2005 following many years influenced there by the great engineers of the day, distinguished service to the Profession and the Armand Cardani and Maurice Leach, and after Institution. finishing his training, he formed a new WR Train He was particularly active in his Presidential year in Describer section under Maurice. promoting the development of young engineers and was very keen to get the full participation in the He was always proud of the achievements of the profession of “the other half of the population”. In one “clockwork” WR describer system, many of the of his Presidential addresses he said “does anyone standard circuits for which were roughed out with want to guess the year we first have a lady president? Maurice in the saloon bar of the “Duke of I believe it will be sooner than you think.” He was Edinburgh”, just the other side of Caversham Road undoubtedly disappointed not to live to see that day, from the WR S&T HQ and workshops. but he was delighted to know that it was not far off, In 1963 Brian transferred to the signalling new and I am sure he will be joining us in celebrating when works office of the London Midland Region, where Claire Porter, who Brian recruited to BR, and who he was very much involved in technical aspects of worked for him in the Channel Tunnel team, is due to the massive signalling modernisation works then follow in his illustrious footsteps in 2011. under way. Following a short spell at BR HQ as a Brian leaves behind him his daughter Edith with development engineer, he returned to the LM as her family in France, his wife Vangie, and children head of “A” section, dealing with maintenance Eleanor and David in the Philippines, the happy policy and standards, and failure investigation. This memories of his many many friends around the led to a spell of three years as Assistant Divisional world, and a fine set of engineering achievements. S&T Engineer at Nottingham. However he wasn’t May he rest in peace. very much physically at Nottingham, as this division then covered the London end of the LM, and as Roger W Penny Brian was then living with his Greek wife Mary, and 19 Eleventh Annual Members’ Luncheon

The 11h Annual Members Luncheon took place at GPO telecomms background and a good supporter the Victory Services Club, near Marble Arch, London of the IRSE. He thanked them all for their on Wednesday 17June 2009 and was attended by contribution to the Institution and their service to 108 members and IRSE staff. The 85th person to the profession during their lives. serve as President, Frans Heijnen from Invensys Rail He reported that the Institution remained successful welcomed all those present, and in particular, those and continued to steadily grow in number, with 4497 members who had achieved 50 or more years’ members, and at membership committee earlier that membership of the Institution. After this brief week, another 71 new member applications had welcome, everyone settled down to a lunch of Chicken Liver Parfait, Herb Infused Lamb and Apple been processed. There were just under 6800 current Tatin with Cinnamon Ice Cream, accompanied by a licence holders and the previous week, on behalf of choice of water or red or white wine. the President, he had presented the second IRSE Network Rail S&T Apprentice of the Year Award at After the Loyal Toast, the President gave some brief HMS Collingwood, Portsmouth, at the passing out details of the successful Convention to Madrid, which presentation for the 200 first year NR apprentices to had just been completed, and then some insight into his program for the rest of the year. The Chief a young man, Kyle Poppy, who had just finished his Executive, Colin Porter then outlined some significant third year and was now a technician at Leicester items of interest from the last year’s operations. Power Box. During the year, new Local Sections had been formed in India and for Minor Railways. He firstly summarised the messages from those with more than 50 years membership who had been He pointed out that the office team was very stable unable to attend. The Institution invites all those and worked well, with a new member of staff, Hilary with more than 50 years membership to attend the Cohen who had joined at the beginning of June to luncheon as a guest of the Institution. He pointed provide some relief for the over stretched out that there were 105 members present, including administration group. Finishing by stating that the 15 Past Presidents and also including the longest IRSE was an Institution that depended totally on the serving Past President, Victor Smith OBE, who was efforts of a small staff and our too numerous to the President in 1974 and, as it happened, the mention group of volunteers throughout the world longest serving member there, having been a to achieve what it did, he asked all to show their member of the Institution for 60 years. appreciation both to them for all their hard work on He remarked that Frans Heijnen, was the first the Institution’s behalf, and particularly to Linda “Invensys Rail” President of the Institution, with Mogford and Hilary Cohen for organising the Invensys being the parent company of luncheon. Westinghouse Rail Systems at Chippenham, who had provided many Presidents over the years. Unfortunately, the two Vice-Presidents were unable to attend as they were both working that day, Paul Jenkins being the Senior Vice-President who would take over next year, and Claire Porter, the Junior Vice-President who was in New York. They were both telecomms engineers by background, and he pointed out that this sequence must be something of a novelty for the Institution. There were now eighty-one members with more than fifty years membership of the Institution, an increase of nine from last year in total, and ten who were new; Denys Dyson, Michael Hynd, Roger Kingstone, Colin Law, Barbara Perkin, Tony Pinkstone, Gordon Rendle, Mike Thwaite, Rod Townsend and S C Yip from Malaysia. Of those, six had been able to attend the luncheon. The longest serving member now with seventy years of continuous membership of the Institution was Ron Post OBE. He remarked that during the last year, the Institution had had more than its fair share of untimely deaths. Derek Edney, the Membership Manager died in summer 2008, and Alan Fisher, last year’s President had died in February shortly before his term of office ended. Only the previous week, he had heard that Di Marco who had just become entitled to a free lunch as a 50 year member, had died and Frank Shaw, a member for 59 years had died a few months earlier, as had Frank Fuller. Unfortunately 11 other members had died since the last luncheon, one of whom was Frank Hewlett, an Associate – with a Photos: K Burrage 20 The Institution of Railway Signal Engineers (COPYRIGHT RESERVED)

Presidential Address

by

FRANS HEIJNEN

Presented at 1 Birdcage Walk, London, on 24th April 2009 A Sustainable Profession? Where Is It Going?

This moment is a difficult one for me. I had looked years trying to pass the first two years of secondary forward to receiving the President’s chain from Alan school: still dreaming. After that it improved; I had Fisher whom I considered a good friend and an seen the light. A far away signal perhaps? I did excellent professional, a person this Institution can spend time on railway stations since the age of ten be proud of. to see trains, but seeing the signals? Events have changed the foreseen course of University was a difficult choice to make: today; my friend is not here to listen to me although economics or electrical engineering. My father was I am sure he will be aware of what I am going to say. an accountant and I had been preparing profit and I profoundly thank him for his support and friendship loss accounts and balances since the age of 16. over the last couple of years; a time to remember. Electrical it was, specialising in Transmission of I have followed in part the title of my two Information. Yes, I am a telecommunications predecessors addresses. It is in line with what they engineer having specialised in microwave systems, said but different. That is on purpose and I will for transmission of information, not for cooking explain, but first let me introduce myself to those food. Marriage brought me to Spain where I spent who do not know me, or those of you who may have 12 years as head of signal engineering and projects met me but not in such a way as to understand how for GRS Iberica, later Abengoa Señalización. From I tick. Therefore some history of how I became the there I moved to Bosch, into the car manufacturing person who stands before you. sector. I was born in 1947, on Christmas Eve. It was the A short spell at Dutch Railways in the Signalling year when Fred Castle addressed the Institution with Research Group was followed by a stint as an address of 5,500 words, or double the size of my Managing Director of Transmitton Spain. ENA address and that all before dinner (or was there such Telecomunicaciones and RENFE – TIFSA were thing then?). His paper was as he said; stating that he followed by an Executive MBA and my return to the proposed to divert from the usual style of the Netherlands. NS Engineering Office, later Holland presidential address, as delivered before to this Railconsult, was where I spent 8 years, including two Institution, and that he would take the opportunity of years in Brussels as Technical Director of the ERTMS placing before the members present some general Users Group. Another knock on the door brought observations, facts and suggestions relating to the me to the UK as Vice President Technology of activities of the railway signal engineer “beyond the Invensys Rail Group. seas.” 1947 was also the year the Australian section I retired at the beginning of last year although my was founded, just a month before I was born. wife is still looking for the seven differences I had some troubles getting started; in my first between working and retirement; she cannot find year I broke my arm as my aunt dropped me off a more then one. Instead of living in the UK we now table so I spent my first birthday with both arms in live in Germany. The life of a consultant is not always rigid plaster connected at my back. I have not been pleasing to his wife. I have moved several times from a sportsman ever since. I was one of the first to get one side of the table to another, between railway penicillin to overcome pneumonia. I was a dreaming and supplier, and that has given me some child at primary school as it was boring. I spent 4 experience which I will later come back to. PRESIDENTIAL ADDRESS 21

THEME OF MY YEAR squeeze. Shareholders are demanding returns within a very short period. Whatever we do to As I said before, the theme is somewhat different develop new products, systems or technologies is of from Wim Coenraad’s theme and Alan Fisher’s a relatively low interest to them. We need money for sequel. I did not want it to become like Star Wars so research now and when asked, we tell them that the I decided to focus on the people in the profession as returns will come within 5 to 7 years. You can clearly they are the living things in this profession. understand that this will fall on deaf ears due to the First I would like to say that people were not my enormous mismatch of timescales; years versus passion in my youth, being rather introvert, but over months. Another phenomenon to consider is the the years I have recognised that working with people age profile of our professionals that many times and interrelating with them is much more gratifying matches that of the railway. Influx of new employees than any engineering wonder. The profession is an comes in waves and as such people retire in waves if interaction of people; it is the people that make the not pushed out earlier due to cost reductions. The stuff and not the other way around. baby boomers, and I am one of them, are retiring Secondly, I do like technology but I am not a right now and with them a lot of general and specific “techie” in that sense. Technology is important but knowledge will leave the sector. This wave seems to it must serve a purpose. The required functionality be somewhat universal in Western society. It is to support a process is what we are trying to positive for the people who retire but it creates a implement; the technology brings that into reality as problem for the system. The people involved have best as it can. Being an engineer myself I do been there in many cases for a long time and they understand the pitfalls of our profession: put two may be the last generation of lifetime railway engineers in a room and you will get two new people when it comes to our part of the system. solutions, put three in a room and you will get six. I We should also not forget the influence of rules will leave it to the mathematicians amongst you to and regulations on our sector. CENELEC and all work out what will happen if you put four in a room. other such standards have created a need for very The engineering profession is about analysing the specialised people, in many occasions hired from problem, investigating the possible solutions and other sectors like the aviation or process industry. recommending the way to go. This process is what These people enter our sector to perform a certain should be taught at engineering school, not just task and then leave the sector again as their skills pure factual knowledge as I have seen on too many are also useful elsewhere. Combine this with the occasions. A reflection on the current status of our image of our sector and you can see a problem. profession indicates to me that we have created a Software is core to our products and systems lot of silos. The break up of the railways due to the nowadays but a software engineer is not necessarily European Railway Directive has certainly played a interested in the functionality his work creates, so role in this. The split between Infrastructure the bond with the sector is weak. We have Managers and Railway Undertakings was intended compartmentalised signal engineering into clearly but seeing the UK panorama, one sometimes demarcated jobs. We have designers, developers, wonders how on earth this complex “patchwork” software writers, testers, maintainers etc. People still allows the trains to run. At the same time there who do a great job but who do not have the has been created a drive for cost reduction as many changes in their career path that previous of these entities were set profitability targets; generations had, at a time when the systems and targets that forced them to rethink every expense. processes were less complex and more accessible. Training was an obvious victim, maybe not intended My theory is that we are losing the oversight of our but nevertheless we can now see the results. The trade. Too few people are rotated through different people now working in the railway environment find jobs and positions in the trade to allow them to form themselves working for only a part of the system. that overview. Even in my own career, although it They work for Roscos, civil contractors, regulators, was not planned, I had 12 jobs luckily not followed to name a few; not anymore for a single entity where by 13 accidents as we say in the Netherlands, which bosses and coaches could move them around within did give me a platform of diversity from which to a single railway organisation. That gave them observe the different facets of the industry. To see experience of all the different aspects of the railway different elements of the “cradle to grave” chain of process or organisation. our systems gives you an insight in the impact of For the signalling profession this also had an actions and decisions that were taken in previous impact but there were other drivers for this. phases. Clear examples of isolated working are Research was in the past very much located within designs that are a technical miracle but later prove to the railway. Not in all cases but BR Research had be very difficult to implement or to maintain. My parallels in other countries. This has now mostly predecessors’ themes clearly identify some of these disappeared and what is left does not have in many issues. We should do something about this. The cases the critical mass to sustain itself. Signalling Institution is a key player when it comes to proposing research has moved to the suppliers and consultants a new course of action in relation to professional when it comes to equipment and products. development, as it is an Institution of people, not of Functionality research now sometimes takes place at systems. Therefore the Institution is well, if not best, EU level, if it takes place at all. placed to champion some activities. Within each entity, infrastructure manager, One of them is within my year. A paper followed supplier or consultant, we have also seen a big by a seminar on employment and education. But I 22 PRESIDENTIAL ADDRESS think that is not enough. The first thing we need is a present a paper on Level Crossings in the common understanding of the situation. I may be Netherlands. Jeroen did a lot of analysis on the wrong and therefore the first step is to see if my influence of layouts, visibility and other factors on view is shared by the members. I invite all of you to the rate of accidents on level crossings. Not about reflect on my words and to tell me what you think is technology but about the results of our work: did we the case. Without a shared view we cannot move provide the best solution? internally on this, even less lead the outside world. The author of the February paper works for the For those of you who are holding positions in the Austrian Frequentis. We visited this company during sector where you have influence on the way we train the recent Technical Visit in Vienna. This paper will and grow people for more responsible positions, I provide a comparison on control room management would like to invite you to put your view forward in in different sectors, with the title: “Are Rail and Air the internal debate, in a seminar to be held in so different” and it will be given by Gottfried Almer. November. The younger members I would ask to Is this telecomms or is this signalling functionality? reflect of what they expect in their professional life You can decide after listening to the paper. and how they would like to be trained and coached. I do not have the recipe for the solution needed; I In February we will organise a seminar on a would be happy if at the end of my year we have a current research project funded by the European common understanding. Maybe not according the Union together with 36 entities from the sector. way I see it, but at least a common understanding. INESS is about defining the functionality and the architecture of future signalling systems and by the I would now like to turn to what is going to time of the seminar the project will be almost happen in meetings and other activities during the halfway. History and impact of the planned outcome coming year since I assume that you will flock to this of the project are the key topics. room and other venues. It is part of what you will get for your subscription. Our spring technical visit is to Wildenrath in Germany. It is near to where I live in the Aachen ACTIVITIES DURING MY YEAR area. Established on a former British Airbase the Regional Government of Nord Rhein Westfalen, it I know that we like technical papers, at least that has helped Siemens to establish one of the most is what we call them, but you will only get some real sophisticated test tracks available in the world. technical papers in my year. Other parts of the visit are bring us to the Aachen In the October meeting here in London Steve Hauptbahnhof recent interlocking renewal. As Featherstone of Network Rail will present a paper Aachen is near by measured from London, as well as entitled “Maintenance, an update on the UK the Ardennes and the Eiffel mountains, it is a good approach”. This topic is more about delivering and occasion for a weekend away, only four hours away maintaining functionality than it is about the by train. The new High Speed line between Liege technology. You will hear some examples of the and Aachen will be operational under ETCS Level 2 problem I described earlier. by then. “Signalling, Have We Lost the Plot?” is the title of The March session will see a paper on the 2010 the November paper, presented by a Past President Convention. I am not going to disclose where it will known to you all, Eddie Goddard of London be held so you will get no title here. Underground. He will expand on the theme of my year and will try to describe what we have to do to THE 2009 CONVENTION train the people we need in this sector in the future. As you will have gathered by now, Spain played an The November Seminar will deepen out this important part in my professional career. It is theme. The Professional Development committee of therefore with pleasure that I invite you to join me the Institution has volunteered to prepare this on a convention in Spain, during the last week of seminar under the working title “Education and May. It will be the fourth occasion that we have career paths in the Industry”. visited Spain. 1970 saw Mr Cardani, a well known Our autumn visit in November will take us to the President, lead a party of 70 UK Members and north. Scotland has been an area of major signalling Guests, joined by a further 27 overseas members. renewals lately. Glasgow, Edinburgh and Airdrie- They visited Madrid Chamartín, Burgos, Segovia Bathgate, just to name a few. The final programme and Metro Madrid. Some interesting names on the is still being established but it is going to be diners list: Luis Urquí whom I met while working at interesting. In December you will get a more Abengoa in 1975, and a certain Mr Martinez who technical paper from Ian Mitchell from Delta Rail. His must have been very young then. José retired some paper, entitled “Sustainable Railway: use of advisory years ago as my colleague. He was the President of systems for energy savings”, will describe how Dimetronic Signals then, having been President and technology can add a functionality to our systems CEO of BTR Rail, the predecessor of the Invensys that helps to reduce the environmental impact of Rail Group. Maybe organising a convention is the the railway. But even though it is a technical paper, way to become a big shot in signalling world. it is about the future of the railway and how to 1984 was the year I attended my first convention address the challenges. as a brand new Institution member. Starting in The January meeting will bring a speaker from my Barcelona and ending in Madrid, this convention home country. One of my former colleagues of the was led by David Norton of Westinghouse. There Dutch Railways, Jeroen Nederlof of Prorail, will were visits to Segovia, Miranda and El Escorial for PRESIDENTIAL ADDRESS 23 the guests and Sants in Barcelona, Chamartín and shown to you. The Dinner on Friday will finish in the the Metro in Madrid for the members. The last two early morning hours so bring your dancing shoes were a repeat of the 1970 convention and we will with you. This means that the convention will end on see them again this year. As was said in the Saturday, at around 01:30. proceedings of the 1995 Summer Convention, it was third time lucky. 1970 had seen snow, 1984 was cold CONCLUSION and wet but Eddie Goddard and his 300 fellow I am afraid you will have to cope with another delegates had a lot of sunshine. Some of you will still Dutchman for a year having had Wim Coenraad as remember the burn out we had seeing the horses on the President in 2007-8. So close are our cultures the Sevilla Ranch after our run with the High Speed but sometimes so different. Nevertheless, I hope Train to Seville. We saw also Metro de Madrid, but not to disappoint you this year, by setting a not Chamartín that time; Toledo was part of the programme that deals with the challenges on our programme. way into the future. I have tried to accommodate in This year we will show you a full-grown High the programme for the London papers and for the Speed Network. Madrid to Seville was 472 Technical Visits and Seminars the preferences of kilometres long and signalled with LZB but now many members, however different these are, but I RENFE has 2,000 kilometres in service or under hope that in the end you will recognise my biggest construction with commercial speeds up to 320kph. worry: are we prepared for the future? The theme is ERTMS ETCS for most of the I hope that after a year serving you we will have convention, as this is a topic I have been involved in this on our radar and that initiatives to address this for 12 years now. On the Tuesday we will give you an issue are on our roadmap. As I said in the beginning update on Chamartín where Alstom is installing a of my speech, this is not a direct sequel of my new interlocking and we will show you the new High predecessors’ work but it goes in the same Speed line to Segovia and Valladolid with its long direction: the world is changing and, whether we tunnel under the Guardarama mountain range. Your like it or not, it will do so without asking us for partners will be close by as they will be visiting permission. Our sector is perceived as being slow in Segovia. Wednesday will see all of us in Toledo, for its responses; let us pre-empt the future this time. a renewed visit to the city. Thursday will bring you to Zaragoza. Friday the update of Metro de Madrid, Thank you where the latest in Mass Transit land, CBTC, will be Frans Heijnen 24 Technical Meeting of the Institution

held at 1 Birdcage Walk, London Wednesday 14th October 2009

The President, Mr F Heijnen, in the chair. 106 members and visitors were in attendance. There was an apology for absence from David McKeown. It was proposed by Mr R Penny, seconded by Mr M Govas and carried that the minutes of the technical meeting held on 11 March 2009 be taken as read and they were signed by Mr Heijnen as a correct record. The Chairman then invited any new members present for the first time since their election to come forward to be introduced to the meeting. Mr Paul Armstrong (Network Rail) and Mr Paul Jenkins (Achilles) came forward to be introduced to warm applause. The Chairman then introduced Steve Featherstone (Director of Infrastructure Maintenance of Network Rail) and asked him to present his paper “Maintenance – An Update on the Network Rail Approach.” Mr Featherstone started by describing the financial challenges presented by the target costs laid down for the control period 4 by the ORR. He stated that track worker safety was of paramount importance, and that overall failure performance of the railway was improving steadily. He described the process improvement initiatives taking place, including “copy with pride”, an initiative for spreading best practice, the increasing use of reliability centred maintenance and the implications of the “7 day railway” project. Increasing use was being made of specialist inspection trains, and even service trains fitted with monitoring equipment, and the NR helicopter was being used for aerial surveys. He concluded by highlighting the significant intake of apprentices in the last four years, and the maintenance restructuring that was currently being consulted upon. The planned reorganisation would also be subject to a safety validation process. Following the presentation, the discussion was opened by Jacques Poré (Alstom – Past President). Francis How (RIA), Ron Skillet (LUL), Peter Woodbridge (Invensys), Frans Heijnen (President), Colin Porter (Past President), Phil Bartlett (Booz & Co), Buddhadev Dutta-Chowdhury (Bombardier) and Gab Parris (LUL) all took part in the discussion. The Chairman then thanked the speaker and proposed a vote of thanks to him for providing an interesting insight to the current plans for reorganisation of the management of maintenance on Network Rail. He then presented him with a commemorative plaque customarily awarded to the author of a London paper. Mr Heijnen thanked members and visitors for their attendance and their contribution, and then closed the meeting at 1930 by reminding those present about the technical visit to Scotland on 20/21 November, and a seminar on 24 November in London. He announced that the next meeting in London would be a technical meeting held on the 11 November 2009 when Mr Goddard would present a paper entitled “Signalling – Have We Lost the Plot?”

Maintenance: An Update on the Network Rail Approach Steve Featherstone1 INTRODUCTION runs from April 2009 to March 2014. In March this year Network Rail accepted the determinations of Network Rail has recently agreed its funding for the Office of Rail Regulation (ORR) for the funding the next five years with the Office of Rail Regulation and outputs for CP4. We are now committed to (ORR). This level of funding challenges us to be delivering the required outputs within the funding more efficient in the way we carry out our available, without compromising safety and in a maintenance activities, making our resources go sustainable way. further whilst increasing the outputs required to be delivered. We must build upon our success over the We have already delivered significant improvements past five years in improving safety and train during the previous five year control period as follows. performance whilst significantly reducing costs. It is • Train performance was improved from 81.2% to therefore appropriate at this time to review and to 90.6% by Public Performance Measure, that is share how Network Rail intends to maintain the the percentage of trains arriving on time at their railway assets within our stewardship. final destination. This paper presents an overview of our approach • Incidents causing delay were reduced by 20%. to this task over the coming years. It necessarily • Delay minutes were reduced by 50%. includes topics that are not directly related to • Asset condition was improved. technical aspects of our signalling infrastructure, as there are many factors that influence what we do, • 33% more trains now run on the network. when we do it and how we do it. The paper • This has all been achieved at the same time as a therefore includes sections on Network Rail’s people reduction in costs of 26%. and how we organise and manage them to maintain We must now build on the significant business a safe, efficient and reliable railway. improvements we have made over the past five years. The outputs we will deliver during CP4 are as THE CP4 CHALLENGE follows, and are summarised in Figure 1. A HIGHLY RELIABLE RAILWAY The challenges ahead are shaping Network Rail’s approach to maintenance. Control Period 4 (CP4) Plans have been developed jointly with our customers to achieve a Public Performance Measure 1 Director, Infrastructure Maintenance with Network Rail. of 92.6% by April 2014. MAINTENANCE: AN UPDATE ON THE NETWORK RAIL APPROACH 25

Figure 1 – Summary of outputs for Control Period 4

A RAILWAY AVAILABLE SEVEN DAYS A WEEK external interfaces; that are subject to continuous There are two key objectives to this programme. improvement; and that are used as a benchmark for The first is to allow the operation of the working other organisations and industries timetable on a more consistent basis, with fewer It also needs people who live and breathe our interruptions, diversions or bus substitutions. The values and behaviours; who are highly engaged, second is to allow customers to run trains at times, accountable, excellent at leading, managing and and on days, which better meet demand. This delivering; and who are sought-after by other programme is widely known under its industry organisations. banner of the Seven-Day Railway. These requirements are not just aspirations. AN EXCELLENT JOURNEY EXPERIENCE Network Rail’s maintenance strategy must address We have already embarked on a programme of and deliver against all of them if we are to meet the station improvements. This work is jointly funded challenges of the next five years. and managed by the rail industry so that it provides PEOPLE maximum benefit to the travelling public. SAFETY AN EASILY MAINTAINED RAILWAY Our people are safer at work now than they have The infrastructure should require as little ever been. They are less than half as likely to suffer intervention as possible, and be accessible remotely a serious injury at work than when Network Rail in- from the running lines wherever practical. sourced maintenance (see Figure 2). A RAILWAY THAT IS ENERGY EFFICIENT, A large influence on this improvement has been SUSTAINABLE AND AFFORDABLE the “Safety 365” campaign. Maintenance delivery “Sustainability” is a key element of the CP4 units are awarded certificates for achieving 100, 200 determination. We are charged with ensuring that and then 365 consecutive days without a RIDDOR outputs are not delivered for least immediate cost, reportable incident. This campaign has been storing up problems for future years. Efficiencies running for several years, and local teams take great must be demonstrated to be genuine, and not pride in receiving an award. It has proved to be a achieved merely by reducing essential work volumes. great motivator. Despite the potential, it has not A RAILWAY WITH IMPROVED CAPACITY AND driven perverse behaviours but has in fact done the CAPABILITY opposite. A big benefit has been the thorough investigation of the accidents that have happened, Delivering the major programmes of work very often including re-enactment of the events to associated with Thameslink, Reading station and get to the root cause. Birmingham New Street station will improve capacity at existing bottlenecks and enable us to meet the We have also introduced a safety league table. It future train services agreed with our customers. provides a vehicle for challenging and continuously improving our safe working environment, and Meeting these expectations requires a strategy enables us to measure important positive that recognises that a safe, high-performing and behavioural drivers. It explicitly measures many cost-effective railway needs reliable infrastructure factors relating to staff safety, examples of which are and excellent operations to eliminate predictable shown in Table 1. Lead indicators and preventive failures and meet demand at an affordable price. actions are weighted positively, whereas unsafe It needs integrated processes that deliver incidents are weighted negatively. A Maintenance consistent high quality with speed and simplicity; Safety Cup is awarded in each period to the delivery that operate effectively internally and across unit with the highest normalised safety points. 26 MAINTENANCE: AN UPDATE ON THE NETWORK RAIL APPROACH

0.8

0.7

0.6

0.5

0.4

0.3

0.2

0.1

0 2004/05 2005/06 2006/07 2007/08 2008/09

Figure 2 – Accident frequency rate since in-sourcing of maintenance

COMPETENCE AND TRAINING the guidance of a competent person. Outcomes of Network Rail inherited eight different this further work-based development are competence management systems from the predefined, and once complete the person has to Infrastructure Maintenance Contractors (IMCs). We demonstrate that they have retained the required therefore needed to unify them and produce one knowledge by completing a computer based test. system that aligned with current best practice. New Final competence assessment is completed by the competence and training frameworks were line manager before the person is authorised to developed for all engineering disciplines. For signal work unsupervised on the equipment. Computer engineering, this included 36 competences and based knowledge testing provides independence to over 150 equipment-specific endorsements. the process. The questions are set and approved by The introduction of the frameworks has enabled Network Rail’s professional Head of Signalling. This us to define a route to competence for all critical process is known as Assessment in the Line (AitL). activities. In most cases training is now followed by In addition to providing us with a significantly a period of supported workplace experience under better understanding of the competence of our

Measure Weighting Major RIDDOR accident −100 Staff near miss with a train – reported by driver −50 “3 Day Plus” RIDDOR accident −50 Lost time accidents −25 Road vehicle incidents −10 Training days missed −10 Hazards removed 1 “Safety 100 Days” certificate issued 1 Actions identified and removed from safety tours and planned general safety inspections 2 Accident near miss reported 5 “No lost time” accident reported 5 “Safety 365 Days” certificate issued 10 Local managers’ safety tours undertaken (midweek days) 20 Health & Safety representatives’ safety inspections undertaken 20 Percentage improvement in Green Zone Working, 2008/9 vs. 2009/10 25 Local managers’ safety tours undertaken (midweek nights and weekends) 50 Staff near miss with a train – reported by staff 100

Table 1 – Examples of measures and weightings from safety league table MAINTENANCE: AN UPDATE ON THE NETWORK RAIL APPROACH 27

400,000 120%

350,000 100%

300,000

80% 250,000

200,000 60%

150,000 No of competencies 40%

100,000

20% 50,000

0 0% 70/6002 80/7002 90/8002

Confirmed Competences Unconfirmed/Expired Competences Overall compliance (%)

Figure 3 – Improved competence of maintenance staff people, the new processes have delivered three extensive dialogue with the IRSE to explore ways other key benefits. that we can work together to find a robust and • Recertification training has been replaced by efficient way of using this evidence for licensing line manager’s annual review. This has released purposes. training resources to the extent that in 2008 The intent is to use AitL evidence, supported by seven in every ten training events are an enhanced site surveillance checklist that has developing technical skills rather than providing direct links to the standards set out by the licence. non-value adding biannual refresher training. We are currently undertaking pilot trials of the • The standard frameworks have enabled us to process and expect the trial evaluation to be define the competence profile and skills mix completed in the autumn. The IRSE is again fully required by our people. We can now identify involved, attending trial briefings and observing site competence gaps that in turn enable us to plan surveillance and workplace assessments. Findings and prioritise training delivery accurately. from the trials will be presented to the Licensing Committee for acceptance. • Succession planning for front line staff is possible. MASTER CLASSES We now have a workforce that is more We have started a process of on-the-job training demonstrably competent than ever before, and of local staff by their own engineers. The training is training resources are able to be used to maximum a combination of classroom-based workshops and benefit (see Figure 3). site-based practical demonstrations. By working on operational equipment in the local environment, the Looking to the near future, training takes on an ever engineers get the opportunity to show their teams bigger significance. As we become more efficient at what standards are achievable and acceptable. As a delivering core maintenance work, our staff will be result, everybody understands what “good” looks released to do other activities. They will need training like, managers spend more time out on site with on a wider range of skills, many of which will be totally their teams, and there is a significant improvement new. The progress to date will stand us in good stead in asset performance. to make the most of this opportunity. APPRENTICES IRSE LICENSING In 2005 Network Rail introduced an Advanced Network Rail uses IRSE licensing as the primary Apprentice scheme. Each year we recruit over 200 method of confirming the competence of our new Apprentices, more than 80 of whom are being signalling designers, testers and managers. It is also developed as our future signal engineering part of the competence management process for technicians and team leaders. Our apprentices our maintenance staff. spend their first year on a full time residential The challenge for the latter has been how we can development programme. This time is used not only use the outputs of the AitL process to deliver an to develop their technical and trade skills, but also IRSE license without the need for duplication of to enhance their abilities in team working and assessment. In December 2008 we entered into leadership and to ensure they arrive in the business 28 MAINTENANCE: AN UPDATE ON THE NETWORK RAIL APPROACH with the values, attitude and behaviours we need. organisation. This affected managers and support The initial training is followed by two years in the staff in all parts of the function. The opportunity was workplace as part of a signalling maintenance team. also taken to de-layer the existing organisation. At the end of their development, our apprentices This new organisation was the first to be designed achieve a National Vocational Qualification Level 3 using consistent sizing criteria. These criteria took in Signal Engineering, and we are now progressing into account factors such as the number of assets, this qualification to enable the award of an intensity of train service, geographic size and the appropriate IRSE Licence. impact of new processes. They determined the In 2008 the Network Rail Advanced revised number of delivery units, which remained Apprenticeship Scheme won the People the building block of the maintenance organisation. Management Award in recognition of its successful The numbers of every support and management and innovative approach to developing the next post within the new maintenance organisation were generation of railway engineers, and the company then calculated and justified using the sizing criteria. was overall winner in the “Business impact through The next step is to standardise the front line learning and development” category. organisation. This is a population of approximately TRAINING CENTRES 13,500 staff, and so the challenge is considerable. To add complexity to the scale of the challenge, there is In 2006 we embarked on a programme to build five far more variation in the way that work is planned and new state-of-the-art training centres at strategic delivered at this level than there was when trying to locations around the country. New centres are now standardise the management and support parts of open in Paddock Wood, Larbert and Bristol, and are the organisation. Again we have developed sizing planned for Walsall and Basingstoke. The training criteria. They are based upon the number of assets to centres are equipped with a wide range of signalling be maintained, the activities to be carried out and the equipment, set up indoors in operating configuration. need to provide an effective rapid response cover. ORGANISATION The design of this organisation is almost The maintenance organisation was brought in complete, and we plan to implement it in the house in 2003-04. During the period of privatisation coming year. We will then have a fully standardised (that is, from 1994) the IMCs designed their maintenance organisation for the first time. It will maintenance support structures to suit their local then be far simpler to identify good practice, which and internal business needs. So Network Rail at present can be masked by organisational inherited organisations that varied widely, making it differences, and to implement it consistently impossible to have consistent accountabilities and elsewhere in the business. processes. In September 2008, having undergone several ASSET PERFORMANCE organisation changes in the intervening period The performance of Network Rail’s infrastructure which reduced duplication between the former IMC is at an all-time high. However the rate of and Network Rail posts progressively, we introduced improvement has slowed, especially for signalling the first part of a standardised maintenance assets (see Figure 4). Note that this improvement

5,500

5,000

4,500

4,000

3,500

3,000

Incidents per period 2,500

2,000

1,500

1,000 04/05 05/06 06/07 07/08 08/09

All assets Signalling assets 13 per. Mov. Avg. (All assets) 13 per. Mov. Avg. (Signalling assets)

Figure 4 – Number of infrastructure incidents MAINTENANCE: AN UPDATE ON THE NETWORK RAIL APPROACH 29

All Franchised TOCS: PPM Results 100%

95%

90%

85%

80%

75%

PPM Punctuality 70%

65%

60%

55% 00/01 01/02 02/03 03/04 04/05 05/06 06/07 07/08 08/09

PPM Results MAA

Figure 5 – Public Performance Measure trend has been achieved despite a 33% increase in the INFRASTRUCTURE RELIABILITY GROUPS number of trains run during the control period. Infrastructure reliability groups have been set up As with all improvements, the later gains are to provide a thorough, fact-based management harder-won than the earlier ones. We are focusing review of how our assets are performing and failing. on three areas, the details of which are covered Asset reliability information and action plans are elsewhere in this paper. collected and reviewed initially at the 40 delivery STAFF COMPETENCE units. This is consolidated for the ten Routes, and finally the significant issues are reviewed nationally. We have increased our technical training. The National Infrastructure Reliability Group is We are building state-of-the-art training centres, chaired by the Director, Infrastructure Maintenance. fully equipped with functioning signalling equipment. The groups comprise representatives from the We are recruiting and training more than 80 maintenance and engineering functions, who signalling apprentices every year. produce action plans to improve asset reliability and Our supervisors are on site more, and can observe monitor delivery of them. The cascade upwards and and coach their teams in the workplace. across enables route-specific and national trends to Our engineers are leading master classes to be identified and lessons learned to be demonstrate the best working practices. communicated consistently. We are deploying special action squads where PUBLIC PERFORMANCE MEASURE local teams required additional expert support. Actions to improve asset performance are of little MANAGEMENT FOCUS benefit if they do not improve the reliability of service for the travelling public. This is measured Infrastructure reliability groups (see below) focus using Public Performance Measure or PPM, the on detailed trends and action plans. percentage of trains arriving at their final destination Delivery unit reliability reviews focus on individual on time. key assets and the implementation of action plans. Figure 5 shows how this has steadily increased Asset performance league tables and asset from its low after the Hatfield accident, and reached performance benchmarking show where good the end of last year, which was the end of the practice exists, so that we can learn from it and previous control period, on target at 90.6%. replicate it. We are all now rising to the challenge of raising it to Share with pride forum broadcasts good practice 92.6% during CP4. (and lessons learned) quickly WORKING PRACTICES GOOD PRACTICE Reliability-centred maintenance allows attention IDENTIFYING GOOD PRACTICE to be focussed on key assets, rather than evenly The solution to a maintenance challenge very distributed. often exists somewhere in the company, the difficult Remote condition monitoring enables us to move thing being to identify it. Within the Maintenance towards predicting and preventing failures. function we have done this by introducing a series of 30 MAINTENANCE: AN UPDATE ON THE NETWORK RAIL APPROACH

League table Topics covered (not exhaustive) Hazards removed Near misses Road vehicle accidents Workforce accidents Safety Accident-free days Red zone working Expired competences Training days missed Safety tours completed Signal failures failures Quality Points failures Track failures Repeat failures Customer Infrastructure delay minutes Performance against budget Finance Headcount per road vehicle Cost per equated track mile Workforce productivity Productivity Plan attainment People Employee engagement Work management data Asset performance data Data quality Active remote condition monitoring Hazard directory accuracy Time to close complaints Community relations Age of outstanding complaints League table of league tables! Aggregation of positions in other league tables

Table 2 – Topics covered in league tables

delivery unit league tables. Table 2 gives an units. It takes into account factors such as traffic overview of the topics covered. tonnage, track access and asset type. Extensive use of league tables may appear to be a SHARING GOOD PRACTICE very blunt instrument. However they work well within We have also provided tools and systems to allow the Network Rail maintenance environment. Local sharing of good practice to take place. The first was managers are able not only to identify how their the “Share With Pride Forum” on the company teams compare with their colleagues, but also to see intranet. It is a closed forum, where ideas and where in the country people are performing better. solutions can be shared or sought from peers. It is All component measures are normalised to provide divided into a sub-section for each discipline to fair comparison. They can then learn from these assist with easy use discussions and solutions. higher performing colleagues. In this way, the good “Copying With Pride” is actively encouraged, and practice that is implemented is targeted at specific sharing and copying behaviours are reinforced at relevant areas of improvement because it is sought every maintenance gathering. out by the local team to address their particular issue. We have also set up a Best Practice Library on the The league tables could potentially drive adverse intranet. The solutions and ideas from the Share behaviours if delivery units focussed on their positions. With Pride Forum are followed up, and they are However the measures contained within them are assessed by subject matter experts to be good or carefully selected and weighted, so that the best (and so mandatory) practice before being behaviours and the results that they generate placed in the Library. contribute positively to the company’s outputs and Examples of good practice identified through values. these processes are: We have also developed and use a tool to • use of Teflon-based slide chair lubricant to benchmark asset performance between the delivery improve the performance of Hy-Drive switches; MAINTENANCE: AN UPDATE ON THE NETWORK RAIL APPROACH 31

• a special maintenance regime for Schwihag with the host delivery unit to help the local roller slide chairs to improve the reliability of management team implement the necessary switches in areas of high coal contamination; changes. • use of easy-to-install temporary power cable MAINTENANCE REGIMES joints to enable faster service recovery after a cable failure; SIGNALLING INSPECTION FREQUENCIES • distribution of information about poorly- Servicing of most signalling assets has been performing blue clamp lock rams and updates undertaken on a 13-week cyclic basis historically, on solutions; regardless of operating context. During the previous control period we introduced a formal • fitting of heat-reflecting hoods to location methodology for assessing signalling maintenance cabinets to reduce failures in hot weather; requirements, under the ROSE (Reliability centred • labelling of wires during wire degradation maintenance Of Signalling Equipment) programme. checks to reduce the time taken in subsequent This provides the mechanism for delivering surveillance visits. improved reliability, and for ensuring that all SUPPORTING IMPROVEMENT maintenance-related safety risks are managed as As well as encouraging delivery unit staff to help low as reasonably practicable, while eliminating themselves, we also have a team of maintenance uneconomic maintenance at the same time. improvement specialists. These are out-based HQ For any particular asset and its components, the staff who are aligned to two delivery units each. ROSE process involves working with front line Their role is to support the local teams with maintainers, engineers and manufacturers to identify introducing and embedding change. They are also all potential failure modes and their effects. The well placed to identify good practice, or struggling impact on these of increasing the service interval is teams, by their own direct observation. This is then assessed, and control measures are proposed for enhanced by the fact that the delivery units any significant risks. The combination of additional assigned to the maintenance improvement controls and changed service intervals enables us to specialists are deliberately not adjacent to each time our interventions to the optimum. The other geographically, and where possible are part of completed proposal is then verified by independent different Routes. This increases the likelihood of senior signalling engineers and authorised by the identifying differing practices. Head of Signal Engineering. If appropriate, a revision Where a delivery unit needs more hands-on support to the standard is issued. The ROSE process could to implement good practice, it is supported by a mean that two identically designed assets might have Special Action Squad or SAS. The SAS varies from different maintenance frequencies if they are in challenge to challenge, but is composed of hand- different environments or have different usage. picked engineers and other subject specialists from Figure 6 shows the annual man hours spent around the country. They work together full time maintaining our major signalling asset types. It also

400,000

300,000

200,000

Workload (man hours per annum) per hours (man Workload 100,000

0 Colour light Location Level crossings Points Semaphore Other signalling Train detection signals cabinets signals

Original workload Revised workload

Figure 6 – Potential reduction of servicing hours for major signalling asset types 32 MAINTENANCE: AN UPDATE ON THE NETWORK RAIL APPROACH

Analysis Population Change Status ATP (Chiltern) 258 4 visits a year to 1 Complete Signs unknown 4 visits a year to 1 Complete DC track circuits 23,800 4 visits a year to 2 Phase 1 complete Facing point lock tests 21,000 Variable Complete for 75% of points TPWS 15,000 4 visits a year to 1 Complete AWS 24,000 4 visits a year to 1 Complete Colour light signals 23,000 4 visits a year to 2 Complete LED signals 1,300 4 visits a year to 1 Complete TI21 track circuits 7,700 4 visits a year to 2 Complete HVI track circuits 3,280 4 visits a year to 2 Complete 2 or 4 visits a year to 1, AzLM axle counters 3,200 based on the use of Complete diagnostics

Table 3 – Progress to date with ROSE shows the potential for efficiencies as ROSE is Analysis Population implemented. Note that this excludes any changes to points servicing frequencies. We have already Aster Type U track circuits 3,000 created opportunities associated with standardising Location cases 70,000 facing point lock testing intervals, are now working AC track circuits 5,700 with the newly created Head of Switch and Crossing Clamp-lock points 7,700 Engineering to identify wider potential benefits for these asset types. DC track circuit (low voltage) 14,000 Selecting asset types which are currently over- Electronic interlockings 100 maintained has allowed servicing of many assets to FS2000 track circuits 350 be reduced from four times per year, to two, or even Ground frames 1000 one. Table 3 shows the progress to date. Type HPSS point machines 460 Although the ROSE programme is not new, the benefits of the work done to date have yet to be Type HW point machines 7,900 fully realised. This is because ROSE is not just an Level crossings 1,600 analytical process. It requires significant business Mechanical interlockings 800 changes to allow it to be properly implemented. In Mechanical points 3,000 order to benefit from the technical analysis, servicing work must be regrouped and Mechanical signals 2,000 reprogrammed so that as far as possible the need Reed track circuits 2,000 for a visit to site is completely eliminated. This is Siemens axle counters 300 because the largest time element associated with Style 63 point machines 1,600 servicing an asset, or a group of assets at one site, is the travelling and set-up time, rather than the Type T72/VCC point machines 69 duration of the servicing activity itself. Train describers 400 Some small workload or small population asset Train operated points 100 types are also included in the programme (such as Chiltern ATP and the “Indusi” system used Table 4 – Next phases of ROSE in the North East). These are included specifically to provide local managers with greater flexibility to realise benefits, by providing a greater number of TRACK INSPECTION FREQUENCIES potential combinations of asset types with revised The other asset type with significant potential for servicing intervals. Table 4 shows the next assets to applying reliability centred maintenance techniques be included in the ROSE programme. is the track. At present, track inspections are carried The benefits of ROSE are not just related to staff out to prescribed frequencies mandated by safety and efficiency. The freed up resource can be company standards. These usually require weekly redeployed to carry out enhanced maintenance of inspections on most routes. The frequency of our critical asset types, or to carry out additional work inspections compares unfavourably with the rest of such as special inspections, pre-emptive repairs, or Europe (see Table 5). Despite introducing one of the minor upgrades. most advanced track inspection train fleets in the The ROSE process can be applied to other asset world, we have not reduced the frequency of types. We are currently reviewing the potential pedestrian inspection correspondingly. benefits of changing servicing frequencies for Appendix A of the applicable standard for routine telecoms and plant assets. track patrolling contains a risk-based method for MAINTENANCE: AN UPDATE ON THE NETWORK RAIL APPROACH 33

Minimum plain line patrolling inspection interval, weeks Line speed, mph Britain Portugal Germany Belgium Holland Switzerland France ≤ 50 1 4 26 6 13 2 8 ≤ 75 1 4 26 6 13 2 8 ≤ 100 1 4 16 6 13 2 8 ≤ 140 1 4 12 * * 2 4 * Information not supplied Table 5 – Comparison of patrolling intervals increasing the patrolling intervals for continuously resulted in a range of different functionalities and welded rail, subject to various documented inconsistent business processes. Despite this, considerations. Exploiting the potential of reliability performance benefits have been substantial. As a centred maintenance for track requires the same conservative estimate a 30% reduction of both level of business change as for signalling. Once incidents and delay minutes is achieved routinely again the benefit is realised by reorganising within a year of installing RCM on points, provided patrolling programmes, and by optimising the the technology is supported by robust management amended frequencies for plain line track inspection processes. with the usually more frequent needs of switch and Network Rail’s strategy has two elements: to crossing inspection. standardise the remote condition monitoring REMOTE CONDITION MONITORING technology and processes in use on our assets; and Network Rail is investing heavily in the installation to link the outputs from different locations so as to of fixed remote condition monitoring (RCM) of our provide an information-rich environment that will assets. The benefits of this are two-fold. Firstly there enable us to predict and prevent failures, through are significant train performance benefits. Secondly either targeted renewal or customised maintenance RCM will provide accurate supporting data to regimes. enable us to continue our migration towards a fully With standardised logger and data output risk-based maintenance regime. specifications, the outputs from the remote We have had pockets of RCM fitted for many condition monitoring can be managed consistently. years, mainly on points, but also on power supplies, In future, for new installations this will be done via a interlockings, level crossings, bridges and rails. Sites recently commissioned Network Rail central system were selected in a relatively ad hoc manner, using (see Figure 7). Sensors attached to an asset provide equipment from a variety of suppliers. This has data to an on-site logger; for example, for a set of

Figure 7 – Schematic of “intelligent infrastructure” remote condition monitoring process 34 MAINTENANCE: AN UPDATE ON THE NETWORK RAIL APPROACH points, swing time or current drawn. The logger Asset type monitored Current End of CP4 performs some elementary processing of the raw Points 1,064 5,000 data before sending it to the central system, in a standard XML format based on the industry Train detection 328 4,500 standard Machinery Information Management Open Signal power supply 289 500 Systems Alliance (MIMOSA) protocol. Interlockings 96 400 The central system generates alerts and alarms Other assets 2,155 3,000 when threshold limits are exceeded. In their simplest form these limits are user-defined values. Table 6 – Fitment of remote condition monitoring As experience is gained with the system and a history of data is collected, the limits will be derived of the extended time (as, for example a tight lock), from algorithms which take into account historical thereby reducing the time the technician spends on behaviour, failure modes and other sources of track rectifying the fault. information. Upon successful delivery of the pilot scheme, we This combination of sensors, loggers, central will phase national implementation of the strategy system, data management and associated processes so that the benefits are maximised progressively. is frequently referred to as “intelligent The initial quick wins are very much around infrastructure,” because it enables asset improved train performance as a result of remotely management decisions to be made that are more monitoring the condition of our assets. We will informed and interactive in comparison with therefore fit RCM to our critical assets initially. These conventional processes. are the assets that: The information generated can be used in two • have a history of poor performance; ways. • require significant preventive maintenance in • Directly—any exceedences of threshold limits order to maintain adequate performance; generate alerts automatically. The system makes these available to the relevant • have a good performance history, but cause maintenance staff so that they can attend site significant disruption if they do fail. and rectify the root cause of the symptoms, As RCM is initially fitted to the most critical assets, thereby preventing an asset failure. Significant the potential performance benefit of fitting it to exceedences will generate alarms, which will be subsequent assets will reduce. The second phase directed to signalling control staff as well. The will therefore be about improving the resilience of controllers will then be able to give sections of route. Where “gaps” of RCM fitment maintenance staff access to the failing asset occur, we will review the benefits associated with such that train service disruption is kept to a fitting it to the remaining assets in the “gap”, thus minimum. Alternatively, the signaller may strengthening the whole route. choose not to use a particular asset (for The ultimate benefit of widespread RCM fitment example not to swing a set of points) until it has (see Table 6) is that we will be able to tailor our been restored to full health. inspection and maintenance regimes to suit the • Indirectly—alerts, alarms and the system’s criticality and condition of individual assets. This will historical information can be used to inform extend the benefits of the ROSE risk based improvements to asset designs, or to maintenance regimes because we will have a far inspection, maintenance and renewal regimes. richer understanding of trends in performance and We are currently well advanced with a pilot condition. scheme to prove the strategy. This is taking place on Future developments of remote condition the Edinburgh to Glasgow main line. We have monitoring technology could well include worked with our suppliers to develop a standard incorporation of data from trains. Initially this will be logger, data interface specification, and asset data from our own inspection train fleet, but it could also standards for points monitoring applications, and be developed to include information from service we are now widening the scope to include other trains, and so provide an industry-wide solution to asset types, such as train detection systems, more reliable railway journeys. interlockings and signalling power supplies. AUTOMATION Crucially, the pilot scheme is developing and testing the business processes around the An area where Network Rail is seeking radical technology. An emerging learning point is the need change is in automating the basic visual track for technically competent staff to interpret the inspection process. Firstly we are reducing the output from the central system for the front line required inspection frequency, using “Appendix A” maintenance technicians. Simple alarms and alerts as described earlier. However, the majority of track are sufficient to trigger a maintenance intervention will not be suitable for consideration under this but as experience grows it will become possible to process, so an alternative to pedestrian inspection is specify a particular remedial action. For example an being investigated. extended points swing time alarm will initially be We will shortly start trialling a combination of used to send technicians to site to investigate the train-mounted high definition video recording, cause. With greater experience, it will be possible to linked in some cases to pattern recognition examine the recorded trace and diagnose the cause technology. MAINTENANCE: AN UPDATE ON THE NETWORK RAIL APPROACH 35

SWITCH AND CROSSING VIDEO INSPECTION inspection and maintenance to be undertaken in the Removing the need to inspect switches and hours of darkness. crossings (S&C) on foot has significant benefits. The RCM vast majority of S&C must be inspected in daylight Remote monitoring of assets in service will assess because of the complex components. Station their performance and determine likely failure throats frequently have many sets of S&C in a small modes. Predicting failure modes will allow more area, and the only way to inspect them on foot efficient scheduling of planned maintenance for safely is to take possession of the line. This in turn repair and replacement, allowing maintenance restricts the usage of the station by passenger activity to move from “fix and find” to “predict and trains. Introducing a process that does not require prevent.” track possessions frees up the railway to run trains, LOOKOUT OPERATED WARNING SYSTEM a major industry aspiration under the “Seven-Day Railway” programme, and removes staff from a high The Lookout Operated Warning System or LOWS risk environment. allows mid-week daytime opportunities to access the track, enabling some activities to be spread The trial is replicating technology and processes away from valuable track possessions. currently in operation in Holland. Video equipment is mounted on a dedicated Multi Purpose Vehicle. It MOTORISED INSPECTION TROLLEYS will run in traffic and capture images of S&C. These Lightweight motorised trolleys fitted with lighting images will then be processed and transferred to a enable patrolling, inspection and maintenance to be local inspection suite where track inspectors can undertaken in the hours of darkness. examine them in comfort and safety. VIDEO INSPECTION OF SWITCHES AND PLAIN LINE VIDEO INSPECTION CROSSINGS Downward-facing video equipment is fitted on This will reduce the amount of track access the New Measurement Train to capture images of required at complex switch and crossing layouts. the track to a similar standard as the S&C video SWITCH AND CROSSING GANTRIES referred to above. The vast volume of track covered Specialised lifting gantries will enable makes it unfeasible to view all of the data and replacement of large switch and crossing images manually to identify defects. Therefore components in fewer, shorter possessions. They will software is needed to provide defect reports for the also reduce the risk of component damage during track inspectors. This software automatically installation. identifies defects, and produces exception reports RAIL REPAIR TECHNIQUES from the captured data. These can be linked automatically to images of any defects identified. Faster rail head and crossing repair techniques The exception report identifies significant variations mean that rails can be repaired in fewer, shorter between recent surveys so that the whole run does possessions. not have to be viewed. Track inspectors can ROSE examine the exception report and associated video Increased servicing intervals reduce the need to images remotely in the inspection suite. access the track to maintain signalling equipment. THE SEVEN-DAY RAILWAY CONCLUSION Where there is an industry business case, Network These are exciting times to be maintaining Rail has committed to work with train operators to Britain’s railways. The challenges set for the coming run new train services on routes and at times that five years mean that we need to make significant address customer demand. This means principally changes to the way we work. To do this, we must be running a consistent, timetabled train service every able to identify good practices from within Network day of the week. Rail or elsewhere, and implement them consistently The initiatives to support this commitment are a and swiftly. Our standard organisation provides the mix of infrastructure improvements, use of new framework for this, but effective sustainable change products and changed methods of working. The can only be delivered by a competent, motivated following are examples of maintenance work force. We must examine critically every activity contributions to the Seven-Day Railway. that we carry out, and decide if we can eliminate it, IMPROVED ACCESS POINTS simplify it, or rationalise it, or only then whether we can automate it. New and better access points will reduce both the travelling time and the access time to reach critical The challenges are not easy, but we welcome our assets. opportunity to make a lasting improvement. And we must do this without losing sight of our most JUNCTION LIGHTING important challenge – to keep the travelling public Installation of fixed lineside lighting of sufficient and our staff safe whilst delivering a reliable and intensity, evenness and extent will enable patrolling, efficient network. 36 MAINTENANCE: AN UPDATE ON THE NETWORK RAIL APPROACH Discussion

Summary of discussion of paper by S. Featherstone S. Featherstone believed that some problems entitled “Maintenance, An Update on the Network were explained by the new equipment mirroring the Rail Approach” given on 14th October 2009. typical bath-tub curve and thought that the The discussion was opened by J. Poré (Alstom) established equipment had probably also who thought that what had been achieved in the last experienced similar problems when they had initially couple of years was impressive and he wondered been commissioned. He also explained that Network where Network Rail went next. He noted the Rail had been to see how the aviation industry had reference to the use of on-train and track-side overcome these sort of problems and their approach monitoring to initiate maintenance intervention but to reliability with any lessons learnt taken on-board. still questioned the high number of broken rails With the on-going maintenance costs as a result of compared with (say) Japan. Referring to the delivery capital investment during CP2/3, there had been a units and daily graphs produced, he asked if this was general philosophy of “least first-costs” with no used to influence staff bonuses. Finally he observed consideration for efficient maintenance. That that the presentation made little reference to the situation is now changing, however, with ultimate customers, the passengers and freight maintenance representatives embedded in the carriers, and he questioned what Network Rail was major project teams to ensure continued doing in this area. maintainability both during and after the project S. Featherstone explained that benchmarking had together with a more definite “whole-life” cost shown favourable results in some areas but there is approach. still much to learn from the Dutch and Swiss, such as F. Heijnen (IRSE President) returned to the video-patrolling. He advised that there is a question of project specifications and asked if the performance assessment process within the maintenance organisation was able to input into company and the league tables influence how resilience, reliability and diversity requirements to people are judged. He confirmed that there are reduce costs and hence support the 24-hour railway regular meetings with customers whose key concern concept. is infrastructure reliability, hence the daily league S. Featherstone agreed that it was particularly tables, however, as the reliability has improved there important and explained that the aviation industry are now other concerns being raised such as had changed their philosophy to “power-by-the- vegetation and graffiti issues. hour” which placed the onus on the supply industry F. How (RIA) commented that it was a remarkable to either manufacture reliable products or lose story which will be a challenge to sustain. As a money. The railway model has not yet achieved this representative of the supply industry, he noted that but Network Rail is focussed on getting the required there was no feedback from Network Rail on how reliability. manufacturers’ equipment actually performs in the field, unless there was some major issue, and he C. Porter (IRSE) observed that the holy grail of asked if Network Rail planned to introduce a infrastructure maintenance had always been to try systematic process to achieve this; he believed that and get the maintenance and faulting staff to multi- this would result in real gains for both Network Rail skill and wondered if this was being investigated as a and the supply industry. means of achieving efficiencies. S. Featherstone agreed totally but explained that S. Featherstone thought that multi-skilling was initially they had concentrated on some big internal misunderstood and that it probably wouldn’t happen reliability fixes but now that these had been tackled with the different core skills required for each they were now looking to improve supplier reliability. discipline although there may be some areas where As an example, with the HPSS problems that have similar technologies, such as point maintenance, been experienced, Network Rail have worked back might allow this “overlapping” of skills to happen. through the supply chain to ensure that all P. Bartlett (Booz and Co.) asked, other than been components used are as reliable as possible. able to predict equipment failures, what was the R. Skillet (LU) was interested in the speed with business case for the installation of condition which the 2A organisation was developed and monitoring, and on which assets, and also if new implemented and was interested in knowing what projects included its provision in their specifications. factors had influenced the process. S. Featherstone clarified that the business case S. Featherstone advised that the process had was primarily based on customer service and delay taken nine months from initial discussions to minutes (Schedule 8 payments) in the short term, implementation; for stages 2B/C, preliminary which incentivises Network Rail to provide a reliable discussions began in August 2009 with a proposed infrastructure. Determination of asset fitment is commencement date of April 2010 through to March based on various factors but, as an example, the 2011 for full implementation to occur. West Coast has fitted “RCM light” where the 80/20 P. Woodbridge (Invensys) asked if the maintenance rule has been applied (80% of the benefits for 20% organisation could influence project specifications of the cost) whereas somewhere like Liverpool Street noting that the figures available show that the more would be fully fitted; this concept could also make recently installed equipment tends to be less reliable some of the community railways more viable. than the more established items. Acquisition of data from these monitoring systems MAINTENANCE: AN UPDATE ON THE NETWORK RAIL APPROACH 37 was also used to assist in the implementation of training had been included when taking into account reliability centred maintenance leading to a cost the rapid promotion of many younger members of saving. He finally explained that for all new projects, staff into Supervisory roles. and following a recent standard change, the fitting S. Featherstone stated that one of the success of condition monitoring now has to be considered in all cases. criteria would be the skill base of the Supervisory staff and explained that there is a programme of B Dutta-Chowdhury (Bombardier) questioned training for these people to equip them with the what was being planned to improve maintenance on necessary skills that can be applied to the technical, the secondary lines and how were the inter- disciplinary issues of changes to the maintenance safety and business management as well as the regime being approached. decision-making process; this will be an on-going process. S. Featherstone explained that the league tables do not differentiate between the type of lines F. Heijnen (IRSE President) reiterated that training maintained by the Delivery Units but specialist skills and competence was an important subject that are obviously still required for certain areas of the could not be ignored; finally he thanked the Speaker infrastructure and that was one objective of the for his paper, which had demonstrated how the Master Classes. The cross-discipline approach has performance of Network Rail had improved since the been ensured by including the Engineering Team in Railtrack days, and also for his participation in the solving problems. question and answer session that had followed. G. Parris (LU) referred to the importance of competence and technical training provided but wondered if the safety engineering management (Produced by Peter Grant) 38 Technical Meeting of the Institution

held at 1 Birdcage Walk, London Wednesday 11th November 2009

The President, Mr F Heijnen, in the chair. 147 members and visitors were in attendance. There was an apology for absence from David McKeown. It was proposed by Mr K W Burrage seconded by Mr R W Penny and carried that the minutes of the technical meeting held on 14 October 2009 be taken as read and they were signed by Mr Heijnen as a correct record. The Chairman then invited any new members present for the first time since their election to come forward to be introduced to the meeting. Mr Alastair Hayden (London Underground) came forward to be introduced to warm applause. The Chairman then introduced Eddie Goddard (Past President and Head of Engineering, Line Upgrades, London Underground Ltd) and asked him to present his paper “Signalling – Have we lost the plot?” In opening his presentation, Mr Goddard emphasised he was speaking for himself as a Past President of the Institution, rather than his role with LUL. He outlined the early development stage of his own career, being introduced to work in the drawing office, and the initial introduction of computers into control systems, and went on to describe the working arrangements which used to exist between both railways and suppliers and the use of cost plus contracts which facilitated the achievement of projects. He went on to talk about the evolution of “safety” as a bolt-on product rather than the incorporation of processes throughout the design and implementation lifecycle from the basics of defining the requirements before developing the solution, the design checking processes and final testing and commissioning, comparing the traditional fail-safe and newer processor based signalling systems. Finally he drew attention to the size and weight of documentation for standards and safety cases, and he felt that was not the best way forward. He finished by stressing the importance of audit trails and the need for a risk based approached to assurance. Following the presentation, the discussion was opened by Wim Coenraad (Movares - Past President). Malcolm Savage (consultant), David Jeffrey (Invensys), David Waboso (LUL), Malcolm Dobell (LUL), David Mills (retired), Roger Short (Atkins), Andrew Bourne (Tube Lines), Robert Blackadder (Siemens), Richard Lockett (ERA), Chris Thompson (HonF), Frans Heijnen (President) and Cy Porter (Past President) all took part in the discussion. The Chairman then thanked the speaker and proposed a vote of thanks to him for supporting his theme for the year, which was very much about future training for signal control and communications engineers. He then presented him with a commemorative plaque customarily awarded to the author of a London paper. Mr Heijnen thanked members and visitors for their attendance and their contribution, and then closed the meeting at 2000 by reminding those present about the technical visit to Scotland on 20/21 November, and a seminar on Training and careers in S&T Engineering on 24 November in London. He announced that the next meeting in London would be a technical meeting held on the 9 December 2009 when Mr Ian Mitchell would present a paper entitled “Sustainable Railway: Use of Advisory Systems for Energy Savings”.

Signalling: Have We Lost the Plot? Eddie Goddard1

INTRODUCTION They don’t make them like they used to. This paper has two themes. The first concerns the “When the current breed of signal engineers need to ensure the continuity of signal engineers retire there will be no one left that understands able to see the big picture. The second looks at the the whole picture. All that we have now are specialists.” way that signalling is provided and, in particular, the role of assurance in the signalling process. The weight of evidence. It endeavours to show that there are linkages “The amount of documentation for a project generated to satisfy the assurer(s) outweighs that between the two and that the industry has to face used to develop the project itself. The critical up to the changes that have taken place. Finally it path now lies through the assurance chain. As a proposes a way forward to enable the signalling result project cost and implementation time are industry to remain economic and efficient. becoming untenable.” It relies heavily on the author’s experience and so Why do these things matter? If they are true, then is written from the point of view of Metro signalling the cost of introducing new systems will become in the United Kingdom. It should not be seen as unbearable, signalling unaffordable and delays relating to any particular organisation. However it unacceptable. If we do not do something we will be attempts to bring in the experience of national left behind. Railways themselves will become railways and of other countries. uneconomic and will fall into decline. The benefits that they can bring will be lost, and we will all be out SCENE SETTING of a job. Even if they are not true the perception is still there, and unless we are able to counter it the Is perception reality? The following are views signalling industry will be marginalised and currently held by many outside the signalling investments made elsewhere (see Ref. 2). What is industry and often expressed by those within it (see more likely is that new companies will be formed Ref. 1). which are more willing to adopt new ways and able to undercut the traditional suppliers through 1 The author is a past President of the IRSE. adopting a radical approach. SIGNALLING: HAVE WE LOST THE PLOT? 39

THEY DON’T MAKE THEM LIKE THEY charge of testing a signal! Realising the homework USED TO that went into the testing process with study of circuits, and discussion of the designs before testing CAREER DEVELOPMENT took place. To develop these themes the paper will consider Development the career of a typical signal engineer of an earlier generation—as experienced by the author at the Put in charge of making a new communications time. system work. Working directly with supplier’s team and devising modifications. Jointly installing and Training testing them. A total apprenticeship of six years, starting as a Dip Tech Trainee. Railway Academic English, Maths and Physics at school Working with Rolling Stock Engineers, spending Sponsored for a Degree in Electrical considerable time with Line Controllers and Train and Telecommunications Regulators and riding in train cabs. Engineering, and a Master’s Degree Management in Systems Engineering. Working in a multidisciplinary team with a senior Practical Time spent in workshops, with the operator, timetable compiler and data processing Maintainer on call and with an expert on specification of a computer-based railway installation gang. Knowledge gained control system (see Ref. 3). of practicalities, as well as the cultures of the different disciplines. Consultancy Signalling Power Signal Linesman course and Providing independent assurance to signalling theory Drawing Office course. contractors for novel signalling systems through London Transport’s external consultancy arm. As a Management British Rail junior management theory course. result exposed to other countries’ signalling cultures, and to commercial pressures. Railways Time spent with Divisional Inspector on stations and with drivers, looking Managing into incidents and observing his staff Development management. Absorbing front-line Leading the team introducing computer control operator’s culture. systems for the Underground. Providing the Time spent in control rooms and engineering support to the cross directorate team generally out and about on the (engineering, operations, revenue collection, railway. supplier) developing the Underground’s automatic Project Produced a railway simulator for the fare collection and selling systems (which became Victoria Line through extensive work Oyster) with the supplier. with rolling stock engineers to Maintenance understand train characteristics. Responsible for the signalling maintenance Testing New communications system on live division. rails in an automatic train area. On the track, no lookouts, no briefing, Client no personnel protection equipment. Managing the Signalling client organisation. Doing Systems Design Managing the Rolling Stock and Signalling client Producing “red inks” by copying the work of the organisations, and forming the Systems Engineering Engineering Assistant (just two years older than team. myself!), then preparing circuits and having them checked. Being given feedback on the design and International committees hence learning the best way. Seeing the approver Working on standards-setting committees for RIA, work with the Engineering Assistant and his ORE, and the IRSE technical committee. Gaining experience being fed back. Later still, seeing the wider appreciation of different signalling and two principal designers in active debate about the operating companies, different cultures, and more esoteric aspects of the design. different commercial arrangements. Installation Professional career Held the meter for the Principal Installation Supported throughout career on IRSE activities, assistant (Tester in charge). Observed the final attending lectures and conventions as a student, commissioning process where the tester, without granted time to attend council meetings, through to reference to the circuits but using the scale plan and support during presidential year. working from first principles ensured that the site Assuring performed as it should by using track dropping boards and lots of staff. Saw design anomalies Chief Engineer picked up and circuit changes made through the Managing the team that produces standards and designer sitting alongside the tester. Later, put in enforces compliance for all engineering disciplines. 40 SIGNALLING: HAVE WE LOST THE PLOT?

Chairman of safety review panels most dangerous occupation, after the mining Approving introduction of new technology and industry. systems. Assurance Career Development Although the word “assurance” would not have Underlying all the above was the certain been recognized in this context then, the pursuit of knowledge that a full career could be followed ever-increasing levels of safety was ingrained in all through one employer; that the training manager signal engineers, and closely linked to the had mapped out the early stages and provided hierarchical chain. Engineering managers were mentoring through those difficult times; and that technically competent in the main, and had risen the senior managers had devised career progression through the ranks. They were fully empowered to plans, and that one’s promotion was often subject to manage, they made decisions and they managed those plans. Sideways and even downward moves the budgets. They were accountable for delivery to were encouraged, with the promise that “rescue cost and to time, and for the quality of the end would be at hand” should the move prove to be too result. disastrous. Designs were “Checked” and “Approved” by the design engineer’s manager as part of the normal THE SIGNALLING WORLD production process. They would sign off the designs Railways only when satisfied that they were correct. Schemes Railways were largely self-contained. They did were approved by the Design Engineer. everything themselves. (London Underground even Independent checking was carried out between had its own power generating stations). drawing offices and through discussion with the installers and testers. They were staffed to a great extent by former soldiers and mariners, and organised as operations, Components were tested in the supplier’s factory engineering disciplines, and support. Each and signed off by competent inspectors, 100% engineering discipline was led by a Chief Engineer checking being the norm. Critical components were accountable for development, design, installation retested by the railway. and maintenance. The Chief made decisions, right Installers’ work was checked by wire counts and or wrong, and was accountable for them. He knew testing initially, to prove that the circuits worked as all aspects and was capable of, and indeed far too designed (verification). Then it was checked by a frequently did, issue detailed designs himself senior tester to ensure that it met all the signalling (Robert Dell when Chief Signal Engineer would issue principles and enabled the operator to run the his circuits in green ink so that everyone knew not to intended service safely (validation). At each stage a question them!) simple signature sufficed. Suppliers Close attention was paid to every failure and the root cause was sought, be it equipment, procedural Suppliers built what they were asked to build. or human error. Research and development were carried out jointly under profit sharing agreements, with engineering Her Majesty’s Railway Inspectorate – the decisions being made first and commercial Regulator consequences agreed later. Engineers worked HMRI staff were traditionally ex-military. They saw together as a team, each having his own role. their role as that of an enforcer, but they always had When things went wrong, they fixed them. The the clear motivation to improve the railway and its result was often gold-plated signalling—thank safety and to protect the workforce. They looked to goodness, because most of it is still in commission, ensure that there was adequate paperwork, but and working well beyond its expected life of forty spent most of their time talking to the people— years. operators, engineers and managers alike. They SAFETY sought evidence principally through testing the calibre of the people they talked to. Safety was embodied in the fail-safe concept. Every effort was made to understand the failure They gave approvals following a staged modes of components and eliminate the causes of interrogation. “Cooksey’s Court” was always wrong side failures (see Ref. 4). As a result interface something that had to be prepared for, and it nearly problems were greatly simplified, in that each always surprised with the perception of the component in the chain took on trust that the questions asked (see Ref.6). preceding ones would fail safe and so did not have They were able to turn a blind eye on occasions to consider any complex interactions. but let the managers know they had done so. Reliability was seen as subservient to safety. They conducted enquiries with the aim of finding out On London Underground a clear distinction was why the accident had happened and preventing it made between safety and non-safety circuits, so happening again. that the safety circuitry was kept as simple as possible (see Ref. 5). FROM THEN TO NOW Personnel safety was largely based on drumming EDUCATION into people just how dangerous the railway was, and Engineering as a profession fell out of fashion, and then expecting them to look after themselves. As a universities have struggled to recruit good school result working on the railway was seen as the second leavers. In a survey in 1997 only 60% of SIGNALLING: HAVE WE LOST THE PLOT? 41 schoolchildren over 16 had even heard of followed. Engineering judgement alone is no longer engineering as a career, less than 3% were acceptable as an explanation for decisions. Even interested in railways (see Ref. 7). Sponsorship for regulators find their decisions questioned and engineering courses and apprenticeships became action threatened against them. scarce. The few graduates that emerged were As a result the whole industry has become highly attracted to lucrative careers in finance. As a result defensive. It is no longer wise to be a single decision the flow of young engineers all but dried up. Poor maker. Regulators see their role as being protectors publicity about railways made it hard to recruit from of the public first, improvers of the railway second. even this depleted pool of talent. More recently in the UK the ROGS regulations RAILWAYS (see Ref. 8) have placed greater emphasis on the The old monoliths have been broken up. On safety management system and the need to national railways, operation has been franchised to demonstrate adherence to it, and have recognised train operating companies, rolling stock is provided the need for collaboration between parties. Written by rolling stock companies, signalling and verification plans identify the roles of the parties and permanent way by infrastructure companies. where review is required, the level of intrusion required is based on risk. Even in Metros the maintenance has often been franchised out, and new signalling and rolling stock THE WEIGHT OF EVIDENCE provided by outside suppliers. The net result of the move from simple, fail-safe SUPPLIERS components to the need to prove a system to be Suppliers have formed into large international safe, with the use of software in vital systems, combined with the demand for documented consortia. They have been required to take on many evidence of every stage of the process in order to of the roles previously performed by the railway satisfy a potential Court of Law is an industry that companies. has definitely “lost the plot.” At the same time they have continued to The basic elements of design, checking and concentrate on manufacture, with application approval are still recognisable throughout the design, installation, commissioning, maintenance supply chain, but part of their purpose has been and assurance often being franchised out to smaller, lost. The essential learning feedback from master to niche companies. pupil has been replaced by assurance. There is often SAFETY a culture in which the assurer feels obliged to find Safety has become an industry in itself. fault. At its most extreme it manifests itself in the Companies have been formed or consultancies have form, This is wrong but I will not tell you why it is taken on the role of assurer. In part this is through wrong—an approach based upon the mistaken the requirements for independent safety assurance belief that it will cause the submitter to find all the to satisfy the requirements of EN61508 and for other examples of error. notified bodies to satisfy the European In many cases the errors found are due to Commission’s need to demonstrate fair carelessness. Too often though they stem from the competition. submitter’s lack of local, domain knowledge. In other cases they stem from a lack of specialist It is also however a reflection of how difficult it is knowledge of the product or interfaces. In some to meet the expectations of the safety industry cases “errors” are the result of straightforward itself—that is, to prepare safety cases, proofs of opinion engineering on the part of the assurer. safety, safety plans etc. in order to demonstrate that the requirements arising from the criterion, “As Low In extreme cases, specialist assurance writers are As Reasonably Practicable” have been met. employed who have no knowledge of the product and simply reprocess paperwork without checking Software and communications-based systems are with the originators. more difficult to understand than the old signalling circuits. It is harder to see the whole picture The Despite this demand for a structured approach, introduction of project managers separate from capturing requirements fully and determining the engineers results in a tendency for the engineers to test criteria at the commencement of a project concentrate on quality and leave the need to meet remain beyond us. Hence a lot of the timescales and budgets to the project manager, and documentation, when submitted, reflects the vice versa. As a result decisions are often made in changes that have had to be made along the way. practice by the person with the most power rather As a result, even in well-run projects, documentation than the one with the best knowledge. tends to lag behind production. Frequently this results in a need to employ specialists to produce REGULATION safety plans, safety cases, proofs of safety etc. All Perhaps the biggest change was the need for too often these specialists are from another regulators to reflect the change that had taken place company, and nearly always they are not the people in public perception. It is no longer the case that doing the actual work. “accidents happen.” It is necessary to show that This in turn leads to another tranche of someone is to blame. As a result court cases follow documentation as the doers, testers, commissioning any accident, and evidence is required to agents, operators and maintainers finally catch up demonstrate that correct procedures have been with the process and request permission to operate. 42 SIGNALLING: HAVE WE LOST THE PLOT?

All too often this is at the point of maximum closer to the operation of the railway. For Metros pressure on the project to meet deadlines, when this is still possible, as signalling and train operation relationships between the companies are at their are normally in the same company. As an example, most strained. As a result, assurance becomes the recent London Underground signalling trainees scapegoat for late delivery. have qualified as train drivers. For the national railways the split between train operating WHAT HAS TO BE DONE companies and infrastructure managers makes it CAREER DEVELOPMENT much more difficult. Surely a protocol could be Education drawn up so that all share the burden? The first stage is to tackle the lack of Suppliers’ engineers need to be given access to schoolchildren taking maths and science. At least the railway so that they can place their promising this has now been recognised and Mathematics engineers in posts that will give them the education is improving. We all need to spread the experience they need. As the infrastructure word. managers need to ensure that their own engineers gain experience of the problems of production and In the United Kingdom the “Science, Technology, of research and development, some form of mutual Engineering and Maths Ambassador” or “STEM cooperation seems once again to be desirable. Ambassador” programme is helping to address this. Again the simplest approach would appear to be a The next need is to encourage schoolchildren to opt protocol that enables staff to be swapped between for engineering. For Transport for London, Project companies. Brunel supported by the Royal Academy is tackling Consultancies provide the ideal training ground in this, and it needs our support. many ways, spanning all areas of signalling and all Most importantly all sectors of the industry need countries. It is vital that they contribute to the to address the issue and reinstate apprenticeships, development of engineers from the start and graduate training etc. Universities need to be support the efforts of industry and the railways. encouraged to provide degree and postgraduate There is a tendency for the mature engineers to end courses to meet this need. In this regard the UK is their careers in consultancy and thus the mentoring certainly lagging behind the rest of Europe as well of the younger engineers is lost—or even made the as China and India, where technical universities have subject of contracts! greater status and where Railways, and even Railway The final, and probably the greatest, concern is Signalling specifically, are seen as suitable subjects the need to address the specialist companies. There for first degree courses. is a need to find software engineers with the Training requisite knowledge of the railway, and safety There is a belief that market forces will magically specialists who understand the reality of railway provide the incentive needed for young engineers engineering. Many—sub-contractors providing to plot their careers and, by suitable movements installation and maintenance staff, companies between companies, obtain the breadth of training specialising in providing test and commissioning required to take on senior positions. In a few cases engineers—are too small to sustain a training course this has indeed worked, but the fact that this paper themselves and in any case too specialised to be has been called for demonstrates that overall it has able to provide the opportunities needed in-house. failed to produce the numbers required. Today’s signalling manager must be able to work The greatest need is to provide a career path that with many disciplines, to work in a complex commercial environment and to integrate diverse enables suitable young engineers to gain the breadth teams from different companies. Technical skills are of understanding necessary to become a fully- less important than managerial and team-building fledged signal engineer and manager of signalling. skills. The abilities to get the best from people and The move back to integrated infrastructure to ask the right questions at the right time are companies places an onus on these companies to essential. Good judgement remains the greatest reinvigorate their training approach. Similarly the requirement, and it needs the manager to have a major signalling suppliers need to recognise the need broad background, but that can be gained in to invest in the future, looking to move suitable different ways. It is no longer necessary to have candidates around the divisions so that they can gain done everything, indeed it is no longer possible. experience in marketing, development, installation and, where possible, maintenance. Equally there is a need for specialists, able to concentrate on one area of the industry, but these Finally all companies should provide opportunities too must be given the opportunity to broaden their for young school leavers by providing graduate knowledge and learn the basics of signalling and training courses, and the universities should be railway operation. encouraged to provide modular training that will enable students to pick and mix and still acquire the Proposal degrees that they need to satisfy the Institutions. A potential solution to all the above is to take an The biggest gap remains the lack of opportunity idea from the environmental lobby with the Carbon to gain experience of railway operation. There is Tax. If all companies were to recognise the need for clearly a need to provide training opportunities and signalling training, and to accept a training levy to give suitable candidates a chance to take on roles offset by the offering of training posts and suitable SIGNALLING: HAVE WE LOST THE PLOT? 43 publicity produced to show that this is an integrated A clear plan for the assurance processes to be scheme, that would attract people into the adopted and definition of the level of assurance to profession with the knowledge that railways, and be applied at each stage, and which signalling in particular, are worth coming into as a company/individual will be responsible at each career. That would enable engineers to select the stage, will reduce the overlap—checkers checking training they require without having to chop and checkers—and enable adequate planning and time change between companies. to be made available. It would give companies an incentive to establish Systems approach training schools and courses, and to support the Signalling must therefore embrace the systems existing training companies. Whilst this is a engineering approach and work to clear assurance potential problem it has generally been recognized processes, but the current divide between assurers and training facilities have been provided or and doers must be bridged nevertheless. enhanced to address the shortage of signalling If requirements are properly captured, acceptance technicians. criteria identified at the outset and changes The IRSE could provide a framework to enable rigorously controlled then the classic model for this to be organised by the companies verification and validation can be followed and the themselves. All that is needed is a simple pro result is a largely self-assured product. forma for placements and a means of identifying If assurers throughout the supply chain are the places available. prepared to accept less than perfect English and ASSURANCE grammar then the need to spend time rewriting documents can be eliminated. If parties The first, and greatest, problem is that no one communicate throughout, the need for reports and company is capable of doing everything and so the statements can be greatly reduced. work must be split amongst a number of companies. No-one can get their head around the whole Modelling picture. The Chief Engineer of today would be hard- One approach is to make greater use of modelling pressed indeed to know all the detail of the as part of the specification process. It is generally software, communications, equipment, testing much easier to define what is wanted if the potential procedures and maintenance capability. users are able “to see it and play with it,” rather than trying to specify it in abstract terms. Well- The simple philosophy of fail-safe can no longer constructed models also provide a basis for the be applied, so that the signalling must be seen as suppliers to work from, and can even be used to set part of a system and all interfaces must be the final acceptance criteria. considered and defined clearly. Greater reliance on simulation for testing with Keep it simple more emphasis placed on proving the accuracy of What the signalling is required to do has the models removes some of the need for site expanded, and capturing those requirements is a testing. Accurate models also enable suppliers to major task in itself. The clear distinction between test their interfaces with other suppliers in a what is required to keep trains safe and all the other controlled environment. functions that the signalling performs has become Self documentation blurred. The fact remains that trains are subject to Automated testing tools provide self the basic laws of nature and so plausibility tests can documentation; comprehensive logging of events easily be built into the systems. and interim states enables self documented testing. Greater use should be made of two basic Accurate simulators also enable operators to gain principles in the approach to signalling: keep the skills in the new system, and can be incorporated safety element of the system as simple as into the training documentation and even the safety possible; and employ diversity to reduce case. dependence on any one element. In short, we need to return to the principle that Use industry standards assurance arises from doing the right thing and It is no longer possible to test every path through being able to evidence it, not from writing reams the logic, and issues of timing and interaction need of paper. to be considered. The software industry has Data however developed tools to cover every element of A great deal of attention is paid to the safety of the life-cycle. Signalling needs to embrace these the underlying system and to the processes applied tools, while avoiding the temptation to cite every to its production. In practice the most vulnerable one as mandatory for SIL 4 systems. part of the process lies in capturing and inputting There needs to be a realisation that safety the data that characterise the system. This is often integrity (SIL) levels were developed as a shorthand delegated to the most junior members of the team, way of putting software-based systems into a safety and is only proven through testing the installation context. Numbers were added to provide parallels itself. Attention needs to be paid to means of with the standard failure modes, effects and reducing the dependence of the system on the criticality or FMECA approach possible with discrete accuracy of data through diversity, plausibility, and components. automated testing. 44 SIGNALLING: HAVE WE LOST THE PLOT?

Domain knowledge reconstruct the past, but the aim of this paper has None of the above however is any substitute for been to use the experience of previous generations common sense. It is essential that somewhere in the to show that there are alternatives to today’s chain a check is made by someone with knowledge accepted UK norm. As yet other countries have of the particular application. Ideally the person avoided the worst examples but are far from checking the data should be knowledgeable. The immune, and much stems from an interpretation of principles tester must be able to see the big picture European directives. and know how the system will be used. Ideally the If the railway of the 1960s was the prequel, still systems architect will have, or will have access to, a highly dependent on the Victorian past, the railway rounded signal engineer. of today is much safer (see Ref. 9) and the new processes have enabled it to adopt the new Paperless assurance technology. What of the sequel? We must move to By applying the above the reliance on error-free overcome the issues that this paper has raised. Most software and data should be reduced, systems importantly we must ensure that we have the actors should be self checking, verification and validation in place, with the right scripts. built into the production process, and the safety case built around the production process. In the end ACKNOWLEDGEMENTS assurance comes from a knowledge that the system Many people have contributed to this paper, both has been designed in such a way as to enable it to wittingly and unwittingly! The author would like to operate safely, that the right people have done all thank the President for the opportunity and David that can reasonably be expected of them and that Waboso for permission to produce this paper, they have been supported by the application of though it must be emphasised that the opinions sufficient process controls to trap any errors that expressed are the author’s alone and should not be might have crept in. seen as referring to any particular organisation or The emphasis must be on getting it right first company. time, feeding back any shortcomings found and improving the process at all stages; targeting any REFERENCES surveillance activity on a risk basis and applying basic common sense, placing greater trust on the 1 President’s Address: A sustainable profession? producers and using the resources to improve their Where are we going? IRSE News May 2009 knowledge and skills. 2 Towards the one page safety case IRSE Technical Committee, IRSE News June 2009 Public opinion 3 Computer controlled signalling and regulation, Of course, a greater change could be made if Eddie Goddard, IRSE Proceedings, December public opinion were to be made aware of the heavy 1974 cost the current regime imposes, but experience shows that whilst this might be possible in normal 4 ORE report A118 times, the immediate reaction to an accident, and 5 Automatic Junction working and Route Setting by the public outcry that follows, will mean that such Programme, Robert Dell, IRSE Proceedings, considerations will be ignored in the endeavour to October 1958 find out who is to blame. It remains the case 6 Monitoring Railway Safety - Are we doing it the therefore that paperwork will be needed to provide right way? IRSE March 1990 an audit trail. 7 Project Brunel Final Report, Franklin Andrews, ENCORE December 2008 It has been remarked that rather than losing the 8 UK legislation, The Railways and Other Guided plot the author has not recognised that he is in the Transport Systems (Safety) Regulations 2006 wrong play! The world moves on, what used to be is 9 Railway risks, safety values and safety costs, no longer practicable. It is not possible to Andrew W Evans, Imperial College, London SIGNALLING: HAVE WE LOST THE PLOT? 45 Discussion

Summary of discussion of paper by E. Goddard time is the minimum possible. He was in complete entitled “Signalling, Have We Lost the Plot?” given on agreement that products need to be “right first time”. 11th November 2009. M. Dobell (Rolling Stock Engineer) confirmed that The discussion was opened by W. Coenraad there were the same issues within the rolling stock (Movares) who thanked the speaker for an interesting discipline but the absolute key has to be “right first and thought provoking paper. Referring to his time time”. Taking tried and tested building blocks, rather spent on the ITC with visits to various countries, he than developing a job in a project environment is asked what advice he could give to avoid the essential otherwise you are unsure if you are then “English” disease. validating the product, its development or just the E. Goddard recognized that the different cultures build quality. do impact on the safety process; some places have a D. Mills (retired) asked about the development of stricter observance of the rules making the process young engineers and how the Institution can move simpler because there is then no need to question if this forward. He also noted that the reopened LT the rules have been followed. In terms of basic safety Museum now has no signalling equipment on display standards, such as accessing the track, it is often much and wondered what had happened to the easier to do this elsewhere indicating that maybe the engineering style periodicals that used to be situation is too onerous in the UK; if you review the published. overall level of safety of the various railways, the E. Goddard explained that the signalling results are very similar so perhaps we need to look at equipment was not now displayed because thoughts those differences. were that the public were not interested in M. Savage (Savoir Ltd) observed that there were engineering any more; this is a real concern. He few references to costs or affordability in the paper thought that the Institution could possibly be doing but looking at the railway safety graph, noted that the more to try and “sell” engineering to the younger overall picture was one of a relatively steady nature generation. indicating that the overall impact of the safety R. Short (WS Atkins) didn’t believe that it was true assurance processes that have been implemented that safety assurance never found anything but with have achieved very little for a great deal of the (safety) process not starting early enough, expenditure. problems found at that (late) stage of the project E. Goddard pointed out that statistics could always could only justify a change if of a very major nature. be used to argue a point and you could question if the Any actions would then have to be retrospective, increase in safety was value for money against how expensive and potentially cause delays which often that had been achieved. He believed that results in either living with the defect or introducing fundamentally the railway is safe but thought that some sort of safety related application condition. He there was a need to improve the safety of the railway, thought we should be looking to replace the safety not by assurance but by designing it safe in the first case by an audit trail of the safety assurance process place. He also believed that abolition of the safety which continues through the life of the system; this assurance processes would not keep the railway as might even achieve the one page safety case if it was safe as it is now; there does need to be some way of simply an index of the filing system of this record! ensuring that people are working correctly but E. Goddard agreed that the safety assurance was perhaps the balance is wrong and needs to be there to put things right and should be done from the reviewed because of the expense. beginning. He also didn’t think that all of the specific D. Jeffrey (Invensys Rail) noted that he not heard details were needed in a safety case if they had been the words “responsibility” or “proportionality” recorded and filed as the process continued giving mentioned; all risks being treated as the highest with confidence in what had been undertaken. nobody prepared to take responsibility. A. Bourne (Tubelines) observed that the suppliers E. Goddard pointed out that trust had to be earned often possess a simulator for their product but there but risks do need to be identified at the outset and needs to be collaboration with the infrastructure then treated in proportion to that particular risk with owner, who understands the environment in which it an emphasis on eliminating the biggest risks and is to work, to produce a more realistic simulator. He demonstrating that that had been done. then asked what forum could be utilised that can D. Waboso (LUL) believed that the industry was in resolve the problem of the plethora of processes that danger of pricing itself out of existence and is crippling the industry. questioned why it was so difficult to simulate, E. Goddard had an idea that if simulators had resulting in numerous tests on the railway itself, and standardised interfaces, there may be a way forward also why we cannot get products “right first time”. even though this might require some expenditure. He E. Goddard didn’t think that enough was invested was unsure how the industry could resolve the in simulators and modelling before defining the difficulties it was facing but knew that it must, criteria, building the product and then checking it has somehow, to prevent the “disease” spreading. been constructed as designed, however, for those R. Blackadder (Siemens) asked if we take the simulators that do exist, there are still problems and technology too far rather than taking a pragmatic this does need to be investigated to ensure testing approach that might cost less. 46 SIGNALLING: HAVE WE LOST THE PLOT?

E. Goddard thought that you had to look at the E. Goddard thought that supply and demand would level of application and also consider the desire to be a catalyst and encourage people into the industry, always utilise the latest technology rather than using however, in the short term the situation is of some tried and tested equipment and techniques. concern that may actually lead to a review of the R. Lockett (European Railway Agency) paraphrased projects that can be resourced. that the message was to get the product “right first Cy Porter (Past President) noted that the time”, and that includes the safety. He also explained importance of money was rarely discussed but was that previous thinking had been that quality and often just as, if not more important than safety cases; safety were the same thing and that finished work without a good business case you don’t get started in inspection was a poor way of assuring quality. You the first place! He thought that the training of need to have good processes and he thought it engineers to include some form of business and appeared that we are now doing all of these activities but not doing any of them particularly well. commercial awareness was now needed and was probably more important than ever; this is particularly E. Goddard believed that it was probably “horses relevant when the impression given today is that for courses” but it was still essential to recognise that engineering is expensive. people do make mistakes. Whilst with hardware you can undertake inspections, it is impossible to fully test E. Goddard stated that he did receive some training software and hence there is a place for both in economics during his apprenticeship. He thought inspection and audit. This is more so between that engineers had now given the impression that not companies where you may end up with some form of only was engineering expensive, but we also made overlapping processes but again it is important to things more complicated than they need be; concentrate on the bigger elements of risk. It is also engineers need to simplify things and provide value sensible to compare processes between the different for money. He considered this is a result of the training disciplines to get the best of both worlds. provided; civil engineers are trained in contract C. Thompson (Honorary Fellow) quoted that “good management whereas electrical engineers tend not to order always requires a great deal of energy to be and this shortfall needs to be remedied. maintain it” believing this particularly applied to good A. Love (Thales) had seen the benefits of simulation processes that had probably been neglected. He also but wondered how its use was to be encouraged. He referred to the Nimrod report as an example of the also questioned how we get Signal Engineers to fundamental reasons and importance for having realise the importance of the Configuration safety cases; the original idea behind them was that Management Process and finally wondered how the the chief designer should explain his safety principles as he undertook the design - the idea of an changeover and interface issues can be given more independent body doing this was never considered. emphasis. The industry has allowed all of these processes to be E. Goddard believed that the transfer of experience fragmented and he didn’t believe that many from other industries is essential but we need to learn companies understood the totality of the process now to do these ourselves. He thought that the and it was this that needed to be reversed. fundamental principle of interfacing with the existing E. Goddard also thought that it was now difficult to railway was one of the major challenges to be faced. get an overall picture but the designer still needs to F. Heijnen (IRSE President) thanked the author for express what they are going to do and why they his interesting paper, which had given much food for believe it is safe although discipline is needed to do thought; getting new people into the industry and this. reviewing how we do things was essential. F. Heijnen (IRSE President) pointed out that we are losing skills from the industry and he wondered when the situation would become impossible to manage. (Produced by Peter Grant) 47 Technical Meeting of the Institution

held at 1 Birdcage Walk, London Wednesday 9th December 2009

The President, Mr F Heijnen, in the chair. 51 members and visitors were in attendance. There were apologies for absence from Martin Govas and Ken Burrage. It was proposed by Mr K Walter, seconded by Mr J Tilly and carried that the minutes of the technical meeting held on 11 November 2009 be taken as read and they were signed by Mr Heijnen as a correct record. The Chairman then invited any new members present for the first time since their election to come forward to be introduced to the meeting. Mr Vivich Silapasoonthorn (London Underground) and Mr Marco Lüthi (Systransis AG, Switzerland) came forward to be introduced to warm applause. The Chairman then introduced Ian Mitchell (Professional Head of Signalling, DeltaRail Ltd) and asked him to present his paper “Sustainable Railway: Use of Advisory Systems for Energy Savings” Mr Mitchell started by stating that the work covered within the paper was part of a research project funded by RSSB. He then described the concepts of energy conversion and dissipation, and the various driving strategies used by trains and their impact on the use of energy. He went on to outline the requirements for a driver advisory system and described different potential architectures for such a system. He went on to describe the technology choices for train location/communications and the train installation requirements. He showed a video of an American 14000 ton freight train fitted with one proprietary system. He then listed some of the human factors issues and options for automatic train operation, and gave figures for potential energy savings. Results so far were slightly disappointing in that there did not seem to be a financial case for control centre based solutions. He finished by outlining the outstanding human factors and interface standards issues, and the next steps in the research programme. Following the presentation, the discussion was opened by Jacques Poré (Alstom, France - Past President). Peter Gould (DeltaRail), David Bradley (independent consultant), Peter Halliwell (Network Rail), Marco Lüthi (Systransis AG), Melvyn Nash (independent consultant), and Stuart Bamforth (Invensys Rail) all took part in the discussion. The Chairman then thanked the speaker and proposed a vote of thanks to him for his very interesting paper which covered a different area of train control from the subjects normally discussed at the Institution and which had stimulated some interesting questions. He then presented him with a commemorative plaque customarily awarded to the author of a London paper. Mr Heijnen thanked members and visitors for their attendance and their contribution, and then in closing the meeting at 2000, stated that the next meeting in London would be a technical meeting held on the 13 January 2010 when Mr Joeren Nederlof would present a paper entitled “Level Crossings in the Netherlands”. He then wished everyone a peaceful Christmas and Happy New Year.

The Sustainable Railway Use of Advisory Systems for Energy Savings Ian Mitchell1

INTRODUCTION to get to the end of the movement authority as soon as possible. If this results in an early arrival or another As we approach the centenary of the IRSE, one of train is running late, in many cases the train has to the benefits of modern technology is that we can all stop and then start again when the movement have 100 years of the Institution’s proceedings at authority is eventually extended. If we can avoid this our fingertips on a DVD, and this makes it much scenario by regulating the train speed earlier in the easier for prospective authors to check up on the journey there are several potential benefits: thoughts of our predecessors on the subject matter in question. From the earliest days, speakers have • Capacity improvements by running through alluded to the role of the signal engineer in junctions at higher speed; delivering efficient operation of the railways, but in • Safety improvements through fewer red the main this has been considered in the context of signal approaches; providing the minimum constraints consistent with • Maintenance savings through reduced brake safety. As far as I can tell this is the first paper to look wear on the train; specifically at providing the train driver with • Energy savings and reduced carbon additional information to optimise train movements emissions. within the limits imposed by the signalling movement authorities. It is the last of these benefits that I allude to in my title, and which has brought this topic to the top of With a view to simplicity and safety, signalling the research agenda. Through the inherent systems tell the driver how far and fast the train can mechanical efficiency of the steel wheel on the steel safely proceed within the allocated movement rail, and the flexibility of electric traction to make authority, but the wider traffic management picture is use of a wide range of primary energy sources, hidden from the driver. With the information railways have a natural advantage over road and air provided, and pressure to achieve high levels of transport modes in the modern world, where punctuality, the natural tendency for the train driver is reduction in carbon emissions has become a priority. However in recent years many of the trends in 1 The author is with DeltaRail Group Limited. rolling-stock design have been pushing up energy 48 THE SUSTAINABLE RAILWAY – USE OF ADVISORY SYSTEMS FOR ENERGY SAVINGS consumption. For example: trains have got heavier • Performance allowances are added to allow as a result of improved crashworthiness design, and recovery from delays earlier in the journey. waste retention toilets; auxiliary power These are often added at the end of a journey consumption is up as a result of improvements in air so as to improve the punctuality statistics of conditioning and other passenger amenities; and the railway undertaking. much more powerful traction systems are installed Hidden slack is the margin between the sectional to give reduced journey times. running times used in planning the timetable, and It is now clearly recognised that, with global the actual minimum running time that the train is warming a reality and “peak oil” on the horizon, the capable of achieving. This margin exists for a railways need to improve their act and consider number of reasons. energy efficiency as a key element in design and • Sectional running times are rounded to the operation of railway systems. Our rolling stock nearest minute or half minute. electrical and mechanical engineering colleagues • Sectional running times have not been are making great strides in this direction. updated to take account of line speed or Regenerative braking is now widespread on modern rolling stock improvements. electric trains, and the next generation of rolling stock is promising significant weight reductions • Sectional running times are based on a worst- without loss of comfort or crashworthiness. We need case assumption of rolling stock performance, to make similar contributions from improving the e.g. minimum power supply voltage, way we operate the railway. maximum loading and the slowest vehicles in the fleet. TIMETABLE MARGINS The net effect of all these margins is that, for the Energy efficiency in railway operation has to be majority of train services, a train that departs on constrained by other business requirements, and by time and runs at the maximum permissible speed and large these are captured in the timetable. The will always arrive early. The aim of energy-efficient timetable for a mixed traffic railway network is driving is to operate the train to a speed profile that inevitably a compromise between journey time, will exploit these margins to save energy whilst frequency and regularity of service, capacity and achieving an arrival on time. reliability. At the moment, in the UK at least, energy efficiency is not a direct consideration in determining ENERGY EFFICIENT SPEED PROFILE the timetable. This may change in future, but the Leaving aside all the auxiliary loads that are not other business requirements will continue to concerned with propulsion, the energy input to dominate, so the goal of energy-efficient operation move a train can be split as follows. will generally be to optimise energy consumption • Energy conversion – this includes energy within given timetable constraints. In other words, input to lift the train to a higher altitude on an we wish to maintain the departure, arrival and upward gradient, and to accelerate the train passing times specified in the timetable, and to a higher speed. In principle this energy can optimise the journey profile (speed versus distance) be recovered, when the train loses altitude or for the train within these constraints. speed. Of course, if a timetable is designed to match the • Energy dissipation – this includes mechanical minimum journey time that the train can achieve and aerodynamic resistance to movement of between the timing points precisely, the driver has to the train, and inefficiencies in the traction and drive flat-out all the way and there is no potential for braking systems of the train. This energy is energy saving. In practice timetables always include a lost (usually by conversion to heat) and cannot time margin which is made up of two components, be recovered. explicit allowances and hidden slack. Because of the inherent efficiency of the steel Explicit allowances are additional time inserted wheel on steel rail, aerodynamic resistance is the into the schedules before certain timing points. On dominating factor in energy dissipation. This is Network Rail in the UK, there are three types of highly dependent on train speed, which means that allowances. reducing the maximum speed of the train has to be • Engineering allowances are added to allow the main strategy for energy efficient driving. This some extra running time to compensate for means that quite a simple driving strategy, with no temporary speed restrictions imposed by the changes to acceleration and braking at the start and civil engineer due to track defects or end of a journey leg, and a suitable “cruising speed” maintenance work. The allowance is based on in between, will achieve very significant reductions an assumption of the number, severity and in energy consumption. length of the temporary speed restrictions This strategy is well suited to modern electric that are expected at any one time. traction systems which have relatively constant • Pathing allowances are added at stations and efficiency across a range of speed and power junctions where it is recognised in the settings, and use regenerative braking to recover timetable planning that two trains are going energy when braking. If regenerative braking is not to conflict, so that the resulting delay is taken available, or the traction system is inefficient when into account in the subsequent timings for the operating at constant speed, a speed profile that train that has not been given priority. makes use of coasting will achieve further savings. THE SUSTAINABLE RAILWAY – USE OF ADVISORY SYSTEMS FOR ENERGY SAVINGS 49

For a suburban route with frequent stops this can The modelling also allows conclusions to be be simply made up of acceleration on maximum drawn on some of the other impacts of driver power, coasting without power for a significant part advisory information. The number of red signal of the distance between stations, and then braking approaches was reduced by 22% in the unperturbed as late as possible. With this model the average timetable and 11% in the perturbed timetable. This speed when coasting is equivalent to the “cruising can be claimed as a safety benefit, since risk of a speed” in the constant speed strategy. The signal passed at danger (SPAD) is generally taken to disadvantage of coasting is that the rate of be proportional to the number of red signal deceleration is sensitive to train characteristics, approaches. gradients, curvature, and environmental factors such as wind speed and direction. This means that, DRIVER PERFORMANCE for longer-distance and higher-speed services, Railway operations modelling is inevitably based calculation of an optimum speed profile on many assumptions, but the most critical incorporating coasting is much more difficult that assumptions in this case relate to driver behaviour. for a simple “cruising speed”. The energy savings assume that drivers behave in accordance with the VISION® professional driving MODELLING OF BENEFITS model today and can be guided to achieve the The level of benefits that might be obtained from energy efficient speed profile in future. adopting an energy efficient speed profile has been In practice, there is a wide variation in driving calculated as part of the Rail Safety and Standards styles today. Our expectation is that most drivers Board (RSSB) research project T724, “Driver will perform around the professional driving model, Advisory Information for Energy Management and but some may already be driving in a more energy Regulation.” The VISION® operational simulation efficient way. Figure 2 shows some measurements software was used to model a substantial part of the made by Bombardier. The curve on the graph is the main line railway network in Kent for three hours in theoretical minimum energy consumption against the morning peak. The modelling made journey time for a route, and the scatter of points comparisons between three different scenarios: are actual measurements. This suggests that many • a baseline scenario in which train speeds drivers mismanage the margins in timetables with follow a “professional driving” model based unnecessary acceleration and braking such that they on current UK driver training, incorporating use more energy than the theoretical flat-out maximum acceleration to full line speed but minimum journey time speed profile for the route. cautious braking on approach to restrictive This gives us some confidence that the baseline signal aspects and station stops; energy consumption in the modelling is a reasonable average. • an energy-efficient driving scenario where the timetable is used to calculate a “cruising The bigger question is how driver behaviour can speed” for each train, aiming to avoid early be influenced. Training is an obvious opportunity arrival at the next timing point; and some railway undertakings are now introducing “eco-driving” as a theme in the refresher training • a control centre optimised scenario, where that they deliver to drivers using driver-training the “cruising speed” for each train is adjusted simulators, with a calculation of energy consumed if necessary to avoid predicted junction on a training run to feed back to drivers. conflicts with other trains. Training can ensure that drivers are aware of the Figure 1 shows speed profiles for the same train principles of energy efficient driving, and perhaps service running in the baseline and the energy provide some tips on how to drive a specific route in efficient driving scenarios. The reduced maximum ideal conditions, but the task of devising and speed on most of the journey legs is clearly visible. following an energy efficient speed profile is not an The results show that in the absence of any recovery easy one, and after training the driver is left to his of energy, for example from regenerative braking, own devices with minimal feedback. The alternative energy efficient driving could save 26% of energy in approach is to provide the driver with some ideal unperturbed operation of the same timetable. technology to help him in this task, and this is the If 90% of the energy lost through braking were subject of the remainder of this paper. recoverable, the energy savings would still be 15%. The additional energy savings in the control centre SYSTEM ARCHITECTURE FOR A DRIVER optimised scenario were very small. ADVISORY SYSTEM Of course, if some trains are running late for The fundamental requirements for a driver whatever reason, they will need to run at full line advisory system (DAS) are: speed to recover time and the energy savings will be reduced. To take this into account, the • to determine the target arrival time for the simulation was repeated with perturbations to train at stations and junctions that must be normal operation deliberately introduced so that achieved to satisfy the published timetable the overall punctuality in the baseline scenario and avoid conflicts with other trains; matched the average performance for this area in • to calculate an energy-efficient the last year. As expected this gave a reduction in speed/distance profile starting from the energy savings, to 14% without energy recovery current train location and time, to achieve the and 8% with. target arrival times along the route; 50 THE SUSTAINABLE RAILWAY – USE OF ADVISORY SYSTEMS FOR ENERGY SAVINGS

Figure 1: Typical speed/distance profiles for professional driving, and for energy efficient driving (Canterbury to Shortlands Junction, four-car Class 377 unit)

Professional driving at line speed – 718 kWh

Energy efficient driving to avoid early arrival – 503 kWh THE SUSTAINABLE RAILWAY – USE OF ADVISORY SYSTEMS FOR ENERGY SAVINGS 51

240

Blue: measurements, 220 same track, same train, same time table, but different drivers 200 Red line: simulation with DAS alogorithm 180 Green area: Expected variation when following DAS 160 recommendations

DAS helps to make use 140 of the full technical potential of trains. Energy consumption [kWh] 120

100 700 750 800 850 900 950 Driving time [s]

time table: 780 s

Figure 2: Variability in journey time and energy consumption

• to monitor the movement of the train and • Train location – satellite positioning is the provide information to the driver so that the most common technology, but ERTMS/ETCS speed/distance profile is followed and target odometry may be an option, and a control arrival times are achieved. centre system may use traditional signalling To achieve these functions a DAS requires the train detection. following data interfaces: • Communications – a control centre based • a source of timetable information, system needs a reliable and fast means of supplemented if possible by real time sending advice to the driver, such as GSM-R updates to target arrival times from a control SMS text messages or ERTMS/ETCS packet centre conflict resolution system; 44; a train based system only needs occasional updates, and a public mobile • knowledge of the characteristics of the train data communications provider is the likely and the route, to enable an energy efficient choice, using a multi-purpose speed/distance profile to be calculated; communications gateway on the train. • real-time measurement of train speed and • Train installation and driver interface – the location, to allow monitoring of the train driver advisory system could be implemented movement against the journey profile and as a portable device carried by the driver, as a target arrival times; stand-alone system permanently installed in • a driver machine interface (DMI) to provide the cab, or integrated with other on-train advice and feedback to the driver. systems. There are two main architectural options that can achieve this: DRIVER MACHINE INTERFACE •a train-based system with location A key element of a driver advisory system is the measurement, data processing and DMI on information content and format of the interface with the train, with a communications link to the the driver. The information needs to be appropriate control centre to provide timetables and to the task the driver is being asked to perform and updated target arrival times (Figure 3); to be easily assimilated, and it must not distract the driver from other driving duties. •a control centre based system with location measurement and data processing at the There are various types of information that might control centre, and a communications link to a be appropriate to a driver advisory system: DMI on the train (Figure 4). • Prescriptive advice – “select power notch 4”; Within these architectures there are a number of • Goal setting – “cruise at 75 mph on the next key technology choices to be made. journey leg”; 52 THE SUSTAINABLE RAILWAY – USE OF ADVISORY SYSTEMS FOR ENERGY SAVINGS

Figure 3: Train based system architecture

• Feedback – “5 seconds ahead of schedule at will be less concern about possible driver error on a the last signal”; railway where full supervision of movement • Contextual information – “gradient is 1 in 100 authorities and permissible speeds is provided. down for next 2 miles”. A radically alternative option is that instead of A crucial question to consider is how the driver trying to convey information and feedback of the optimum speed profile to the driver, the advisory advisory information relates to the mandatory system should be linked directly to the traction signalling safety information that the driver must also equipment so as to take the driver out of the loop. assimilate, and to the driver’s route knowledge. For This is of course standard practice on metros, where conventional signalling the signal aspects and the state of the art is to use automatic train permissible speed signs are located on the lineside operation (ATO). It is quite common for a metro and viewed through the cab window. If the DAS ATO system to have alternative “minimum journey displays a continuously updated target speed, is there time” and “energy saving” speed profiles between a risk that this will encourage “head down” driving and each pair of stations, and for the appropriate one to reliance on the non-safety advisory system for be selected from the control centre automatic train permissible speed information? supervision (ATS) system. A half-way house to ATO How critical this is will depend on the level of would be an “intelligent cruise control” which automatic train protection that is provided – there reverts to driver control when a restrictive signal THE SUSTAINABLE RAILWAY – USE OF ADVISORY SYSTEMS FOR ENERGY SAVINGS 53

Figure 4: Control centre based system architecture aspect, a speed restriction, or a station stop is for their own use. The majority of these are stand- encountered. alone trainborne systems, but in most cases there is possibility of future links to a control centre traffic PRACTICAL EXAMPLES management system. Table 1 provides a brief So far I have focused on the theory and principles summary of some of the systems I am aware of and of driver advisory information systems. I may have their distinctive features. given the impression of a new and untried idea, but the concept has been around for some time. Fixed The format and content of information display to lineside “coasting boards” were tried on the the driver varies enormously, and nothing Southern Region of British Rail in the 1970s, and approaching a standard has yet emerged. Complete British Rail Research undertook a field trial of an standardisation is probably inappropriate, the needs experimental Train Coasting Advisory System of a heavy freight operator being different from (TCAS) in HST cabs on the East Coast Main Line in those of a suburban or long distance passenger 1986. A similar coasting advisory system called operator, but it would be useful to establish good “Metromiser” was introduced on Adelaide area practice from a safety and human factors viewpoint. suburban routes in 1991, based on research at the The other area where a need for standardisation is University of South Australia. apparent is communication between control centre Today there are several systems that are offered and train. This is one of the topics being studied by by suppliers or developed by railway undertakings the European research project RAILENERGY. 54 THE SUSTAINABLE RAILWAY – USE OF ADVISORY SYSTEMS FOR ENERGY SAVINGS

Table 1: List of proposed and implemented driver advisory systems

Name of system, supplier, Status Location Communications Driver interface railway undertaking technology technology and country Automatikfunction Control centre based ERTMS/ETCS GSM-R (ETCS text Text message with advisory speed Systransis/Thales system for the message packets) on ETCS DMI BLS, Switzerland Lötschberg base tunnel AVV Small fleet of None Automatic driving of train including AZD double deck coasting and braking to timetabled CD, Czech Republic suburban trains stops CATO (Computer assisted Plans for trial on GPS or GPRS Enhanced ETCS DMI with advised train operation) Swedish iron-ore ERTMS speed, gradient profile, advised Transrail, Sweden line speed profile and early/late running Dresden S-Bahn On trial GPS None Uses a PDA Technical University of Countdown to departure at station Dresden, Germany Between stations recommendation to cruise at a speed, maintain current speed or coast EBI Drive 50 Driving Tests in Switzerland, GPS GSM – SMS Recommended/actual tractive force Assistance System Germany, UK, or GPRS and speed, digital countdown to Bombardier France, Sweden change in advice Various railways and countries ESF Add-on to Ebula None originally, GSM-R (daily Scrolling timetable display and DB electronic timetable some now timetable and recommendation to coast Germany used in some ICE linked to speed limit trains odometer updates) or GPS FARE (Fahrregelung=driving Research project Odometry Public GSM in Number of seconds early or late regulation) the prototype recommended driving mode (speed SBB, Switzerland up, steady, slow) maximum recoverable delay in each of the next 8 minutes recommended correction for each of the next 3 minutes FreeFloat Research project Odometry, GSM-R Current and maximum permitted DB ERTMS deviation from timetable, and Germany or GPS recommendations such as coast and maximum speed Freightmiser 120 locomotives on GPS GPRS (temporary Recommended speed profile for TTG Pacific National; speed restrictions) train, colour-coded for when to Pacific National, Australia trials in Spain, apply power and coast India, UK GEKKO Trialled extensively GPS 3G/GPRS/WiFi Uses a portable device Cubris in Denmark and Speedometer display showing DSB, Denmark France recommended and actual speeds LEADER 200 freight GPS Radio (spread Route geography, in-train drawbar Knorr Bremse locomotives in North spectrum) forces, brake status, recommended USA and South America power and braking Metromiser All trains of Odometry WLAN transfer of Three indications: Teknis TransAldelaide timetables in depot Green = drive as fast as possible TransAdelaide, Australia suburban operation Blue = coast in 1991 (no further Yellow = stop coasting and prepare to applications since, no brake longer marketed) Route Lint Trial in 2004, now Signalling train GPRS Uses a portable device Prorail being rolled out detection Displays location and timekeeping of Netherlands this train and trains in front, as reported by Prorail’s train running information system (using signalling information) Tripoptimizer Offered as an option GPS None Automatic control of power and GE Transportation on new and upgraded braking (but not of stopping at stations USA GE locomotives and signals) Vienna, Line U6 In use on one light None None Recommended maximum speed to Austria rail line next station displayed on a lineside indicator at departure from each station THE SUSTAINABLE RAILWAY – USE OF ADVISORY SYSTEMS FOR ENERGY SAVINGS 55

PROSPECTS FOR APPLICATION IN railway network. Almost all the benefit can be GREAT BRITAIN obtained from a system that manages each train individually to its pre-planned timetable, There have been a number of short with only marginal additional benefits from a demonstrations of driver advisory systems more sophisticated system with active organised by suppliers in association with British management of conflicts from the control train operating companies, but the main focus for centre. study of this technology at present is an RSSB research project known as “T724 Driver Advisory • There will be a secondary benefit to safety Information for Energy Management and through reduced numbers of red signal Regulation”. This has brought together a number of approaches, but the modelling so far has stakeholders with a range of interests in the topic: failed to identify any widespread performance and capacity benefits, and there may even be • the Department for Transport, who wish to a small increase in average train lateness as a reduce the carbon footprint of the rail result of aiming for arrival on time rather than industry; early. • passenger and freight train operating • It is likely that a positive business case can be companies, who wish to reduce their energy made for introducing a driver advisory costs; system, but this will be sensitive to • Network Rail, who wish to optimise traffic assumptions made regarding what level of flow on congested areas of the network; energy saving could be achieved simply • rolling stock companies, who want to through better driver training, to the cost of maximise the whole-life energy efficiency of train fitment and to the monetary value put their assets. on performance impact. The contract to undertake this research was • The technology exists to achieve a workable awarded to DeltaRail Group Limited, with support driver advisory system, but the wide range of from Human Engineering Limited and BAE Systems. driver interfaces on offer from existing The work is being undertaken in stages. systems is symptomatic of a lack of fundamental human factors research. This is Stage 1 was undertaken in 2008. Outputs at this of particular concern for an application on stage were: information gathered on existing Network Rail where the standard train systems; review of the main-line railway context in protection system AWS/TPWS does not Britain including engineering, operational and provide continuous speed supervision. societal issues, human factors and safety analysis, definition of options for system architecture, train It is hoped that funds will be available in 2010 to installation and driver interface; and a preliminary take the project forward to Stage 3 which will business case. include cab simulator trials of alternative driver interface information and formats, with the aim of Stage 2 took place in 2009, and included an understanding how best to give the driver an analysis of timetable margins, modelling of energy additional information source whilst avoiding savings and other impacts, further work on distraction from primary safety related tasks. alternative system architectures, a review of the impact of gaps in GPS and mobile radio coverage, a ACKNOWLEDGEMENTS definition of data interface requirements and I would like to thank Rail Safety and Standards planning of cab simulator trials. Board and DeltaRail Group Limited for permission As with other RSSB research projects, the full to present this paper and make use of results from formal reports from each stage are made available the T724 research project. I would also like to thank on the RSSB web site following stakeholder review. a number of the suppliers of the driver advisory The conclusions that have been reached in the systems I have listed in Table 1 for information they project so far are as follows. have provided, and in particular Bombardier for • There are undoubtedly significant energy providing the graph in Figure 2. However I am solely savings to be obtained from energy-efficient responsible the opinions expressed in the paper, driving for a wide range of types of passenger and any errors or misrepresentations that I have and freight services on the UK main-line introduced. 56 THE SUSTAINABLE RAILWAY – USE OF ADVISORY SYSTEMS FOR ENERGY SAVINGS Discussion

Summary of discussion of paper by I. Mitchell engineer could take to assist in this including how entitled “Sustainable Railway: Use of Advisory far away from conflict points should these “conflict Systems for Energy Savings” given on 9th resolution decisions” be made. December 2009. I. Mitchell clarified that energy savings had been The discussion was opened by J Poré (Alstom) calculated on a number of approximations with a who thanked the speaker for his interesting paper more systematic model being developed to that was not just confined to the UK; he observed produce the final results. He agreed that there was that the technology was already in use elsewhere in a real issue with the current performance regime the world and allowed for better utilisation and and providing a business case to justify the regulation such as “meet and pass”. He wondered if economies was difficult although the purchase of it would be possible to use the technology to fuel was a very apparent outgoing for a company; reward those staff who drive economically and there was a real enthusiasm within the TOCs, but asked the speaker to expand on the sectors where not so within Network Rail, who feel that some of the technology could be utilised. the inherent, but hidden, timetable errors could be I. Mitchell explained that the Train Operating revealed if trains were driven at the optimum level. Companies (TOC’s) were taking the issue of energy With critical junctions, he felt that conflict consumption seriously with some fitting meters and management simulation had been shown to provide others analysing the On Train Monitoring Recorders benefits but the traffic management tools had still and giving feedback to the driving staff where to be developed together with the driver advisory necessary. This could therefore, in theory, be used systems to realise the full potential of this work. to encourage better driving techniques until the use P. Halliwell (Network Rail) referred to the slack in of ATO supersedes the human input. He admitted the timetable, some of which is specifically that the paper had focussed chiefly on the mainline designed, and other quantisation errors, and he system but thought that dwell times were often the asked if the research had investigated the key to consistent performance. He believed that possibilities associated with tightening up on the some of the existing timetable recovery time slack and errors with a view to increasing capacity catered for extended dwell times which would be balanced against the increased risk of perturbation. lost if right-time arrivals were adhered to. One item I. Mitchell acknowledged that it had been that had not been investigated, but was critical to the operators’ costs was looking at the peak considered but had not been taken further. He demand for electricity and optimising those pointed out that the timetable was a very complex requirements. He confirmed that the “meet and optimisation process to achieve all of the conflicting pass” philosophy had been in use in North America demands and requirements and thought it was for some time and that although the driver interface surprising that a working timetable had actually ever was often through a radio message, it would be been produced! He confirmed that energy possible to integrate this with some form of MMI to consumption had never been a factor considered in provide a continuous display. Finally, he described their production but this research has shown up an Australian system that allows the driver to input some of these discrepancies that are inherently a target arrival time with the system calculating the present. He thought that the additional capacity most efficient method of driving to achieve this. was probably only available at certain specific points on the network. Looking forward, he felt it was P. Gould (Delta Rail) asked if any research had possible that some of these issues could be been carried out by the TOCs to determine which considered in the future but believed that it would driver in a particular depot drove more efficiently. be a real challenge to achieve this with any further I. Mitchell acknowledged that this information optimisation of the timetable. existed, and was illustrated in figure 2 in the paper; M. Lüthi (Systransis AG) was surprised that the this data is been used to influence driving results did not show a real reduction in attributed techniques and provide feedback to the staff. The delays. He also explained that showing speed to the speaker thought that if an advisory system was driver increased efficiency and he asked if the fitted in the cab, then the results in figure 2 would speaker was aware of any other country that did this tend to “cluster” rather than be “scattered”. without some form of ATP system. D. Bradley (Independent Engineer) thought that the paper was the next step in the evolution of I. Mitchell believed that some of the systems that signal engineering with a move towards traffic displayed speed to the driver did not have a form of management and efficient operation of the railway. continuous ATP but there was nervousness, in the Whilst timetable parameters were within the remit UK, about displaying speed under these of the TOCs, signalling information could be utilised circumstances although there had, however, been to predict and prevent conflicts, all of which would some interest in presenting some form of result in the saving of energy. He thought that the timekeeping advice to the driver. business case would not necessarily be easily M. Nash (Independent Consultant) was unclear demonstrated with the current delay regime, and about where the business case was for providing an the consequent financial implications, and he asked electrified railway with the separation of the for the speakers thoughts on what steps the signal infrastructure from the train operating companies. THE SUSTAINABLE RAILWAY – USE OF ADVISORY SYSTEMS FOR ENERGY SAVINGS 57

I. Mitchell agreed that it is not so apparent; the results obtained had been normalised against reality TOCs pay Network Rail for their electricity through rather than theoretical. He pointed out that the their track access charges whilst Network Rail pays implementation of ETCS would provide all of the the electricity suppliers for the energy supplied. on-board data required, together with the benefit of Should one company apply energy saving measures ATP necessary to display the advisory speeds, and then, in theory, all TOCs would benefit and there is suggested that this was a key element. a thought that in the future there may be a form of I. Mitchell was not convinced that normalisation, “billing” for each train with the TOC billed for the in his experience, was necessarily required in all energy actually consumed. cases; all routes being different and the use of real F. Heijnen (IRSE President) confirmed that there data was needed. If ETCS was here today, he agreed are meters fitted to all trains in Spain to determine it would provide a superb platform for overlaying the cost of the energy consumed - the Infrastructure these advisory systems but that is not reality and Owner simply “transports” the energy from sub- hence the research was undertaken to see what station to the train. could be done in the short term. One additional problem with modifying ETCS, which is a SIL 4 I. Mitchell observed that this can lead to the system, is the affect of the modifications required to situation where the sum of the energy used by each provide the non-critical advisory information train does not actually equate to the total energy needed by the TOCs. supplied and leads to the problem of who then pays for the difference! F. Heijnen (IRSE President) thanked the author for his interesting paper noting that something needs S. Bamforth (Invensys) believed that any (historic) to be done to ensure the future for the following slack in the timetable had been taken up by generations. defensive driving techniques and extended station dwell times, except for the last few minutes added between the final two stations, and he asked if the (Produced by Peter Grant) 58 Technical Meeting of the Institution

held at Church House, Dean’s Yard, Westminster, London Wednesday 13th January 2010

The President, Mr F Heijnen, in the chair. 39 members and visitors were in attendance. The President apologised for the late change of venue due to a power failure affecting 1 Birdcage Walk, and congratulated those attending despite the heavy snow around London. There were apologies for absence from Martin Govas, Peter Grant, Melvyn Nash and Ken Burrage. It was proposed by Mr J Tilly, seconded by Mr D McKeown and carried that the minutes of the technical meeting held on 9 December 2009 be taken as read and they were signed by Mr Heijnen as a correct record. The Chairman invited any new members present for the first time since their election to come forward to be introduced to the meeting, but no new members were present. The Chairman then introduced Jeroen Nederlof (ProRail, Netherlands) and asked him to present his paper “Level Crossings in the Netherlands.” Mr Nederlof described the characteristics of the Netherlands, with a 16.5m population and an intensively used rail network in an essentially flat country, There were 2700 level crossings heavily used by both rail and road traffic. It was a problem maintaining let alone improving level crossing safety given the increasing traffic levels, but there was a trend of reducing fatalities. He described a number of improvements made to AHBs and the replacement of automatic open crossings with AHBs. He went on to outline a new approach to trying to reduce accidents further with a 7 point action plan. He provided statistics on causes of accidents and showed a number of videos showing public behaviour at crossings. Research had been carried out on the impact of extended closure periods, and he demonstrated a simulation of a level crossing at Hilversum showing the optimisation of warning times and traffic congestion. To get the best solution needed expert judgement and the involvement of the road authorities. He finished by stating that further improvements in safety needed more than just technical innovation – it needed to consider the behavioural issues also. Following the presentation, the discussion was opened by Alan Rumsey, (Delcan, Canada). Buddhadev Dutta-Chowdhury (Bombardier), John Batts (retired), Robert Wood (Invensys Rail), Tony Kornas (Invensys Rail), Peter Van der Mark (First Great Western), Ian Harman (Network Rail), David Fenner (Network Rail), David McKeown (consultant), Simon Eastmond (Network Rail), Colin Porter (Past President), Chris Hall (RAIB) and Jonathon Hinchcliffe (Signalling Solutions) all took part in the discussion. The Chairman then thanked the speaker and proposed a vote of thanks to him for his very interesting presentation. He then presented him with a commemorative plaque customarily awarded to the author of a London paper, to warm applause. Mr Heijnen thanked members and visitors for their attendance and their contribution, and then in closing the meeting at 19.55, stated that the next meeting in London would be a technical meeting held on the 10 February 2010 when Mr Gottfried Allmer would present a paper entitled “Control Systems – Are Rail and Air so different?”

Level Crossings in the Netherlands Jeroen Nederlof1

Before talking about level crossings on the railways and roads of the Netherlands, it is perhaps useful to sketch a picture of the social and transport environment we are talking about. The Kingdom of The Netherlands is a small nation on the north- western coast of the European continent, situated on the sandy delta formed by the rivers Rhine, Meuse and Scheld (see Figure 1). This makes for a rather flat yet not too boggy landscape, well provided with waterways and generally flat or gently undulating roadways. As a result the countryside is well-suited to sea and river ports, which in turn generate land and water transport to their hinterlands. Virtually every town and city at the coast or along the rivers has been a port of some importance at one time or another. Despite depicting itself as a nation of windmills, tulips and people in wooden shoes and folklore dresses, for the reasons sketched above the Netherlands has always had an important transport industry. Traditionally it was a major player as far as Figure 1: Average population density per square km. transhipment of goods and passengers for a wide and international hinterland is concerned, and with the advent of rail, road and air transport this only increased. In addition the nation’s population, who 1 The author is System Manager with ProRail in the Netherlands. must provide the labour for all these services, grew LEVEL CROSSINGS IN THE NETHERLANDS 59

Figure 2: Number of fatalities on level crossings as at 1st January 2010. well beyond what the land could sustain based on Figure 3: AHB with barriers leaning in. arable surface, requiring further transport capacity to bring in provisions and take out waste. Cities and tolerated in future, but in the relatively quiet parts of smaller conurbations grew to the extent that in the the country they will continue to be an operating west of the country we now talk of the Randstad, the and safety problem on existing railway lines for “bordering cities,” heavily-urbanised and many years to come. industrialised areas where the main national Whilst in comparison the railways of the transport interchanges are found (Schiphol Netherlands have made major strides in improving Amsterdam airport and the port of Rotterdam) and level crossing safety since 1984, we are by no means where much of the wealth of the country is there yet (see Figure 2). So we ask: generated. • What is the current safety level and how exactly Following from the above, the Netherlands also did we get there? became a prodigious industrial manufacturer and • How did we improve on the previous levels? provider of support services, which in turn boosted • The number of accidents is still falling—can we the demand for passenger and goods transport to maintain this positive trend or even improve on an enormous extent. Every day more than 7 million it? road vehicles are on their way, doing 130 billion kilometres of travel per year. Bicycles? Have a look The legal framework is characterised by a at station bicycle parking facilities, especially at a standstill policy. No new level crossings are hub like Utrecht Central Station, and the fact that authorised; quadrupled track has to be cleared of 16.5 million inhabitants own 19 million bicycles in level crossings; and no decline is permitted in the the country and ride 13 billion kilometres on them present standards of level crossing safety. Level annually will strike home. Public transport, dense crossings are also no longer permitted where the and frequent, adds its important share to the daily line speed exceeds 140 km/h. The aim is to get the movement of all these people. amount of accidents to a level as low as is reasonably practicable, but the ProRail target is Zero The railways form a major part of this transport Accidents. Our view on that is that we still believe network. The Netherlands runs the most intensively- most road users do not actually want an accident to used rail network in Europe. The amount of track happen. It is up to ProRail to provide level crossings has been extended constantly since the 1980s, with that prevent the sort of aberrations under which building of new lines as well as quadrupling of road users get involved in accidents. We need to existing lines. At present it stands at 6800 manage their behaviour. kilometres, on which 1.2 million passengers travel per day while 100,000 tonnes of freight must also be So far we have succeeded with a range of accommodated. That is done with more than 6,000 measures that were first explored in the seminal train services per day. report on level crossing safety produced by Netherlands Railways in 1992, which had The forecast for the nearer future (2025) is growth improvement of level crossing safety as its subject. in business activities and in population, and hence in As a result of that, traditional wooden automatic mobility. Road traffic is foreseen to grow by 30%. Rail half-barrier (AHB) booms are still being replaced traffic is foreseen to grow by 20 to 30%, or as much with aluminium ones covered in highly retro- as 50% on heavily-used main lines. The programme reflective plastic foils and in which fast flashing LED to quadruple track to separate local traffic from faster light units are integrated. In their open position through services is well under way. these new barriers lean forward at 85 degrees, Putting everything discussed so far together, it is which makes the actual level crossing location much instantly clear that in a relatively flat country like the more conspicuous. An additional advantage is that Netherlands level crossings are inevitable and normal maintenance of the barrier booms is indeed very necessary to keep local road networks reduced to an occasional clean and a look at the connected. There are in fact about 2700 of them, electric equipment inside. There is no more taking all types into account. Wherever track checking for rot, no occasional removal for a repaint capacity is extended level crossings will not be any more (see Figure 3). 60 LEVEL CROSSINGS IN THE NETHERLANDS

Figure 4: AHB with raised median kerb and speed Figure 5: Mini AHB with shortened aluminium bump. barriers and integrated LED lights.

The tungsten warning lights on the AHB barrier posts were replaced by LED units which give a light that is better adjustable, are far more reliable and most of all allow a higher, visually more arresting flashing rate. We are fully in line with international experience in that respect. Figure 6: Analysis of fatalities by cause of accident. The layout of crossings has been the subject of much research too. As a result we found that we could influence approach speeds—one of the in regulating road traffic across the railway known precursors to level crossing accidents—safely intersection, which in practice would mean an by narrowing the roadway and installing speed accident every thirty years rather than every three humps in the approach, by making the actual years. It is not that the barriers will physically stop crossing a raised traffic-table as is common in road people from crossing, we think, but it is the crossings, and by installing median kerbing in the additional and unmistakeable signal to the road approach road to the level crossing to hinder user, plus perhaps the chance of causing damage to initiatives such as zigzagging around the barriers by the car, that appears to do the trick. And again, motorists to the maximum possible degree. Another most people do not actually want to be involved in well-proved deterrent to approaching fast and a level crossing accident. being surprised by the barriers closing is the distant As we have improved the most dangerous level road signal fitted with flashing LED warning lights crossings we now find that accidents happen on a that indicates that the level crossing is closed. more random basis, which in all likelihood means Another important issue is separating motorised that we have successfully filtered out the more traffic on the crossing from cyclists and pedestrians. predictable or “pattern” accidents. In turn this On busier level crossings the latter have their own makes us aware that further improvement may be lanes, often with separate barriers, across the rather less efficient, as we now start to address risk- railway lines (see Figure 4). taking behaviour in road users, which is the most A third important traffic management difficult issue. What further means are open to us to improvement is a system that measures traffic speed improve safety? and density at the exit side of the level crossing, and Our approach was based on identifying the cause starts issuing a warning to oncoming traffic to keep of the accident from the point of view of the victim the level crossing clear in case of tailback, using a (see Figure 6). This involved issues like failure of normal road warning signal with yellow flashing level crossing equipment (0 cases in fact), the victim lights in the four corners. being unable to clear the crossing due to the traffic The most important measure of all though was the situation (5 cases), the victim being unaware of the provision of a yearly additional railway safety budget level crossing (48 cases), the victim being incapable earmarked for the improvement of level crossing of clearing the level crossing (12 cases) and risk- safety of 29.5 million Euros between 2001 and 2004 taking behaviour (55 cases). and a one-off budget of 113.4 million Euros for We found that level crossings near stations upgrading existing level crossings and replacing returned a ten times higher fatality risk than level several with grade-separated crossings. After that crossings 1000 metres away from a station. We also 194 million Euros was provided between 2005 and found that public open crossings were involved in 2009 for the complete replacement of all automatic accidents four times more often than private open open crossings in the Netherlands with AHBs, or crossings. Surprisingly, but in line with findings in mini-AHBs in cases where the width of the road did e.g. Australia and Finland, actively protected not allow the normal barrier boom length (see crossings carry double the risk to the road user of Figure 5). passively protected crossings. This is probably tied It was calculated that the AHB was more effective in with the higher train service frequency versus the than the automatic open crossing by a factor of ten increased amount of road users at such crossings. LEVEL CROSSINGS IN THE NETHERLANDS 61

Figure 8: Example of closure time variance with distance from station.

The situation is different when a level crossing is situated close to a station and some trains will pass through at speed while others slow down and stop. When a train calls at a station the closure of a level crossing may be postponed. Railway signalling (red starting signal) and train-running variations are a Figure 7: Probability of fatal accident related to major factor in the experience of road users at the distance of crossing from nearest station. barriers, because they can make closure times long and unpredictable. Another important factor that We did statistical analysis on incidents per type of inhibits safety at such locations is increased risk- level crossing (see Figure 7). We did work on near misses and observed road user behaviour to see taking by people, knowingly or unknowingly, when what precursors to incidents could be found. We they venture across the tracks (against the warning) then correlated the distilled indicators from this to catch a train still in the platform. Or who think monitoring to individual level crossing lack of safety. that it is the presence of the train in the platform This was followed by the application of expert that is keeping the level crossing closed. Trains judgement based on traffic science, which involved coming through along another track can catch them road authorities. Subsequently new and innovative out; the Elsenham level crossing accident in Britain measures to reinforce level crossing safety were in 2005 was a clear example of this. It appears that formulated. there definitely is scope for improvement (see It is well known that the length of waiting time, Figure 8). more specifically the waiting time in which nothing We found that answers were to be found in appears to happen on the tracks, triggers risk-taking better timing of level crossing closure and behaviour in road users at a level crossing. We felt monitoring of the station processes, triggering that more research had to be targeted at the causes closure of the level crossing with a pushbutton by of extended closure periods of level crossings in the the conductor on the station or with an infrared Netherlands. pistol by the train driver from the cab at the time of To gain insight we collected train running data and the actual dispatch of the train. An additional process events from interlockings, level crossing red- attention signal for the train crew that the barriers light cameras and station CCTV equipment. What we are about to be closed is part of this improvement. found was thoroughly analysed, especially in case of Furthermore, timetabling might be a tool, incidents. We developed traffic simulations of the bunching arrivals and departures across the level events to enable cost/benefit calculations of crossing in order to diminish the amount of times alternative solutions. Then we went into workshops the level crossing is closed per hour, whilst better with railway traffic capacity managers, train timekeeping is another issue tied in with this dispatching managers, infrastructure managers and arsenal of possible measures. Obviously, there is representatives of the various train and rail freight always the possibility of a complete rethink of the operators to identify the optimum solutions for a worst cases of level crossing design. number of problematic level crossings, addressing the train arrival process, the station handling process We seek to apply expert opinion in the listing of and the train departure process. hotspots based on design features of both the road and the railway interfaces to the level crossing, and In addition 25 level crossings were fitted with accident listing of a level crossing, which enables devices that record closure times and transmit them to a central location. This provided valuable insight risk assessment based on accurate statistical into the differences in closure times between analysis. Furthermore there will be joint periodical locations and gives local authorities objective data inspections by relevant road and rail management, about “their” level crossings. the data can lead to as well as increased consultation concerning town better concepts for timetable design with respect to planning issues. managing closure times. Irritation is often a precursor to risk-taking At 1000 metres from a station, trains are usually behaviour, and so an improved complaints travelling at line or maximum permitted train speed. procedure, to obtain feedback from level crossing This makes level crossing closure periods minimal users and so get an indication of what problems and predictable. In turn there is very little risk taking they experience, is due for consideration. So is the behaviour amongst road users and there is clarity of the standards which govern use of the level consequently not much urgent need for crossing by road users (as intended by the providers improvement. of the level crossing). 62 LEVEL CROSSINGS IN THE NETHERLANDS

Furthermore there is benefit in frequent public information drives about level crossings, the way they work and the specific dangers that are tied in with the location. More education for different groups—but on the other hand more powerful and harder-hitting enforcement measures against those who commit misuse, which is tied in with the plan for more consistent monitoring of the situation at level crossings that are known to be places of risk. Simulation of rail and road traffic is a tool for predicting future use and enabling timely installation of additional measures to enhance level crossing safety. Figure 9: Barrier with skirt at pedestrian crossing in New and innovative measures presently being station. tried (see Figures 9 and 10) are: • four-quadrant barrier crossings with automatic obstacle detection; • the re-introduction of skirts attached to barriers on fully closed level crossings for pedestrian use; • low budget level crossing warning systems in public roads in port areas, where trains shunt in and out of industrial premises, and • gates or barriers that can be opened and closed from either side without having to cross the Figure 10: Prototype barrier for user worked and track at presently unprotected user worked and public open level crossing. public open level crossings. A third plan is to influence road traffic through Finally, ProRail is committed to further eliminate satellite navigation equipment, and to collect valuable aggregated information about delays accidents at level crossings. caused to road users by level crossings, flagging up The author wishes to acknowledge the immense locations with inordinate delays, which in turn can help of Peter van der Mark in preparing and editing induce risk-taking behaviour. this paper.

Discussion Summary of discussion of paper by J. Nederlof J. Nederlof explained that the level crossing is entitled “Level Crossings in the Netherlands” given designed as SIL 4 and guaranteed to operate on 13th January 2010. correctly; the only interlocking provided is for The discussion was opened by A. Rumsey was maintenance purposes and the timed release of thanked the speaker for his presentation, noting signals at stations. that he was impressed by the thorough and F. Heijnen (IRSE President) clarified that the Dutch systematic approach that had been taken to the level crossings use American technology with fail- issue of LX safety and, referring to the chart that safe principles. detailed the reduction in fatalities, asked how J. Batts (retired) advised that at www.railcam.nl realistic was the target of zero accidents. there is a web cam overlooking the level crossing at J. Nederlof thought that achieving zero accidents Mierlo-Haut and observation of this reveals both the was possible but not necessarily feasible! Some variable down times of the barriers and also the accidents will always happen if the wrong person misuse that takes place by the public. happens to be in the wrong place at the wrong time; even at a location that was believed to be perfect, J. Nederlof was aware of the crossing and the accidents could always happen. The only way to issues surrounding it. He thought that investigation have zero accidents at level crossings is to close would be needed to improve the situation. them but this is not a cheap option if a tunnel or R. Wood (Invensys Rail) asked how effective the bridge has to be built and has been estimated at a measure of “lean-in” the barriers had been and cost of 20 million Euros - money which could be what had prompted this to be done. better spent on improving road safety. J. Nederlof was unsure why the decision was B Dutta-Chowdhury (Bombardier) questioned taken to do so, but he pointed out that it had what happens if the crossing fails when there is no already been done in France and thought that it interlocking between the signals and the crossing. made them (the barriers) more visible with a LEVEL CROSSINGS IN THE NETHERLANDS 63 psychological factor making people believe that the can be made as to whether or not a crossing is kept barriers were already descending. closed if there is only going to be a short period of F. Heijnen (IRSE President) clarified that this open time; generally it has been considered better technique was also applied in the US. to open the crossing even if it only allows a few cars to cross. A. Kornas (Invensys Rail) was interested to know what results had been seen from the efforts to S. Eastmond (Network Rail) asked if there were educate pedestrians and road users. problems in fitting half barriers to open crossings on minor roads, where restricted widths could prevent J. Nederlof explained that they were unsure of the vehicles from escaping. effectiveness of the education but it is something that other countries and whilst it is difficult to J. Nederlof explained that these crossings were quantify the results, it is something that they will fitted with smaller barriers where required. continue to do as they believe it helps. C. Porter (IRSE) observed that the protection P. Van de Mark (First Great Western) thought that systems were often based on standard American people will do things based on what they believe is practice and technologies and asked if the case and that education is therefore essential to consideration had been given to the use of Constant improve the safety at level crossings. He also Warning Time Crossings. explained that in Holland, if a level crossing is J. Nederlof explained that they had been detected as having failed, the driver is advised to considered but was not sure if they would work with proceed at caution and the barriers will (only) then the Dutch fail-safe crossing concept, short approach drop when the train occupies the track circuit over times and the proximity of stations, however, for the level crossing. crossings in open territory with differing I. Harman (Network Rail) was interested in any characteristics between freight and passenger rules that were applied to the cycle time of the level trains, there could be some benefits. crossing and how they were enforced. F. Heijnen (IRSE President) also added that the J. Nederlof explained that there were engineering Constant Warning Time and Predictor Crossings rules which enable calculation of when the level often utilise overlay track circuits which can be crossing should be initiated based on various factors adversely affected when block joints and impedance including line speed and road user transit time; there bonds are provided for traction return purposes. are no laws for the maximum or minimum road J. Nederlof thought that perhaps the closure times but road closure times were optimised. manufacturers of the predictor equipment could be D. Fenner (Network Rail) thought that statistics in challenged to come up with a solution. the UK showed that there were increases in people C. Hall (RAIB) noted that the most successful attempting to commit suicide on level crossings and measure had been the fitting of barriers to open that more incidents occurred at certain times of the crossings and asked where the justification to year, such as in the autumn and spring as a result of undertake this work had come. low sunlight, and he wondered if this had been also J. Nederlof was unsure how the finance was been seen in the Netherlands. decided but the programme was funded by the J. Nederlof advised that suicides on level crossings Government. were not considered as a level crossing accident. F. Heijnen (IRSE President) clarified that in Their analysis had also not shown that there were any Holland, there was no requirement to undertake a specific seasonal issues resulting in an increase in cost/benefit analysis for each level crossing but a accidents even when all factors had been considered. programme of work was drawn up and costed which W. Coenraad (Movares) commented that there was then funded. were sunlight issues some years ago but these had been addressed and are not now deemed to be a J. Nederlof explained that the Dutch philosophy problem. was that with such a large programme of improvements there were bound to be overall J. Nederlof also pointed out that the flashing rate benefits from doing the work. of the crossing lights was increased and there are also now a lot more crossings that have been fitted J. Hinchcliffe (Signalling Solutions) believed that with barriers. Network Rail had commissioned its first obstacle detection system and asked where they were fitted D. McKeown (Institute of Asset Management) and how reliable they have been. asked for some idea of the costs involved and wondered if the case had now been made for not J. Nederlof explained that there were three doing anything else; spending the money installations in work at the present time, the initial elsewhere. He also questioned if the signal engineer installations about two to three years ago. Some should consider the road-user and concentrate on problems had been experienced with the crossing open times? equipment and failure of the system result in the exit barriers remaining open with the crossing behaving J. Nederlof explained the programme has so far like an half barrier crossing, however, this has caused cost several hundred million Euros, which equates to problems with the road users and ProRail were now about 23 million Euros per yearly saved life. ProRail looking to review the whole concept. believe that the Minister will request a continuation in the programme of improvements but are unsure F. Heijnen (IRSE President) thanked the author for of how far they should go. He thought that open his interesting paper and the debate that followed. times should also be considered such that a decision (Produced by Peter Grant) 64 Technical Meeting of the Institution

held at 1 Birdcage Walk, London Wednesday 10th February 2010

The President, Mr F Heijnen, in the chair. 82 members and visitors were in attendance. There were apologies for absence from David Weedon and Ken Burrage. It was proposed by Mr W J Coenraad, seconded by Mr D McKeown and carried that the minutes of the technical meeting held on 13 January 2010 be taken as read and they were signed by Mr Heijnen as a correct record. The Chairman invited any new members present for the first time since their election to come forward to be introduced to the meeting, and a new member from Atkins came forward to be introduced to warm applause. The Chairman then introduced Gottfried Allmer (Frequentis, Austria) and asked him to present his paper “Control Systems - Are Rail and Air so Different?” Mr Allmer started his presentation by showing some photographs of surprisingly similar looking control rooms for some modern rail and air traffic installations. He used the analogy of the transit of an aircraft from air sector to air sector during a journey as a sort of level 3 system for air. He explained some key differences between signalling control and air traffic control, but also some similarities. He postulated that it was more straightforward to gain acceptance for new systems if the method of working replicated the manual processes previously used wherever practicable in order to maintain familiarity with the process between new and old technology. He finished by showing a schematic of an air traffic control system and described the process used for live updates to the software. Following the presentation, the discussion was opened by Paul Jenkins, (Vice-President). Jon Shaw (Ansaldo STS), John Francis (Network Rail), John Gurney (Frequentis), Clive Kessell (Past-President), Peter van der Mark (First Great Western), Ian Mitchell (DeltaRail) and Wim Coenraad (Past-President and Movares) all took part in the discussion. The Chairman then thanked the speaker and proposed a vote of thanks to him for his very interesting presentation which had showed some interesting contrasts as well as similarities between the two modes of transport. He then presented him with a commemorative plaque customarily awarded to the author of a London paper, to warm applause from the audience. Mr Heijnen thanked members and visitors for their attendance and their contribution, and then in closing the meeting at 19.30, stated that the next meeting in London would be a technical meeting held on the 10 March 2010 when Mr Anshul Gupta, from Railtel India would present a paper on Signalling and telecommunications in India as a precursor to the convention to be held in Delhi in October 2010.

Control Systems: Are Rail and Air So Different? Gottfried Allmer1

INTRODUCTION meet similar patterns of problem at some point. But “The European airspace is fragmented and will it does get more telling if we look into the detail of become more and more congested, as traffic is how institutions deal with these challenges, and how forecast to grow steadily over the next 15 years. The systems are really set up. This is what this paper air navigation services and their supporting systems intends to do, for perhaps there is some common are not fully integrated and are based on ground between control centres of different technologies which are already running at transportation genres which is not really discussed. maximum. In order to accommodate future air traffic needs a “paradigm shift”, supported by state-of- HOW DO RAIL AND AIR COMPARE? the-art and innovative technologies, is required.” This paper will in no way suggest that anything Does that sound remotely familiar? It is the could or should be copied from one field of introductory statement in EUROCONTROL’s SESAR transport to the other. And by absolutely no means programme, which is a vision to create a seamless does Rail have to look up to Air to learn how to do region of areas of responsibility for air traffic control things correctly. Indeed there are areas where the over the whole of Europe. The first three letters SES opposite is the case. Take the drive to Internet stand for “Single European Sky.” protocol (IP) networks. I for one would expect Rail institutions to change more quickly to IP backbones Now substitute railway for airspace, signalling than their air traffic counterparts (the non-military systems for air navigation services and rail traffic for air traffic—and we have a statement which is equally ones at least), simply because the scale is larger in true for rail. the case of Rail so that the business case is stronger. This may not be entirely surprising. With One thing Air does seem to have though is more increasing size, all transport systems will probably budget – not in total, but that part of the budget that systems architects can use “to play around with.” This is not surprising given that Air does not 1 The author is with Frequentis. have to build and maintain the track for its vehicles. CONTROL SYSTEMS: ARE RAIL AND AIR SO DIFFERENT? 65

Figure 1. Air traffic control, showing handover between sectors.

This allows solutions to be adopted which do not The radio connection from the controller to the have a strict justification as being absolutely pilot is delivered by a high performance ground necessary immediately for operation. Once systems switch. The extremely high availability of the switch with fancy features are installed, operators will is achieved by a combination of a redundant system always find ingenious ways to put those features to core, a sophisticated alarm management system use for economic advantage – a very human trait. and non-interruptive maintenance functionality. The We could look at it this way: Rail now has the system core is made up of duplicated components advantage of being able to look over the fence and with no single point of failure. The alarm see what such features are worth in air traffic management system notifies Technical Maintenance control, without having to take the risk of making about any component failure. Technical the initial investment. Maintenance can replace the malfunctioning component without interruption of system SIGNALLING AND RADAR SURVEILLANCE operation while the system makes use of the In the world of air traffic control, “signalling” appropriate redundant component. A failure of a translates into having a correct radar picture and a core system component goes unnoticed by the working radio connection to pilots available at a operational personnel, even if it happens in the controller’s workstation. middle of an active voice connection. It probably makes little sense to look for synergies The interesting thing to note is that, in the control in the cores of the two control technologies centre, Air-Ground-Air (AGA) communication and themselves. They have evolved over considerable Ground-Ground (GG) communication are time, and each is likely to be the most appropriate completely separate, using two different switches. approach in its own field, for purely Darwinian So in the NATS system, the radar screen and the reasons if no other. AGA communication represent the signalling To show how far “signalling” penetrates system. Air traffic control systems built since then communication in air traffic control, here is a short have watered this down somewhat by integrating summary. We take as an example NATS, which is the AGA and GG voice into a single touch-panel unit. UK’s governing body for air traffic control. If we treat the two control technologies as black Radar data is obtained through connection to the boxes, the technologies into which the black boxes UK radar network, and also through dedicated are embedded are remarkably similar. asynchronous connections to specific radar sites. TRAINS AND AIRCRAFT ARE CONTROLLED IN The latter allow the provision of a radar service to SIMILAR WAYS continue in the event that the radar network fails. A Any specific flight follows a pre-defined trajectory radar data processing subsystem processes the data (Rail: route). An aircraft willing to start the flight asks from up to four single radar sources for the same the Tower controller for permission, and the Tower area and builds a coherent picture of the movement controller gives permission for the specific flight of air traffic, which it then distributes to the other trajectory. When the aircraft reaches an airway hand- subsystems of London Area Control Centre, which over point, the controller tells it to which frequency controls air traffic over the UK. to switch. Upon entering the new sector the pilot 66 CONTROL SYSTEMS: ARE RAIL AND AIR SO DIFFERENT? contacts the new controller. The controller identifies VISIONS OF THE FUTURE the plane unambiguously with the help of its radio Rail is pushing for ERTMS, a Europe-wide beacon, and then follows the plane on the radar harmonised train control and communication screen to the next hand-over point. system, with ETCS for train control and GSM-R the The presence of the plane is represented radio system to handle communications, both physically by a flight strip on the controller’s desk control and voice. Regarding geographical (see Figure 1, BAW1 A, BAW1 B and BAW1 C). organization of systems, we have a trend towards These strips used to be real print-outs, but they are pulling control sites out of the countryside into a far replaced more and more by an electronic smaller number of larger control centres. representation on a controller’s screen. This is Air avoids some of the standardisation problems currently less sophisticated than what train radio that the Rail community faces naturally because delivers, for in Cab Secure Radio and GSM-R the most of the traffic has always been international, but frequency switching is automated. it has congestion problems and it has to cut the JOURNEY DATA IS DISTRIBUTED IN A SIMILAR operating costs of control. WAY Air Traffic Control in Europe is currently in the Flights are coordinated by means of flight plans, process of creating the “Single European Sky” electronically stored in a central database for the (SESAR). This is an ambitious programme founded whole of Europe, the Central Flight Management by EUROCONTROL and the European Commission. Unit or CFMU which is located in Maastricht in the EUROCONTROL is the Brussels-based Air Traffic Netherlands, the busiest flying region in Europe. Management agency with practically all the Repetitive-flight plans (Rail: timetable) are generated European states as members. SESAR aims to merge half a year in advance by the airlines and submitted current airspace areas of responsibility into bigger to the CFMU, which distributes the data to the blocks in order to be more flexible in the various countries’ flight data processing systems. trajectories. Flight paths should be disentangled to require less involvement by controllers along the The flight plan is entered into the air traffic control route (cutting down on the number of controllers flight data processing system automatically, all the required), and should follow more direct routes for databases sitting in an IP cloud which it owns. The fuel efficiency. This programme was started as controllers access all their data from the flight data recently as 2008. processing system to route the planes through the trajectories. The flight plan is normally not changed. So again, there is the similarity that Europe-wide In case of small abnormalities, the controllers programmes of harmonization are in place (and improvise a modified route up to the next hand-over even have similar timescales). However, while Rail is point. Only in case of major traffic disruption is the still struggling more in the control area, Air is data in the flight data processing system changed— already more involved in the specifics of traffic in that case by the controller locally and not via the management. CFMU. AREAS OF TECHNOLOGICAL ADVANCE CONGESTION HANDLING So where are the differences? Currently we are If there is congestion along the way this is seeing technical improvements in the following reported to CFMU, which recalculates the global areas. No claim is made for completeness. flight plan and distributes the updated version to SINGLE CONTROLLER’S WORKSTATION the flight data processing systems. The Tower controller does not give start permission to the First there is the quest for prediction functionality, plane and it is held on the ground until CFMU has to permit conflicts between trains or aircraft to be worked out a slot, an extra-normal trajectory to the seen as they emerge. Rail would seem to be in front plane’s destination. here with the time-distance diagram, although it only shows the traffic on two tracks at a time. Network Rail currently has a tender out to renew the whole of traffic management, so Rail is going to Air traffic control centres are currently developing follow a similar path in the immediate future. tools which allow prediction for the whole area of responsibility. In the United Kingdom the air traffic COST ISSUES SHOW UP IN SIMILAR WAYS control institution NATS is currently rolling out a In both Rail and Air there is potential for cost product named iFACTS which allows controllers to savings by “removing” country borders. see up to 18 minutes ahead. The motive is to be able Rail hopes to eliminate border crossing costs to control higher aircraft density without the need of using ERTMS. airspace redesign (in effect achieving the ambitions of SESAR with technology on the single workstation). In the case of Air, although flight routes are already managed centrally in EUROCONTROL’s However while this is being developed in a control CFMU, fragmentation of the European airspace still context, it will quite probably be used even more causes higher costs than necessary. This is because extensively in a traffic management context. Route airspace always has borders running along country controllers will test the viability of various options, borders, and because most countries in Europe only and choose the most economical. have narrow airways for civil aviation cutting through A track diagram where you can make artificial immense, largely-unused areas reserved for the decisions and then “fast forward” into the future to military. see the situation unfold in the controlled area would CONTROL SYSTEMS: ARE RAIL AND AIR SO DIFFERENT? 67 seem to be very useful for train route controllers institutions alike are still hesitant. In particular, the too. mission criticality of large systems has yet to be COLLABORATION AMONG CONTROLLERS proven. In the case of Rail, operation is organised by So a start is being made by military air traffic grouping together primary control operators in one control systems. They are never reluctant to take a control centre area, and grouping together train leading role, they are not short of the required route control operators in another. funding and they possess the advantage of dealing with smaller systems than their commercial In the case of air traffic control, operators are counterparts. Military air traffic control systems are usually organized in micro-teams, one for each currently all moving in the direction of IP systems sector of airspace. The team for each sector consists having two separate IP local-area networks accessible of a Tactical and a Planner. The Tactical has the from the same workstation. This achieves separation frequency keyed in and reads the radar screen. The of so-called “red” (unclassified) and “black” Planner is responsible for coordinating with the (classified) voice transmissions. other sectors. The principle is that classified voice can only leave Consider this example scenario: a plane enters a the system encrypted. In such a system each voice sector at an unexpected height (for example path is known to be either classified or unclassified. because it is heavier than expected). First of all the The controller has a visual indication of the Tactical must deal with this and act to uphold classification status of a current party and can thus separation within his own sector. Then the Planner act accordingly. Classified voice going out is has to ask the Tactical in the next sector whether the blocked from leaving the system unencrypted. plane can stay at that height (there might be crossing point issues). If he gets the OK he passes it When Rail systems move towards IP based on to his own Tactical, and the Tactical communication backbones, the challenge might be communicates with the plane. in the separation of operational and administrative traffic. Looking at the above examples from military SYSTEM-WIDE DATA AVAILABILITY air traffic control one could envisage a reversal of The SESAR programme foresees the the logic, with administrative voice transmission implementation of system-wide information treated as “classified” and so prevented from management or SWIM, an integration of all air traffic reaching operational circuits. The hindrance of management data. having to install two large separate IP backbones A net-centred operation is proposed where the air could be circumvented by splitting a single IP traffic management network, including the aircraft, backbone into separate units using multi-protocol is considered as a series of nodes providing or using label switching (MPLS). information. Aircraft operators with operational control centre facilities will share information, while USER VIEW the individual user will be able to do the same via Here is a selection of features found in air traffic applications running on any suitable personal control centres. device. The support provided by the network will in COLLABORATION all cases be tailored to the needs of the user As stated above, air traffic control has had more concerned. chance to experiment with complexity at the This is not just wishful thinking, for the first step workstation. All concepts have some sort of has already been put into operation. The European collaboration on the workstation. A “Main” Aeronautical Information System (AIS) database is a operator deals with communication with pilots, reality. It is a central database for all of Europe’s while the “Assistant” operator beside him handles aviation data, flight routes, navigational aids, mainly telephone calls – that is, communication with meteorological information, etc. which can be other operators and administrative business. accessed in real time by any air traffic controller. Collaboration is achieved by having calls ring at A similar system for Rail would also have route both “Main” and “Assistant” positions when they plans, but would focus more on track and come in, and establishing a kind of quick-join maintenance data instead. With Network Rail’s conference when they are picked up. A call does not traffic management renewal coming up, we live in disappear from one person’s workstation if his quite exciting times here. They too call for partner picks it up but remains visible, and he can involvement from people on the ground in order to join a conference at one touch of a button. ensure that a practical system is drawn up. The iFACTS system could only be implemented TRANSMISSION BACKBONE with this collaboration in place, so that there are Finally, what about the physical backbones for workstations with old and with new software which communication transmission? As in commercial both receive the same calls. This enables a rapid applications, control centre communications are switch back in case of unexpected problems. moving towards IP environments. INTEGRATION This will certainly make economical sense for In air traffic control a lot of integration on railway infrastructure companies, because the workstation screens is taking place to avoid the equipment is standardized and is the same for voice need for the controller to take his eyes off the and data transmission. But rail and air traffic control aircraft or runway he or she is observing. But there 68 CONTROL SYSTEMS: ARE RAIL AND AIR SO DIFFERENT?

Figure 2. Separation of Air-Ground-Air (AGA) and Ground-Ground (GG) communications. are also more basic kinds of integration, such as fonts instead. So suppliers have started to mimic the “head-set splitting” for instance. world that existed before, ensuring simply that the In the NATS London Area Control Centre, Air- underlying data is processed and distributed Ground-Air (AGA) and Ground-Ground (GG) electronically. communications are completely separated, using An example is the flight strips mentioned above. two different switches (see Figure 2). Both systems They were once a piece of paper. Now they are have touch devices at the controller’s panel, but often represented electronically on pen table they have only one connection governing the displays (see Figure 3.) – but their size and presentation of voice in the controller’s headset. If appearance is the same as before! there is both Air-Ground-Air and Ground-Ground communication, both are fed to the headset, one to THE REQUIRED FOUNDATIONS the right and one to the left earpiece. While it is always exciting to talk about new ELECTRONIC MIMICKING features, they need sound technical foundations. Some processes have a long history, and Implementing more features means making controllers do not like giving them up and having to software more complex. As Eddie Goddard quite enter endless data into windows on screens with tiny rightly points out in his paper “Signalling: Have we

Figure 3. Electronic presentation of Flight Strips. CONTROL SYSTEMS: ARE RAIL AND AIR SO DIFFERENT? 69 lost the plot?” (Reference 1.), it is already impossible FREE SEATING to test every path through the logic of a software For free seating, a controller logs in with his programme. To mitigate this fact the software appropriate Role at any of the network sites, and industry has developed a range of measures can then access all components of the network designed to confine software errors to paths that permitted for that Role. This principle is now are never tested and never exposed. This works entrenched in the control centres for air traffic quite well – otherwise we would never see any new management, and it is easy to see why. It provides signalling software, radar screen software etc. put the flexibility needed to deal with extraordinary into operation. But there is a serious drawback in events without the need to back up every single concentrating entirely on the process before workstation. operation. If you invest all the effort in the process The other part of the story is that it also provides before commissioning, there is a stifling tendency, on-line upgradeability. The only way to implement once the system is in operation, towards the new features is to have a method of frequent mindset, “Never change a running system.” upgrades at hand. So in UK air traffic control NATS has modified the SOFTWARE UPGRADES approach. In a first phase there is the traditional, mammoth exercise of making the basic control In NATS, software upgrading is made possible by software fail safe. This ends with the site acceptance enhancing the operational centre (OPS) with sixty (commissioning). additional workstations, which are used normally as the training unit (TDU). DEALING WITH SOFTWARE CHANGES IN OPERATION Technicians re-configure the TDU with OPS software. The TDU is switched operational. Now comes the change in mindset. In phase two, Controllers move into the TDU and log in as the time after acceptance and even extending into “Elected-to-take-over.” Then in a handover process operation, NATS do not fear that a number of the TDU controllers take over. Then the OPS section software errors will surface but actually expect it. It that is being controlled by the TDU has its software is that part of the requirements that only reveals upgraded. When this is finished the OPS controllers itself when real operators are involved in real resume control, and the next part of the OPS is operation, the last one per cent that often upgraded in the same way (see Figure 4). determines whether the new system presents a real gain as opposed to a mere beautification of the LIVE-LIVE REDUNDANCY system replaced. This was of course introduced in air traffic control So NATS had to find a way of upgrading their systems with safety in mind. The communication system continuously whilst it was in full operation. system is mission critical, as if part of the signalling in Rail terms. So systems were demanded that had The first challenge is administering the process. no single point failures—there must always be a NATS solved this by putting in place a rigid update- redundant path for the voice or data to take. Once window grid. Each month there is exactly one date these systems were established, it turned out that to install software, which may either be used or not. this functionality is very handy for upgrades. While Hence the upgrade process does not have to be one path is upgraded, the other one can still be planned again for every instance but is formalized. used. Then a great effort is put into regression testing procedures to prevent the “one step forward, two This in turn led to a further strengthening of the steps back” symptom. robustness of the software, even as complex features were added, as a constant flow of upgrades But the main feature is the system functionality is still the best known method to wring errors out of that permits the system to be upgraded while in full a software. Over time air traffic control has become operation. In this way, disruption can be prevented so accustomed to these mission critical cores that and the frequent updating can be hidden from the even the largest voice data systems are built with customers. By doing this NATS averted the danger centralized star architectures. of political pressures distorting their technical goals. Perfect examples are the flight data database Such system upgradeability requires some very system (CFMU) and the European AIS (Aeronautical specific system features. Information System) Database system, which are For an upgrade of the workstations, you need free centralized in Brussels. seating. This means that a controller can sit at one of number of workstations and always access exactly the CONCLUSION same functionality purely by logging in. Only then can The procedural architectures used in railway controllers be moved around during the upgrade control and air traffic control are surprisingly similar, process without ever losing control of the traffic. but we find a greater tendency toward controller For an upgrade of the switch you need live-live collaboration and system integration in the case of redundancy. This means that a switch consists of two air traffic control. It may be worthwhile for railways halves, each of which carries the same voice/data to look into some of them, albeit with slightly information at all times. Only then can you upgrade different focus. Because of the greater application one half while the other half still services the system complexity of railway communication system cores, with the old software. Then you can switch to the implementation would require them to be designed upgraded half and upgrade the second half. for upgrading during live operation. 70 CONTROL SYSTEMS: ARE RAIL AND AIR SO DIFFERENT?

Figure 4. NATS showing OPS and TDU.

If the railways follow this path they would reduce REFERENCES further the gap in mindset between themselves and 1.Eddie Goddard, Signalling: Have we lost the plot? air traffic control, where there is already a firm belief IRSE Proceedings 2009-2010 in the ability to build, implement and run systems sufficiently safe to allow the benefits of 2.European Air Traffic Management Master Plan, centralization to be exploited fully. Edition 1 ( www.atmmasterplan.eu ) CONTROL SYSTEMS: ARE RAIL AND AIR SO DIFFERENT? 71 Discussion Summary of discussion of paper by G. Allmer is an unheard of concept, as opposed to the railways entitled “Control Systems – Are Rail and Air So where disruptive possessions are the norm. In Different?” given on 10th February 2010. addition he asked how approval of the software The discussion was opened by P. Jenkins (Senior changes was undertaken and implemented. Vice President) who thanked the speaker for his G. Allmer confirmed that safety approvals were paper which appeared to describe a three- undertaken within the industry but he pointed out dimensional form of moving block with no signalling that they also go to great lengths to avoid all controlled by voice communication and he asked interfacing with other elements of the system. In the how the railway industry could be persuaded to UK, NATS controls this process and any software adopt some of the ideas, such as the tactical and supplier has to be approved and are audited on an strategic planners working together, used within the annual basis; the software is not a two-out-of-three Air Traffic Control system. type of software but each line of code has to have a G. Allmer didn’t think he could persuade anybody separate test undertaken which is then audited. to implement these ideas! He was glad of the J. Gurney (Frequentis) also clarified that there is opportunity to present what was done in the Air an overseeing safety regulatory group, part of the Traffic Control industry, but he didn’t think it would CAA, which sits above NATS. be possible to transfer some of these working P. Van der Mark (First Great Western) thought that practices on to the railway. He thought that the the idea of an in-cab/cockpit display was particularly method of putting route controls and collaboration relevant when required to convey some form of into place was sensible and implementation of message, especially when considering the potential GSM-R should be the next step to be taken. for misunderstanding, and he questioned if it was J. Shaw (Ansaldo) noted that the speaker had possible to integrate a display into the cabs of trains referred to the Safety Integrity Level (SIL) of the and aircraft flight decks. radio function and asked if there was an associated G. Allmer believed that there were in-cab displays SIL for the visual displays. for messages sent using GSM-R with ETCS and he G. Allmer explained that the “strips” display is a admitted that he, personally, found it very difficult to highly redundant system which was developed with understand the voice communications between ATC a great deal of security upon it; he was unaware of and aircraft. the actual SIL. F. Heijnen (IRSE President) also noted that with J. Francis (Network Rail) observed that the aircraft railway voice communications, a more formal industry also had height, as well as space separation, method of communicating was utilised to ensure which probably mirrored the “Up” and “Down” line clarity of speech. separation of the railways although this has been I. Mitchell (Delta Rail) asked how the handover degraded in more recent years with the introduction between the different groups of people is managed of reversible and bi-directional working. He also when software changes take place, in particular how noted that railway communications are moving specific information that a person may have in their towards the provision of in- and he mind is transferred. wondered if there were any moves to introduce some G. Allmer explained that the “newer, modified” form of cockpit display that either supplemented or software shouldn’t affect the functionality of the would replace the voice control. Finally he asked if system. The oncoming controller “logs-on” and there were any moves toward replacing the analogue elects to “takeover” control on the upgraded radio with digital transmission. position, the system having “free-seating”, and the G. Allmer clarified that the voice communication action of “logging-on” is onto the radar screen guarantees aircraft separation; aircraft are also fitted workstation which also has a connection to the with a secondary radar system, known as Traffic telecommunications element. The individuals can Conflict Avoidance System (TCAS), which advises communicate with one another if they wish to the aircrew if another plane is on a collision course transfer information. with it and can also take avoiding action. W. Coenraad (Movares) thought whilst the railway J. Gurney (Frequentis) advised that there were no system was probably more complex, IECC type of plans to move ATC communications towards digital control centres could be upgraded using similar transmission although Public Safety Systems, such free-seating techniques. For other type of (direct- as TETRA, use a standard digital radio system for wired) interlockings this method would not be “inter-operability” which has additional features that possible and he asked for the speaker’s thoughts. could be utilised in a railway environment including He also noted that the railway method of control personnel and vehicle location. was different from ATC. G. Allmer also explained that there is an European G. Allmer believed that the railway method of initiative, within ATC, where the routes are route control was superior to that in ATC. He was disentangled to leave only “highways” and this will unable to understand why the free-seating method potentially lead on to the aircraft flying themselves. couldn’t work even if the infrastructure was hard- In-cockpit information generally only comprises wired. weather information and there are no plans to F. Heijnen (IRSE President) thanked the speaker replace the voice communication. for his paper, especially coming from both an un- C. Kessell (Retired) noted that the concept of related industry and in a foreign language. performing upgrades and closing down the airspace (Produced by Peter Grant) 72 Technical Meeting of the Institution

held at 1 Birdcage Walk, London Wednesday 10th March 2010

The Senior Vice-President, Mr P Jenkins, in the chair. 64 members and visitors were in attendance. There were apologies for absence from the President who was travelling to the Indian, Singaporean and Australasian Sections and Peter Grant. It was proposed by Mr R W Penny, seconded by Mr C Kessell and carried that the minutes of the technical meeting held on 10 February 2010 be taken as read and they were signed by Mr Jenkins as a correct record. The Chairman invited any new members present for the first time since their election to come forward to be introduced to the meeting, and Michael Day from Network Rail and D S Paul came forward to be introduced to warm applause. The Chairman then introduced Anshul Gupta (RailTel, India) and asked him to present his paper “Journey for Safe and Reliable Train Control Systems: Railway Signalling and Telecoms Systems on Indian Railways.” Mr Gupta outlined the history of India, the world’s largest democracy and 4th largest economy with a diverse geography and climate. Public transport formed a backbone support for the country, from buses through to the Delhi Metro. He described the key parameters of Indian Railways with 16 Regions and 67 Divisional offices, 11,000 trains per day and 1.4m employees and annual revenue of US$22bn, and a profit of approx US$2.5bn. He went on to describe the evolution of signalling in India, with an increasing trend of installing electronic interlockings since 2005. The focus of the railway in recent years had been the enhancement of safety, provision of condition monitoring and real time train running information and the augmentation of line capacity. He then described the system of technical training used for S&T personnel and the development of on board control systems with TPWS/ETCS level 1 and an anti-collision device. He then described the Railtel fibre-optic based transmission system used to support the passenger reservation and GSM-R systems and completed his presentation by describing the success of the Delhi Metro. Following the presentation, the discussion was opened by Mike Watkins (Consultant). Peter Woodbridge (Invensys), another member, David McKeown (IAM) and Bob Wyatt (consultant) all took part in the discussion. The Chairman then thanked the speaker and proposed a vote of thanks to him for his very comprehensive presentation which highlighted the size and complexity of the railways in India and gave a good insight into what members would see during the convention in Delhi in October. He then presented him with a commemorative plaque customarily awarded to the author of a London paper, to warm applause from the audience. Mr Jenkins thanked members and visitors for their attendance and their contribution, and then in closing the meeting at 19.55, stated that the next meeting in London would be the Annual General Meeting followed by the incoming President’s address on Friday 23 April 2010.

Journey for Safe and Reliable Train Control Systems: Railway Signalling and Telecomms Systems on Indian Railways Anshul Gupta1

INTRODUCTION arrived in the first millennium of the Common Era INDIA and shaped the region's diverse culture. The Republic of India in South Asia is the seventh- The Republic of India consists of 28 states and largest country by geographical area in the world, seven Union Territories, with parliamentary systems the second-most populous country and the most of democracy. populous democracy. The Constitution of India, the Economic reforms since 1991 have transformed longest and most exhaustive constitution of any India into one of the fastest-growing economies in independent nation in the world, came into force on the world, with a gross domestic product (GDP) 26th January 1950. The preamble of the constitution growing at an average annual rate of 5.8% for the defines India as a sovereign, socialist, secular, past two decades. India has the world’s second democratic republic. India has a bicameral largest labour force, with 516.3 million people. In parliament operating under a Westminster-style terms of output, the agricultural sector accounts for parliamentary system. Bounded by the Indian Ocean 28% of GDP while the service and industrial sectors to the south, the Arabian Sea to the west and the make up 54% and 18% respectively. Major Bay of Bengal to the east, India has a coastline of agricultural products include rice, wheat, oilseed, 7517 km. Home to the Indus Valley civilisation and a cotton, jute, tea, sugarcane, potatoes; cattle, water region of historic trade routes and vast empires, the buffalo, sheep, goats, poultry; and fish. Major Indian subcontinent was identified with its industries include textiles, chemicals, food commercial and cultural wealth for much of its long processing, steel, transport equipment, cement, history. Four major religions—Hinduism, Buddhism, mining, petroleum, machinery and software. Jainism and Sikhism—originated here, while India's GDP is US$1237 billion, which makes it the Zoroastrianism, Judaism, Christianity and Islam twelfth-largest economy in the world, or the fourth largest by purchasing-power-adjusted exchange 1 The author is Secretary, IRSE Indian Section rates. Its nominal per capita income of US$1068 is JOURNEY FOR SAFE AND RELIABLE TRAIN CONTROL SYSTEMS: RAILWAY SIGNALLING AND TELECOMMS SYSTEMS ON INDIAN RAILWAYS 73 ranked 128th in the world. A Goldman Sachs report supervision of the Ministry of Railways. Indian in 2007 projected that “from 2007 to 2020, India’s Railways provides an important mode of transport in GDP per capita will quadruple,” and that the Indian India, transporting over 20 million passengers and GDP will surpass that of the United States before more than 2.5 million tonnes of freight daily across 2050, but India “will remain a low-income country one of the largest and busiest rail networks in the for several decades, with per capita incomes well world. Indian Railways is divided into sixteen zones, below its other BRIC peers” (that is, Brazil, Russia which are further sub-divided into 67 divisions, each and China). having a divisional headquarters. THE TRANSPORT SYSTEM IN INDIA The rail network traverses the length and breadth Transport in the Republic of India is an important of the country, covering 6909 stations over a total part of the nation’s economy. The country has a land route length of around 63,465 km. With more than area of 3,287,240 sq km and an estimated 1.4 million employees, it is the world's largest population of 1029 millions, so transport is a commercial or utility employer. As to rolling stock, IR necessity as well as a convenience. Since the owns over 200,000 freight wagons, 50,000 economic liberalisation of the 1990s, development passenger coaches and 8,000 locomotives. It also of infrastructure has progressed at a rapid pace, and owns production facilities for locomotives and today there is a wide variety of modes of transport coaches. by land, water and air. However the relatively low It operates both long-distance and suburban rail GDP has meant that access to these modes of systems, on a multi-gauge network of broad, metre transport has not been uniform. Public transport, and narrow gauges. Despite intense competition and especially railways, remains the primary mode from the road sector, Indian Railways continues to of transport for most of the population, and India’s be the backbone of the nation’s transport public transport systems are among the most infrastructure and is a strong, unifying national force heavily utilised in the world. connecting all parts of the country. India’s rail network is the longest system in the The Kashmir Railway, of which the first phase was world, and the fourth most heavily-used. completed in 2009, is the second-highest in the Growing international trade is putting strain on world. India’s ports. The country’s overburdened airports Proposals have been made to introduce high- have just begun to get a makeover, with speed rail. One proposal is for a Maglev line modernisation work and greater investment in the connecting the national capital New Delhi and aviation sector. In general, public transport suffers Mumbai. Another is for Shinkansen-type trains as from outdated technology, overstaffing and low used in Japan. worker productivity. According to recent estimates The Metro Railway in Kolkata is the first by Goldman Sachs, India will need to spend underground metro in India. It extends from Dum- US$1700 billion on infrastructure projects over the Dum near Netaji Subhas Chandra Bose airport to next decade to boost economic growth, and Tollygunj, the busy North-South axis of Kolkata. US$500 billion of this is budgeted to be spent There are seventeen stations en route at an average during the Eleventh Five-Year Plan. spacing of one kilometre. It was constructed INDIAN RAILWAYS progressively from 1972 to 1995, Phase Ia with a Indian Railways came into existence in the year length of 3.04 km from Esplanade to Bhowanipur 1853 with the historical journey between Boribandar being completed in 1984, and the full length and Thana. commissioned in 1995. In 1844 the Governor-General of India Lord However the metro rail revolution actually started Hardinge allowed private entrepreneurs to set up a with the opening of the Delhi metro, and now seven rail system in India. The East India Company (and more cities are going ahead with metro projects. later the British Government) encouraged new Delhi Metro Rail Corporation (DMRC) was railway companies backed by private investors established on 5th March 1995, by the Government under a scheme that would provide land and of India and the Government of Delhi, to build a guarantee an annual return of up to five percent metro system in Delhi, after more than 40 years of during the initial years of operation. The companies studies into a rail-based mass transit system. were to build and operate the lines under a 99-year Construction began on 1st October 1998. On 24th lease, with the government having the option to buy December 2002 the first section of Line 1 from them earlier. Railway companies were created Shahdara to Tis-Hazari was opened. Today Delhi during this period to construct and operate two Metro boasts 97 route-km of network, with a further “experimental” lines, near Mumbai (then Bombay) 90 route-km likely to be ready by October 2010. and Kolkata (then Calcutta). So rail services in India were introduced commercially in 1853 between EVOLUTION OF RAILWAY SIGNALLING Churchgate and Virar in Mumbai. IN INDIA By 1947, the year of India's independence, there Although the railway system started operating in were forty-two rail systems. In 1951 the systems 1853, signalling in the real sense did not arrive on were nationalised as one unit, becoming one of the the Indian railways until the end of the 19th Century. largest networks in the world. Services now are For many years, the trains were run on messages, provided by the state-run Indian Railways, under the candle light signals, free disc and crossbar signals. 74 JOURNEY FOR SAFE AND RELIABLE TRAIN CONTROL SYSTEMS: RAILWAY SIGNALLING AND TELECOMMS SYSTEMS ON INDIAN RAILWAYS

The first signalling system was introduced on Indian to be obtained from a variety of vendors, and IR Railways in 1894, between Lahore and Ghaziabad. started to face issues such as interoperability and Signalling systems on Indian railways were mostly quality assurance. orthodox mechanical systems until the early 1950s. So in order to enforce standardisation and During the mid-1960s electromechanical and relay- coordination in the field of railway signalling and based systems such as panel interlocking (PI) and telecomms, basically with the aim of achieving route relay interlocking (RRI) were introduced. interoperability, reliability and life-cycle support with Colour-light signalling came into existence in 1925 near-100% availability, in 1957 IR set up the with the start of electrified suburban traffic in Research Design and Standard Organization Mumbai, and the first RRI was provided at (RDSO). Churchgate station in 1958-59. Indian Railways have RDSO plays an important role. The Signal now about 250 RRIs and 2450 PIs. Directorate within RDSO is engaged in IR has the distinction of having its name in the development and quality assurance of signalling Guinness Book of World Records for the largest RRI equipment and systems for use on IR along with in the world, at Delhi Main station. In fact though vendor development. This multifarious task involves the RRI at New Delhi has become bigger than Delhi design and development of modern signalling Main. equipment, standardisation of equipment, adoption and absorption of emerging technologies, With increase in concern for conservation of improving reliability of existing equipments, energy resources and environmental considerations providing consultancy to Zonal Railways and all over the world and especially in developed investigation of field problems referred by Zonal countries, there is a renewed interest in the Railways or the Railway Board. development of modern, rail-based transport systems. Such railway systems not only provide RDSO is also entrusted with the job of issuing much higher levels of energy efficiency but also installation and maintenance codes, laying quality require much less space, which is an invaluable asset assurance principles, standards for equipment in today’s conditions. On Indian Railways however manufacturers and conducting quality audits, the emphasis remained on constructing new lines or vendor development for emerging systems and testing of signalling safety equipments. additional lines, instead of employing modern and economical solutions provided by signalling systems RDSO has recently indigenised the following to meet the requirements of ever-increasing urban developments: rail traffic by optimising utilisation of existing line • single- or multi-section digital axle counters; capacity. This way not only is line capacity generated • electronic interlocking technology (a system but also utilisation of assets is enhanced and safety using 2oo3 processors is under development standards are improved by reducing the human role currently); in various train operation activities. • fog vision instrumentation; Although IR has been using modern signalling and • a satellite imaging and navigation system, for telecomms systems for many years, sustained and passenger information and train tracking. continuous growth has only occurred since the last decade of the 20th Century. Centralized traffic IR also has nine signalling workshops, which control and on-board train control systems have not manufacture mechanical signalling items, axle yet been applied widely. counters and block instruments and also undertake repairs and overhauling of this equipment. There are about 6150 block stations on IR. Modern signalling systems, in the form of multi-aspect IRISET colour-light signalling and PIs, RRIs or electronic The Indian Railway Institute of Signal Engineering interlockings, have been provided at about 3890 of and Telecommunications (IRISET) is one of seven these. Modern signalling systems are being provided centralized training institutes on IR, and trains currently at over 400 stations per year. officers and staff, providing structured programmes Now in the 21st Century we are at the threshold for manpower training. of another revolution in railway signalling and IRISET has working models of all equipment telecommunication technology. Electronic signalling deployed on IR, and gives hands-on training. It has is slowly, steadily and silently making inroads. IR has been quick to acquire TPWS and clamp-lock type nearly 400 such interlockings with another 225 point machines, as well as thick web switches which approved, and this will grow exponentially. have only recently been deployed on IR. IRISET also Introduction of GSM-R mobile communication has work on further augmenting of its laboratories specific to railway requirements will increasingly act sanctioned. IRISET has always been up-to-date in as a backbone for communication-based signalling acquiring new models, revising course content with systems as well as a mobile communication system. latest developments and incorporating them into A state-of-the-art onboard train control system will courses. Staff are regularly deputed for also be introduced. development programmes to improve their THE RESEARCH DESIGN AND STANDARD teaching skills. ORGANIZATION IRISET has started to develop remote learning or As the railways developed in India through the “e-learning.” Part of the content has been 20th century, signalling systems started to grow and developed and further content development is in JOURNEY FOR SAFE AND RELIABLE TRAIN CONTROL SYSTEMS: RAILWAY SIGNALLING AND TELECOMMS SYSTEMS ON INDIAN RAILWAYS 75 progress. Ways of improving delivery speed over train operations. Development of a proper the Internet and learner-friendliness are under study. maintenance system, the long-term availability of Yoga and meditation have been started for spares, software validation and optimising failure trainees, to improve attitudes towards study and rates are now vital issues coming to the attention of work. policy makers. SIGNALLING FOR SAFETY ENHANCEMENT AT The IRSE can help a great deal here, since future STATIONS installations are likely to see the introduction of The role of signalling on IR has so far been limited more and more computer-based interlockings with primarily to ensuring and enhancing safety, and to features such as pre-programmed route setting, some extent increasing line capacity. I will discuss track-actuated route setting and moving block these two roles as of today and then the working, in order to augment capacity and raise Government’s new focus. productivity. IR accords the highest priority to safety in train Track circuiting at stations operations, and has taken numerous measures to In the last decade a thrust has been made to prevent accidents. As a result the number of complete provision of track circuiting in station yards significant train accidents has steadily come down, on IR, to deal with accidents at stations. It has been from 351 in the year 2002-2003 to 194 in 2007-2008, prioritised by route. As a result complete track and signalling has played the most crucial role in circuiting, from home signal to last stop signal, has this. Accidents per million train-km (an important already been achieved on trunk routes and index of safety used by most of the railways in the important main lines where speed is more than 75 world) has come down from 5.5 in 1960-61 to 0.20 km/hr. This has helped to eliminate accidents due to in 2008-09. human error. IR has over the years aimed to adopt signalling Last vehicle detection with axle-counters systems to reduce the dependence of safety on On most sections, other than those with automatic humans. With higher levels of traffic, this has signalling, checking of the last vehicle of the train is become all the more important as any human error carried out manually by station operating staff. With can lead to a major disaster. Emphasis is therefore increasing traffic density, particularly on double line being laid on providing technical support to station sections, this is becoming more and more difficult, staff and controllers in order to reduce the human and there is a potential safety risk. Axle counters are element. Some of the important steps taken are: now being used for last-vehicle checking and block • centralised operation of points and signals; clearance on a large scale on double-line sections of • track circuiting at stations; IR’s trunk routes. More than 1000 block sections • last vehicle detection using axle counters; have been provided with this system, called Block Proving by Axle Counter or BPAC. • safety devices at level crossings. Safety devices at level crossings Centralised operation of points & signals IR has about 38,000 level crossings on its network. Until the late 1980s many stations were operated Accidents at level crossings are a cause of deep from mechanical lever frames. Provision of RRI in concern, and consistent efforts are being made to major yards and big stations and panel interlockings find solutions to reduce the danger. Interlocking of at small stations was taken up in the last decade of level crossing gates with signals and provision of the 20th century. Centralised operation of points telephones enhances safety greatly. In order to warn and signals has enabled automatic setting of all road users of an approaching train, train-actuated points in the route and clearing of signals, improving warning systems are also being investigated, using operational efficiency by eliminating time- digital axle counters as well as track circuits. consuming inter-cabin working (3-10 minutes) by replacing large numbers of independent cabins in TRAINBORNE TRAIN PROTECTION AND the conventional system, and also enhancing safety WARNING SYSTEM by reducing human error. More than 60% of collisions on IR are due to Electronic interlockings are now being adopted signals passed at danger or SPADs. IR has adopted widely, and it is now the policy of IR to install them ETCS level 1 as the technology for a pilot project in at small stations. the form of a Train Protection and Warning System Train operation between stations is still done to fulfil the need to provide train protection on its manually by various train control centres across the busy routes and obviate collisions resulting from country. IR has 72 such train control sections in fact, SPADs. and they control trains on hundreds of sub-divisional Until now analogue AWS has been the only sections. Charting is still done manually to a great trainborne train control system available in the extent. A few divisions have adopted computer- Mumbai Suburban section, covering a total of 550 based charting but the computer is used purely as a track-km. This system is based on track magnets for tool, information from each station being collected information transfer from track to train, and could manually on a real-time basis and charted by the not succeed in non-suburban sections due to theft computer. of track magnets. The availability, reliability and safety of electronic TPWS has been provided on a suburban section of interlockings at stations have a direct bearing on the Southern Railway, and another TPWS pilot 76 JOURNEY FOR SAFE AND RELIABLE TRAIN CONTROL SYSTEMS: RAILWAY SIGNALLING AND TELECOMMS SYSTEMS ON INDIAN RAILWAYS project, on a non-suburban section between Delhi DETAILED ROAD MAP and Agra, is in progress and likely to be ready by Multi-level signalling October 2010 on a limited basis at least. Adoption of multi-level signalling systems using The anti-collision device (ACD) developed by redundancy to achieve high levels of availability. This Konkan Railway Corporation Ltd (KRCL) in will include complete track circuiting of all block coordination with RDSO was approved as a pilot stations, on all routes on Broad Gauge (BG) sections project for the Northeast Frontier (NF) Railway in except “E” routes and Metre Gauge (MG) sections 2000-2001. It was installed on 1736 route kilometres (as per extant policy guidelines) using two different of the NF Railway in July 2006. Based on experience technologies, by 2020. there, revised specifications for ACD have been The balance of work on BG and MG stations will framed. An improved ACD system to the revised be taken up at a total cost of about Rs 3.5 billion. specifications is to be developed by KRCL, and trial Further resignalling of station yards with the installations are planned in three zones (the provision of PI, RRI and/or electronic interlocking Southern, South Central and South Western will be done at all stations of the Broad Gauge on a Railways) covering 1600 route kilometres. Further programmed basis. proliferation of ACD on IR will be planned on the Replacement of signalling equipment at an basis of performance evaluation of the equipment average of 150 stations per year at an estimated to the improved specifications. total cost of Rs 2.8 billion (including cost of BPAC) LINE CAPACITY OPTIMIZATION BY SIGNALLING will be required. With increasing constraints on line capacity and A further Rs 0.5 billion will be required every year capital for new lines, low-cost signalling solutions for for replacing signalling equipment in block sections optimisation of heavy investment in infrastructure such as intermediate block signalling, automatic and rolling stock are increasing in priority. signalling and interlocking at level crossing gates. Intermediate Block Hut (IBH), Intermediate Block IR’s Corporate Safety Plan provides for Signalling (IBS) and Automatic Block Signalling are interlocking of 2000 level crossing gates with signals being progressively introduced on Indian Railways by 2013-2014, at an estimated cost of Rs 3 billion. depending on the traffic requirements under the LED signals modernisation of signalling on the GZB-CNB LED signals represent “green” technology, section. A central traffic control system is also being offering better visibility, high reliability and low provided on the IR’s most heavily-used section, power consumption. The aim is to adopt them on all Ghaziabad to Kanpur. important routes. FUTURE ROAD MAP Continuous track circuiting & automatic block Summary signalling IR has started its new journey with the aim of Continuous track circuiting and automatic block introducing faster and longer passenger trains and signalling will be completed on 2000 route-km, at an faster, longer and heavier freight trains. These estimated cost of Rs 4.25 billion by 2010. The focus objectives require adoption and introduction of is on suburban areas. modern technologies. There is an expected Further works will be taken up at a total cost of Rs investment of US$5 billion within the next decade in 10 billion. Modern CTC will be provided to increase the field of railway signalling and telecomms on IR, the efficiency of train operation, safety, line capacity as detailed in Vision 2020. and customer satisfaction levels at a cost of Rs 15 billion covering 30 important divisions on A, B & C The roles of all stakeholders in such systems are routes, where traffic density is high. very important for the pursuit of these objectives. IR strives for: Since the introduction of these systems widely is capital-intensive and can involve much debate, it is • adoption of imported technology well-proved considered worthwhile to adopt new financing and in advanced railway networks elsewhere in the project management models. IR will invite world, with rugged trackside equipment expressions of interest from firms to invest in these suitable for Indian conditions and low technologies on a given section with a guaranteed maintenance requirements; increase in line capacity. Payment will be based on • technology transfer arrangements with achievement on the given guarantee, with full cost manufacturers to permit indigenisation of coverage plus incentive if they achieve or surpass technology and support under Indian conditions the promised increase, and penalties if they do not. throughout the life cycle; Automatic train protection • standardisation of signalling design; The Railway Safety Review Committee in 1998 • upgrading of signal and telecomms workshops recommended adoption of suitable automatic train to undertake repair and manufacture of modern protection systems so as to improve safety, by electronic signalling equipment; eliminating SPADs and smooth train operation • adoption of modern training methods to during adverse visibility conditions. develop suitable competence levels in Southern Railway are introducing the modern On maintainers, operators and drivers. Board Train Control System based on ETCS Level 1 JOURNEY FOR SAFE AND RELIABLE TRAIN CONTROL SYSTEMS: RAILWAY SIGNALLING AND TELECOMMS SYSTEMS ON INDIAN RAILWAYS 77 followed by a pilot project on a 200 km section support the system over its total life cycle. The between New Delhi and Agra. human resource is the most important part of train The Corporate Safety Plan of Indian Railways operations, and training systems will be augmented provides for GPS based Anti Collision Device suitably with the help of IRSE to develop suitable covering the entire Broad Gauge routes of IR by competence levels in maintainers, operators and 2020, at an estimated cost of Rs18 billion. The drivers. Board has decided that ACD with advanced features of TPWS (ETCS) should be further developed and This will be taken up at ten S&T training centres promoted to address the issue of collisions at and IRISET on all the areas mentioned above. IR has stations resulting from SPADs. set aside Rs.0.5 billion for this. It requires: Dedicated Freight Corridor • introduction of new training modules at IRISET Work has started on the Dedicated Freight and Zonal S&T training centres; Corridor (DFC). The need of the hour is to provide • audits of existing training courses in advanced signalling and telecommunications coordination with IRSE, which has sufficient solutions so as to meet the requirements of safety, line capacity, reliability and low operational cost. experience and knowledge in the area; Integration of signal, telecomms and suitable train • a revival of the software validation centre at control systems is essential to provide seamless IRISET to develop sufficient skills and man- operation. power in-house to support modern signalling To make DFC a world-class freight system, there is and telecomms systems which need extensive an urgent need for an integrated intermodal software and safety validation where logistics system to provide end-to-end consignment modifications in the system design can occur movement, continuous consignment tracking, during their lifetime. automatic train tracking and monitoring, and a customer-centred information system. Standard design and layouts Telecomms Development of standard design and layouts will Telecomms is going to play a vital role in train be taken up for Panel Interlocking and Electronic operations. As demand grows, it would not be Interlocking systems, ACD systems/equipments and possible to operate the railway system without a BPAC, with a minimum of three sources for each, robust telecomms system providing reliable, high with interchangeability at module level amongst the capacity and secure communication. approved sources for sustaining the system in the Therefore it is proposed to have a Dense Wave long run. Division Multiplex (DWDM) based high-bandwidth Data logging network using quad cables and fibre optics over 65,000 route-km of IR. This will lead to creation of a Data loggers are already in use by IR for predictive rail information superhighway carrying all data maintenance. The time has come to adopt data relating to IT, voice and video on all routes. loggers widely on all important routes, having Mobile train radio communication network mode, a health monitoring system for point IR has decided to go for suitable mobile train machines, and a capability of real time centralized radio communication system for its operational monitoring. requirements. With the successful implementation Maintenance practices of MTRC system on Eastern, NF Railway & NC Railway, these systems need to be adopted in a big To achieve high availability of assets, the following way to cover all its major routes. This will fulfil IR’s will be adopted: requirement of mobile network for onboard safety, • targeted maintenance for signalling equipment signalling and audio-video applications. on high-density routes; Apart from this, deployment of WiMAX in captive • unit replacement system of maintenance; locations such as railway yards, inland container depots and warehouses will be looked into. • condition-based predictive maintenance, using Passenger Information systems data loggers; Integrated real-time passenger information • reduction in work load of Zonal Integrated systems for stations and passengers on board trains Signal and Telecomms Units, from the present are proposed, with high-quality display boards level of 13.19 incidents per thousand to 5.18 by integrated with train announcement systems. These 2015, and to 4.98 by 2020. can also be used to provide audio-visual entertainment for passengers during the journey. Technical support Training resources To support large scale adoption of S&T systems a With the adoption of new S&T technologies on IR, focus is also required on augmenting facilities for the need is being felt to have duly trained and skilled electronic manufacturing, integration, testing and man-power not only to operate and maintain the certification of signal equipment, including computer signalling and telecomms systems but also to automated testing of equipment. 78 JOURNEY FOR SAFE AND RELIABLE TRAIN CONTROL SYSTEMS: RAILWAY SIGNALLING AND TELECOMMS SYSTEMS ON INDIAN RAILWAYS

Figure 1 Map of Indian Railways JOURNEY FOR SAFE AND RELIABLE TRAIN CONTROL SYSTEMS: RAILWAY SIGNALLING AND TELECOMMS SYSTEMS ON INDIAN RAILWAYS 79

Figure 2 The first train in India

Figure 3 The Delhi Metro 80 JOURNEY FOR SAFE AND RELIABLE TRAIN CONTROL SYSTEMS: RAILWAY SIGNALLING AND TELECOMMS SYSTEMS ON INDIAN RAILWAYS

Figure 4 The original Delhi Station

Figure 5 The newly-built New Delhi Station

Figure 6 The world’s largest route relay interlocking at New Delhi JOURNEY FOR SAFE AND RELIABLE TRAIN CONTROL SYSTEMS: RAILWAY SIGNALLING AND TELECOMMS SYSTEMS ON INDIAN RAILWAYS 81 Discussion

Summary of discussion of paper by A. Gupta unsure how the features of ACD and IDCS could be entitled “Journey for Safe and Reliable Train Control adapted and incorporated to fully provide ETCS Level Systems: Railway Signalling and Telecomms Systems 3 and thought that some form of manual intervention, on Indian Railways” given on 10th March 2010. albeit in GSM-R, would still be required to warn of a The discussion was opened by M. Watkins (Railtel) derailed train fouling an open line but little progress who referred to the very labour intensive railway that has been made to date. had been described in the paper and asked the An unknown speaker asked how difficult it was to speaker what effects the introduction of new become an engineer on the Indian Railways. technology on to the Indian Railways would have on A. Gupta explained that there were two ways, either the number of employees. by taking an exam to become an Indian Railway A. Gupta acknowledged that the introduction of any employee or by becoming an employee of one of their new modern signalling system does result in a suppliers. decrease in the number of employees but Indian D. McKeown (Institute of Asset Management) Railways recognise that they have to address the questioned why the Indian Railways would wish to relevant labour relations issues with the Trade Unions. modify proven technology and equipment for use in Additionally, any savings as a result are used to invest the country. in the further construction of new lines with no net A. Gupta clarified that indigenisation is primarily decrease in employees, in fact, in the maintenance and undertaken to cut costs; the original electronic construction groups there are presently staff interlockings cost Rs 8 million but by undertaking the shortages. He felt that until mechanisation of the manufacture and providing the on-going support from routine P. Way work, there would be little room for within India, the cost of an interlocking has been cutting back on the manpower requirements. reduced by 75%. P. Woodbridge (Invensys) noted that, whilst a lot of R. Wyatt (Independent Consultant) observed that at the terminology used in the UK and India is the same, one time India was associated with the universal use of the application of the equipment is quite different and steel sleepers and asked what had been done to allow he asked for an explanation of the differences for the widespread introduction of track circuits. between an RRI (Route Relay Interlocking) and a PI (Panel Interlocking); he also wondered if Indian A. Gupta explained that there were two ways in Railways were contemplating the use of ETCS Level 3 which the problem had been tackled: the first was to having experimented with anti-collision and train replace the steel sleepers with concrete sleepers as complete devices. part of the programme to improve ride quality, the second was either the replacement of the steel A. Gupta explained that PI used to have a separate sleepers or the provision of axle counters. button for point operation within an NX Panel but the design of PI and RRI has now merged such that they P. Jenkins (IRSE Vice President) thanked the author are now the same method of operation, the only for his paper which provided an insight and useful difference is that where the number of routes is less introduction to the Indian Railways prior to the Annual than 150, the system is referred to as a PI whereas Convention to India in October 2010. more than 150 routes is defined as an RRI. He was (Produced by Peter Grant) 82 Australasian Section AGM & Technical Conference held in Sydney 13 November 2009 How Many Interlockings Does It Take to Signal a Freight Train? Noel Burton BSc MIRSE1

SUMMARY The title of this technical paper may be a little misleading but like all good attention grabbing headlines has at least some connection with the story. The content of this paper details the re-interlocking of the Hornsby station area. As the layout at Hornsby is extremely complicated as well as compact, previously four Solid State Interlockings (SSIs) were required to control the area. To need so many of the relatively large SSI interlockings in an area small enough to be bridged by a single freight train, indicates that the original resignalling project was quite a challenge. The paper includes an overview of the original SSI implementation and the engineering journey to commission the new WESTLOCK interlocking to eventually reduce that number.

INTRODUCTION use many abbreviations due to space constraints on some of the slides and diagrams. For a signalling supplier it is never desirable to see a system that they have commissioned be replaced, CIP = Central Interlocking Processor especially if it is only 10 years old. Therefore it (WESTLOCK) seems strange for any company to propose just that. CSG = Control System Gateway (WESTLOCK) However the situation at Hornsby allowed only a few CSS = Control System Simulator (WESTLOCK) possible solutions so that was exactly what happened. DLE = Data Link Emulator Hornsby is a key station and junction on the DLM = Data Link Module (SSI) RailCorp network in NSW, Australia. It is situated in ETCS = European Train Control System northern Sydney and is where the North Shore line meets with the main line from Strathfield to IDL = Internal Data Link (SSI) Newcastle. For many of RailCorp’s suburban i/o = input / output services it is also a termination and turn-back MPM = Main Processor Module (SSI) location. Add to this, that it also houses a rolling stock depot and you have the ingredients for a PMUX = Panel MUltipleXer complicated operation. PPM = Panel Processor Module (SSI) As part of RailCorp’s ‘Clearways’ upgrade of their RBC = Radio Block Centre (ETCS) network, Hornsby was identified as a location that SCM = SSI Communications Module (SCM) would require modification to meet new operational requirements. These requirements came from the, SSI = Solid State Interlocking then under construction, Epping to Chatswood rail T&AILS = Trackside & Adjacent Interlocking link. Additional trains would now need to turn back Simulator (WESTLOCK) at Hornsby but without disrupting the service of through trains and most importantly (at least for this TDL = Trackside Data Link (SSI/WESTLOCK) paper!) freight trains. As well as the need for TFM = Trackside Functional Module additional turn back capacity, a new stabling facility (SSI/WESTLOCK) would be provided. TIF = Trackside InterFace (WESTLOCK) NOTATION TT = Technician’s Terminal (SSI) Before getting started with the detail, a few TW(L) = Technician’s Workstation (Local) abbreviations may be useful. These are also (WESTLOCK) intended as a guide for those trying to follow the diagrams in the accompanying presentation which WHAT CAME BEFORE? Before the new WESTLOCK interlocking was 1 The author is with Westinghouse Rail Systems Australia. commissioned this year, Hornsby had been interlocked by four SSI interlockings. These had HOW MANY INTERLOCKINGS DOES IT TAKE TO SIGNAL A FREIGHT TRAIN? 83 been installed by Westinghouse Signals Australia in required for the new track work areas. 1999 as part of a full re-signalling of the Hornsby • It uses a data language that is the same as the station area. The area covered by the interlockings one used to program SSI. This would allow the included the close approaches from the south and a old data to be reused, thereby reducing the reasonable length of automatic signalled section to design effort. the north. Despite the fact that this was a new and largely Compared to other layouts of equivalent unproven technology, it was seen as the only geographical length and breath, four SSIs may have reasonable solution. The risk of the new technology seemed excessive. The opposite was actually true, could also be mitigated by pre-commissioning with the sheer number of routes through the heart testing as the WESTLOCK could be used to control of the junction mixed with full braking length the existing layout during possessions. This is swinging overlaps used by NSW signalling explained in more detail later in the paper. principles, contributing to data that was some of the (if not the most) complex in the world. THE NEW INTERLOCKING SYSTEM As soon as they were commissioned, the four SSIs The remainder of this paper sets out to detail the at Hornsby were full. The central two were at system that was provided, its differences from the absolute capacity, with the original data having previous SSI interlocking and engineering been skilfully re-written many times during the challenges that were met on course to the final original design phase to make it “fit in”! commissioning. Before delving into the detail of the system 5th PLATFORM AND STABLING YARD architecture at Hornsby, it is worthwhile taking a PROJECT step back to consider some of the common In 2006 WRSA were awarded the contract for the interlocking architectures used as a bit of useful signalling works on the Hornsby 5th Platform and back ground discussion. Stabling yards upgrade project. During the TYPICAL INTERLOCKING ARCHITECTURES tendering for this work, the core technical challenge was how to add the new routes and additional In the age of the Computer Based Interlocking signalling objects without having to renew the entire (CBI) there are now a number of different options on signalling system. Normally with SSI this would be a how to arrange an interlocking and its associated simple case of adding some more data and slotting input/output (i/o). There are three common architectures commonly used, they are: in some new object controllers. The problem with this project was that the areas where the new works • Centralised interlocking, centralised i/o; were going to be installed coincided with the two • Centralised interlocking, distributed i/o; and SSIs that were at capacity already. • Distributed interlocking, distributed i/o. It appeared that the only remotely cost effective method would be to add a fifth SSI to provide the All three architectures are used in a reasonably additional capacity. The problem with this solution even ratio worldwide so there are obviously benefits was that the two existing central SSIs were not just and drawbacks to each of the different approaches. at their data limits but also their cross boundary data British Rail’s Solid State Interlocking (SSI) is a CBI limits. Adding a fifth SSI would only work if all of the which used the second of these architectures. The data from the existing interlockings was scrapped interlocking is centralised in a single housing with true and new, even more complex, interlocking distribution of its i/o made possible by the provision boundaries were demarked. This obviously would of a vital data link and standard, non-programmable, be akin to starting the job again. slave object controllers. Assuming power is already available at each location, this means that in theory WRSA suggested that there may be a second only two, one-pair copper communications cables option. WESTLOCK was a new product that was need be installed along the trackside. just about to go into an operation pilot at Leamington Spa in the UK. WESTLOCK would allow The benefits of a distributed i/o arrangement are the four existing SSIs to be replaced with one single obvious but not always easy to realise. The massive pseudo-SSI interlocking. WESTLOCK had architecture is ideal for long thin layouts, where three key features that made it ideal for this project: direct cabling from a few centralised interlockings is extremely wasteful in terms of cable and associated • An interlocking capacity of over 4 SSIs. ducting. Therefore it would easily encompass all the existing data, plus the new. It would also allow WESTLOCK allowed for this architecture to be the deletion of the verbose and extremely retained at Hornsby, and we will revisit whether this complex cross boundary SSI data which was a was the best arrangement later in the paper. core limitation on the expansion of the existing ‘THE NEW’ VS ‘THE OLD’ system. So what has actually changed at Hornsby? The • It could use standard SSI trackside object supposed benefit of WESTLOCK, which allows the controllers and data links. This meant that the customer to retain most of an existing SSI existing trackside signalling SSI assets could be installation, begs the question as to what actually retained and new equipment would only be changes. 84 HOW MANY INTERLOCKINGS DOES IT TAKE TO SIGNAL A FREIGHT TRAIN?

The simplest way to understand what has WESTLOCK DETAILS changed and what has stayed the same is probably The WESTLOCK system as implemented at by inspecting the following two diagrams which Hornsby consists of the following core components: show Hornsby’s interlocking arrangement before • The Central Interlocking Processor (CIP) – This is and after WESTLOCK was commissioned. the vital interlocking processor. • A Trackside InterFace (TIF) for each TDL – This is the vital interface processor to communicate with the SSI data link. • A Technician’s Workstation – The technician’s interface into the system. • A pair of dual redundant Control System Gateways (CSGs). The way in which these primary components are arranged in shown in figure 1 and can be easily compared with figure 2 to see which new WESTLOCK component replaces which equivalent SSI sub system. The vital hardware used for the CIP and the TIF is a worldwide established product from the process control industry. It had been designed to meet SIL3 standards for high availability, with all modules being at least duplicated for redundancy. This means it came ‘ready made’ with hot-swap, hot- learn capability which allowed a massive step up from SSI in terms of maintainability. A dual path, true and complement processing program architecture was introduced to allow the step up to full safety critical SIL4 rating as required by most railways nowadays.

Figure 1: The new interlocking system at Hornsby based on a WESTLOCK core. Compare this with figure 2 for a clear picture of which equipment was changed and which stayed the same.

Figure 3: The Trident hardware within a TIF cubicle at Hornsby. At the top are the 3 MPs, then below are 2 CMs and at the bottom are 2 SCMs for communication with the TDL via a pair of DLMs (not pictured in the bottom of the cubicle). One of each type of module can fail with no operational impact on the system and can be ‘hot swap’ replaced. The equipment used Figure 2: The former interlocking system at Hornsby which for the CIP is almost the same except that the SCMs are utilised SSI interlockings. replaced with input modules for local alarms. HOW MANY INTERLOCKINGS DOES IT TAKE TO SIGNAL A FREIGHT TRAIN? 85

that WESTLOCK uses separate Trident systems to drive each data link. These are separate from the CIP and are solely responsible for driving and monitoring the data link. These units are called the WESTLOCK Trackside InterFaces (TIF). As there are four data links at Hornsby, the new WESTLOCK is equipped with 4 TIFs. As the TIFs emulate how an SSI interlocking drives the data link, any existing SSI data link can be reused with WESTLOCK. This means all the existing DLMs and TFMs (as shown in figure 5, below left) at Hornsby were retained and did not need to be modified at all. CONNECTING TO THE CONTROL CENTRE Figure 4: The technician’s desk in HYCC relay room. To the left The second major interface that the new is the auxiliary cubicle housing the dual redundant CSGs and the TW(L). Three of the monitors are for the TW(L) and the interlocking had was to the control centre, in the fourth is used for a variety of rare maintenance tasks (CSG case of Hornsby this was to the existing eNtry-eXit interface and configuration PC) via a KVM switch. (NX) panel. The CIP has a processor that is 25 times faster SSI has the ability to communicate to control than the SSI turbo MPMs it replaces in terms of CPU centres using two different protocols. The first speed alone. It is uses Ethernet based option is the BR1921A protocol which is typically communications for both vital and non vital used to communicate with Panel MUltipleXers networks (which are each duplicated for availability. (PMUXs) on NX panels. The second option is the protocol most commonly used by British Rail’s Unlike SSI there is also the ability to have a Integrated Electronic Control Centre (IECC), separate, vital, serial network link into the BR1631, which is now known as the 17503 protocol. interlocking, this means that the WESTLOCK at Given these two options and the clear distinction in Hornsby is now ETCS Level 2 ready and could be use between them, it is easy to guess which was connected to a Radio Block Centre (RBC) without used for the original SSI installation at Hornsby…it the need for any additional equipment. This is was the one not used for panels, BR1631! There something which is just not possible with SSI. was a good reason for this of course, and again it The non SIL4 components of the WESTLOCK was caused by the complexity of the layout and the system (the CSG and TW(L)) are based on ultimate capacity of the SSI interlockings. industrialised COTS PC equipment to ensure a To help fit the original Hornsby data into the SSIs, future, supported source of hardware and to keep the equipment as cost effective as possible. They the decision was taken to separate points are SIL2 rated within the system. sequencing data into a separate FEP as this is non vital data so did not strictly need to be in the CONNECTING TO THE TRACKSIDE interlocking processor. This led to Hornsby having the processing capable WSA S2 Scanner 41 PMUXs In the Hornsby application, WESTLOCK controls installed which communicated BR1631 rather than the railway using SSI Trackside Functional Modules the more common Scanner 42s PMUXs which (TFMs) connected to a SSI Trackside Data Link (TDL). communicate BR1921A. SSI TDLs use a relatively simple protocol which is As there was no such space constraint when the slow by modern standards. However the processing data was ported into the WESTLOCK this allowed required to drive such a vital link is intensive enough the point sequencing data to be re-co-located with the interlocking data in the CIP. As there was now no need for any pre-processing in the scanners, they were converted to the Scanner 42 type. The WESTLOCK CIP only talks one control centre protocol, the Westinghouse CADLOCK protocol. This is intentional as a separate Control System Gateway is provided in the event a non CADLOCK enabled control centre needs to be interfaced to. The CSG also houses the non vital panel processor logic engine used with some control protocols. This is an exact emulator of the logic processing engine in the Panel Processor Modules of SSI. As the new Hornsby PMUXs communicate using BR1921A protocol and pre-panel processing is required to derive the panel indications, a dual Figure 5: Existing TFMs (Point / Signal / Point) at HYCC. This equipment remained unmodified as it is intentionally unable to redundant pair of CSGs was required with the detect the difference between SSI and WESTLOCK. WESTLOCK at Hornsby. 86 HOW MANY INTERLOCKINGS DOES IT TAKE TO SIGNAL A FREIGHT TRAIN?

HELPING THE TECHNICIAN RailCorp has experience of such activities and As with most CBIs, SSI provides a computer elected to semi cross-accept the product based on interface for the technician to control and the extensive approvals work completed by interrogate the interlocking. The SSI technician’s Network Rail in the UK. Despite this ‘ready to go’ interface is called the Technician’s Terminal (TT). documentation from the UK, there was a lot of additional work to be completed to prove it was The TT is now definitely showing its age and has two suitable for use on RailCorp’s network and would be major shortcomings: safe and reliable in its new environment. 1) It is based on an obsolete hardware platform The Hornsby project was a good example of how such which is becoming ever more difficult to procure. type approvals require a great deal of team work, in 2)For the technician to find out what the this case spread between RailCorp’s type approval interlocking is doing they must literally team, a team of consultants employed to assist with ‘interrogate’ it, which is a slow and cumbersome the assessment of the UK evidence and WRSA. process. One of the most impressive and obvious improvements that WESTLOCK brings to the SSI family is an all new replacement for the SSI TT. The WESTLOCK Technician’s Terminal is based on a Windows XP embedded operating system and runs on COTS industrialised hardware,thereby reducing costs and ensuring future hardware availability.

Figure 7: Paul Szacsvay from RailCorp presents Victoria Snook from WRSA with the WESTLOCK product Type Approval Certificate during the commissioning. The amount of work required to obtain such approvals for modern SIL4 equipment should not be under estimated.

TESTING As with any interlocking project a number of Figure 6: A screen shot from the WESTLOCK TW(L). different testing levels needed to be completed to verify and validate the correct and safe operation of the new system. These included data principles As can be seen by the picture in Figure 6, the user testing and site through testing, but in the case of interface is totally different from the SSI text Hornsby placed additional importance on the terminal type interface. The technician is now able Factory Acceptance and Site Acceptance Testing to see a graphical view of the railway, monitor (FAT/SAT) due to the complex system architecture selected objects in a separate panel and graphically and the fact it was a first of a kind in NSW. drill down into either hardware status information or FACTORY ACCEPTANCE TESTING interlocking memory states. As with most complex system installations, one of The new TW(L) at Hornsby is provided with three the most important first steps to mitigate the risk of LCD VDUs to provide the technician with a large any expensive issues on site is to conduct a mimic overview to monitor the state of the entire comprehensive Factory Acceptance Test (FAT) in the layout, while at the same time being able to view a convenience of the lab. number of other interlocking states. For the Hornsby project this allowed the engineers During commissioning another useful feature was to replicate the final interlocking arrangement in the the ability to have two TW(L)s connected onto the office. Along with the obvious advantages of interlocking’s network for testing. This allowed a allowing preliminary testing of the final system duplicate to be placed at the panel to assist and configuration and the assurance that all hardware speed up principles testing. and configuration data is operating correctly, it also APPROVALS has another important benefit when implementing new technology – it allows the engineers to As Hornsby was the first application of the familiarise themselves with the technology. This WESTLOCK system in NSW, it was necessary for additional benefit should not be underestimated, as RailCorp to grant Type Approval for its use before it can provide invaluable knowledge that can save the commissioning. massive amounts of time on-site. HOW MANY INTERLOCKINGS DOES IT TAKE TO SIGNAL A FREIGHT TRAIN? 87

control system. A real WESTLOCK CIP is utilised to ensure the actual execution of the interlocking logic, specifically with respect to timing issues is reproduced exactly at the time of principles testing. The tester also has access to a Technician’s Workstation which allows the application of bars to be tested and powerful monitoring tools to track the operation of the interlocking, especially changes of state. SITE TESTING As WESTLOCK drives the same track side data links and object controllers as SSI without the need for any modification, this allowed the Site Acceptance Test (SAT) process to complete some very comprehensive testing before the actual commissioning. Every opportunity was taken when a possession was planned to disconnect the SSIs and connect the WESTLOCK. This allowed many hours of evidence to be collected to assure both application engineers and the customer that the risks at and beyond commissioning where as low as possible. As additional locations with new DLMs and TFMs would be added at the final commissioning these Figure 8: The Pre-FAT testing. A new toy rarely stays in the box when engineers are left unsupervised! Pictured above is the weren’t readily available on the existing data links. temporary WESTLOCK FAT housings. WESTLOCK supplies a Data Link Emulator (DLE) which can emulate these missing TFMs in much the same way as the SSI blue telegram generators, but As WRSA staff had never commissioned a for multiple TFMs at the same time and with the WESTLOCK interlocking before Hornsby, the need same graphical user interface as the T&AILS system to familiarise themselves with the new hardware and used for simulating the trackside during principles configuration software was acute long before the testing. planned commissioning. To facilitate this, the core TRUSTING THE SPECIFICATION hardware was ordered early and as soon as it arrived a pre-FAT experimental rig was constructed in the Unfortunately no project runs its course without Sydney office. Figure 8 shows a WESTLOCK CIP something unexpected putting a potential spanner (top) and a TIF (bottom) on a rather quickly in the works. For the implementation of fabricated ‘WESTLOCK Trolley’. The TIF trolley WESTLOCK at Hornsby this metaphorical spanner even has integrated DLM holsters! These are was discovered during a pre-commissioning certainly cheap and offer great portability but leave change-over trial. something to be desired when it comes to EMC A number of these trials had already been protection. Like the very best engineering they met completed prior to this problem being detected. In the requirements of the task in hand and no more! those prior tests, the data links from one or more of DATA TESTING the existing SSIs were re-routed from the SSI to the WESTLOCK TIFs. From the very first trial the Despite the fact that all of the old SSI data could WESTLOCK performed as expected with no errors be literally ‘copy and pasted’ into the WESTLOCK being detected. So when moving onto testing the system, because of the removal of all the cross Hornsby ‘D’ TDL it was with a great deal of boundary data and the addition of the new routes, (unexpected) consternation that it was discovered it was impossible to avoid having to re-test all of the all was not well. On the positive side the clear data. diagnostics from the TW(L) made it immediately Part of the WESTLOCK support suite is a full obvious that a number of telegrams were being complement of testing software. Like many things rejected by the TIF. Like any good fault, the with WESTLOCK these mimic and try to improve dropped messages occurred infrequently and with upon the test environment previously provided for no definite pattern. However in the worst cases SSI interlockings. The tester is armed with a where the message was rejected on both the A and Trackside & Adjacent Interlocking Simulator B data links, inputs from the modules at that (T&AILS) which mimics the trackside objects, data location would be lost, resulting in tracks going links and TIFs. The tester can automate many of the occupied and signals reverting to danger. objects such as point detection, or can take full The first stage of the fault finding was to go out control to enact failure conditions. A Control and ‘measure the data link’. Anyone with System Simulator (CSS) is provided to negate the experience of working alongside SSI systems need to provide CSGs or a real replica of the final engineers will know that this task is a dark art, for 88 HOW MANY INTERLOCKINGS DOES IT TAKE TO SIGNAL A FREIGHT TRAIN? those gifted with a much bigger slice of ‘T’ than in the final commissioning date had been delayed. the author’s personal S&T repertoire! This allowed a competitor to challenge Hornsby for First impressions of the oscilloscope readings the glory. Queensland Rail had been quietly suggested all was well, so a bit more thought was catching up with RailCorp to deliver their first WESTLOCK installation. In the end NSW beat QLD needed. The initial question was obvious, ‘why does by 1 weekend, an exciting contest even referred to this one not work but the other data links are fine?’ at the time as the ‘WESTLOCK State of Origin’! Hornsby ‘D’ TDL is different from the other 3 data links at Hornsby as it is long and thin, controlling an POST COMMISSIONING auto section with many small distributed locations. Because of this distance it is common practice to Since commissioning the Hornsby installation has install a number of isolation transformers and even performed reliably with 0% service disruption amplifiers on the data link to protect and enhance attributable to the new interlocking. the signal. Were these the culprits? Another test Living with a new installation allows the ‘test of session was arranged and despite various time’ and inevitably some small issues have been experimental changes being made to the data link discovered and addressed. the problem could only be shifted but not cured and It is interesting to note that most of these (not still the oscilloscope readings suggested there was only from the Hornsby installation, but worldwide) nothing unexpected in the message form. are related to the diagnostic system. It seems that Fortunately we had help in numbers as this same when developing a new SIL4 product is it all too fault was detected during a trial for WESTLOCK in easy to focus on the parts of the product that are Portugal. Again the data link was long with a considered ‘important and challenging’ without number of isolation transformers. It eventually giving all other components the same level of became clear that the messages were indeed attention. The task of raising and tracking fault incorrect. The cause was that the telegram alarms surely cannot be too taxing? But consider precursor was being delayed and distorted by the the case where a number of different non-critical extra equipment on the data link. This resulted in alarms become active and then clear and then the first high bit of the actual telegram being reoccur at the same time as another fault becomes received outside the specified permitted time active and does not clear. With an alarm interface as range. But this couldn’t be right as this was the limited as that on the BR1921A protocol it is easy to specification for SSI and SSI did not have a problem get into an incorrect state. The problem is by no with the telegrams. means impossible, but is a good example of There was only one explanation, the SSI data link something that appears to be very easy and low risk specifications which the WESTLOCK development becoming the only notable problem. team had so carefully followed to ensure NEXT TIME… WESTLOCK would behave as reliably as SSI were not followed 100% by SSI itself. Given the experience at Hornsby, it is interesting to ask, ‘what would we do differently next time?’ After some historical analysis of SSI design and The systems integration testing during possessions consultation with the some SSI ‘inner working’ worked extremely well and in all subsequent ‘first’ experts it was agreed that this hypothesis was true WESTLOCK installation in other states, emphasis and therefore an argument was made to alter the has rightly be put onto excessive FAT and SAT WESTLOCK design to allow for more distortion in testing to maintain this low risk profile to the messages. commissionings. THE COMMISSIONING From an interlocking point of view there is little in the project that we would have changed. The one To paraphrase a common expression, ‘only a very opportunity that was realised too late was that stupid signalling engineer thinks a commissioning Hornsby could have been commissioned in two will be easy’, but when you have had the stages. The existing Hornsby layout should have opportunity to plug the interlocking into both the been migrated onto WESTLOCK as a first stage, as trackside and control system interfaces prior to the this would truly have allowed the introduction of commissioning and ensure there are no faults, it is WESTLOCK to be as low risk as possible. With the easy to feel a bit too confident. layout the same, the SSIs could have been retained But confidence (and smugness) was exactly what in warm standby, ready to resume should there have was present on the day when all interlockings were been a problem detected with the WESTLOCK. changed over and working within 30 minutes of the It is also interesting to consider how we might have SSIs being booked out of use. approached the project differently if it had been a As expected, no issues with the WESTLOCK total re-signalling; there are some interesting new equipment were found during the commissioning options. It would have been exciting to have trialled and in fact the biggest problem was getting existing the use of the Fibre Optic SSI data links as used by TFMs to co-exist with some new LED signals. QR, if only because it would have avoided some of the message degradation issues detailed previously. The main source of pressure on WESTLOCK for the Hornsby commissioning was one of pride and It would also be interesting to revisit what the honour. Due to other events on the Hornsby project ideal interlocking architecture would be for this site, HOW MANY INTERLOCKINGS DOES IT TAKE TO SIGNAL A FREIGHT TRAIN? 89 had it been a total resignalling project. Given Hornsby is mostly a ‘short-fat’ layout, with the station area signalling objects being fed from a small number of large locations and relay rooms, another possibility might have been worth investigating. As WESTLOCK allows communication with other interlocking products using the now common WESTLOCK Network Communications (WNC) vital Ethernet protocol, it would have been possible to have used large concentrated WESTRACE systems at the key locations to provide a semi-distributed, semi-centralised i/o system with the benefit of the option for Hot-standby object controllers. This would have allowed for high redundancy at both the interlocking and object controller levels. For the long-thin auto section, a TDL with SSI TFMs would have been an ideal mix. As a possible subject for a future paper, Queensland Rail have just commissioned their second WESTLOCK system using just such a WESTLOCK/WESTRACE architecture as shown in figure 9 below.

Figure 10: The final WESTLOCK CIP and TIF cubicles with their doors open. The cubicles may look like they are only good for dragging signalling product packing into the 21st century, but they are also very comprehensive EMC enclosures, specifically designed to meet modern EMC requirements.

introduction of a major new signalling product into a critical node on a working railway. In some respects the engineers on this project Figure 9: WESTLOCK at Jilalan (QR, QLD). The third were spoiled as it is rare to be able to test a WESTLOCK installation in Australia to date. Pictured here next completely new interlocking, by just changing over to the Hot Standby WESTRACE used as an object controller in a couple of wires in less than 5 minutes and then place of the more usual TFMs. changing them back again before handing back the railway in a very stress free operation. WESTLOCK CONCLUSION facilitated this low risk approach due to its concept of emulating and improving SSI rather than the So, how many interlockings does it take to signal wholesale replacement of it. a freight train? Well at Hornsby the answer used to be four (for a very long freight train!) but now in However, despite these advantageous features, 2009 is only one! The merger of these four the introduction of any new product which has not interlockings into one, probably has no direct got a worldwide performance history requires benefit to freight trains in terms of performance or fastidious pre-testing and assessment of its headway, but the indirect benefit of facilitating the application to ensure when it is commissioned it is addition of a 5th platform at Hornsby can be as successful and smooth as Hornsby proved to be. witnessed everyday as freight trains run unchecked Hornsby has now been under the control of around terminating trains from the Epping WESTLOCK for over 6 months and as WESTLOCK is Chatswood rail link. rolled out in more projects around Australia (not to Of course this paper is not about freight trains, mention the rest of the world) the lessons learnt but hopefully it is a useful overview to the from this first application are being put to good use. 90 Australasian Section Technical Meeting held in Brisbane 26 March 2010 Moving Towards Goal-Based Safety Management Dr Holder M Becht Phd BInfTech(Hons)1

SUMMARY In virtually all safety-critical industries the operators of systems have to demonstrate a systematic and thorough consideration of safety. This is generally done through the application of safety standards as part of the development of safety critical systems. Many safety assurance standards (like EN50126 [1], IEC 61508 [8], DEF (Aust) 5679) [6] are very prescriptive. They require specific techniques, approaches or measures to be applied to achieve the safety objective without allowing the users to select a suite of techniques and measures best suited for their application and development environment. The application of prescriptive techniques can work well for some systems but can be a hindrance for others. There has therefore been an increasing trend in many industries to demonstrate safety by assuring certain goals have been achieved, rather than simply following prescriptive standards. Goal-based standards do not specify the means of achieving compliance but sets goals that allow for alternative ways of achieving compliance. Goal-based safety standards are now a reality and applied in the medical industry and defence; examples of such standards are the UK Defence Standard 00-56 [5], and the UK Railway Safety Standard The Yellow Book [11]

INTRODUCTION • the likelihood that the claims are true (i.e. the In this paper we look at what goal-based assurance of the claims); and standards can provide to the railway industry and if • the extent to which the claims entail the goal-based safety cases could be a valuable tool for conclusion. reasoning about safety. We discuss opportunities Safety Assurance is therefore a qualitative and challenges for the development and use of goal-based safety cases. Finally we discuss the statement expressing the degree of confidence future of safety standards and investigate how this that a safety claim is true. The overall assurance of can become a reality in the railway industry. a system is equal to the assurance of the top-level The structure of the paper is outlined as follows. goal. 1.Why we need goal-based standards A Safety Case is the primary means of communicating the safety requirements, safety 2.What goal-based standards exist management environment and argument for 3.Generic goal structures assurance of critical systems. More specifically a 4.Generic safety management goals safety case is a documented body of evidence that 5.Generic safety development assurance goals provides a convincing and valid argument that a 6.Generic sets of goals system is adequately safe for a given application 7.The assurance evidence required in a given environment. 8.The impact on railway safety standards Although safety cases are generally accepted, there are different ways of constructing an argument BACKGROUND and providing the assurance evidence. The three The term “Assurance” inherently means a positive main approaches can be characterised as shown in declaration intended to give confidence. It is a Figure 1. subjective determination of the strength of an • Assurance via a set of claims about the system’s inference. Safety assurance is the determination of safety behaviour. the confidence that can be placed in the safety of a system. Assurance is a property of an argument’s • The use of accepted industry “good” practices conclusion and is based upon: and guidelines. • An investigation of known potential 1 The author is a Safety & RAM Manager with Ansaldo STS. vulnerabilities of the system. MOVING TOWARDS GOAL-BASED SAFETY MANAGEMENT 91

requirements”. In “prescriptive standard” the specific means of achieving compliance is mandated; “You shall perform a Functional Failure Analysis and Accident Sequence Analysis”. Prescriptive process-based standards, like EN50128 [2], IEC61508 [8], DO-178B [7], encode the good engineering practice at the time that they are written and rapidly become deficient as good practice is continuously changing with evolving technologies. In fact it is quite probable that prescriptive process eventually prevent the service provider from adopting current industry good practice. Furthermore, technology changes rapidly and many projects find that cutting edge technology at the beginning of a project can be out-dated by the Figure 1: Safety case approaches time it goes into service. The problem is that standards change relatively slowly taking up to 10 years to be updated and released. This means that The first approach is goal-based – where specific prescriptive standards will always be behind the safety goals for the systems are supported by technology curve. arguments and evidence. The second approach is Consequently there are clear benefits in adopting based on demonstrating compliance to a known a goal-based approach as it gives greater freedom industry accepted good practice (generally in developing technical solutions and captured in a process-based safety standard). The accommodating different technical solutions. In final approach is a vulnerability-based argument order to adopt a goal-based approach, it is where it is demonstrated that potential necessary to provide a coherent and convincing vulnerabilities within a system do not constitute a safety justification. problem – this is essentially a “bottom-up” approach as opposed to the “top-down” approach used in goal-based methods. These approaches are not mutually exclusive, and a combination can be used to support a safety argument, especially where the system consists of both off-the-shelf components of unknown pedigree and application-specific components. In the past, safety arguments tended to be implicit and process-based. Compliance to accepted good practice was deemed to imply adequate safety; this is the general approach applied for signalling where compliance to Figure 2: Goal-based Argument signalling principles and standards is considered to imply adequate safety. This compliance approach A goal-based approach can be applied at any works well in stable environments where good practice was supported by extensive experience, level from the top-level system downwards. It is like signalling. However with fast moving important that there are clear links between the technologies, a more pragmatic approach is top-level goals and the sub-goals. At each level, required that can accommodate change and the acceptance authority requires explicit safety alternative strategies to achieve the same safety goals, convincing arguments to justify the goals are objective. This is why goal-based approaches are met, and adequate evidence to support the being advocated, particularly for systems with novel arguments. In practice the rigour of the arguments components and developmental systems. and the amount of evidence will depend on the safety significance of the individual system WHY GOAL-BASED STANDARDS? functions. Historically many safety process standards have The advantages, or opportunities, offered by a been prescriptive (i.e. tell people what to do) and/or goal-based approach brings some attendant proscriptive (i.e. tell people what to avoid doing). In challenges, including: contrast, goal-based standards tell people what • Agreeing on appropriate means, and levels of they need to achieve (and allow alternative means evidence, for demonstrating safety, especially to achieve this). At its simplest, the process is to establish safety requirements, design to meet them, with new technology; and to show that they have been met. For example, • Contracting for a safety program where the set in a goal-based approach there could be an goal to of safety activities and required evidence may “Demonstrate completeness of the safety not be determined “up front”. 92 MOVING TOWARDS GOAL-BASED SAFETY MANAGEMENT

It may also be difficult for certifying bodies to GENERIC GOAL STRUCTURES certify products to a goal-based standard. With Although several standards have adopted goal- prescriptive standards this is a relative mechanical based approaches to safety assurance, there are process. The certifier would certify a product by differences in the way the safety argument is using the prescriptive requirements in that standard as a checklist to confirm compliance. With goal- constructed and justified. The Goal Structuring based standards this will no longer be possible and Notation (GSN) is emerging as one of the preferred there is much more responsibility placed on the methods for constructing a goal-based argument, certifier who will need to make a subjective and is defined in Def Stan 00-56 [5] and The Yellow judgement instead of an objective one. Certifiers in Book [11]. turn will most likely shift this responsibility onto the Independent Safety Assessor to make the judgement that a specific product or system is safe. This means that in order for a goal-based standard to be effective some of the inherent subjectivity of this approach needs to be reduced to simplify the acceptance and certification process. GOAL-BASED STANDARDS Despite the differences in detail, goal-based approaches are now being adopted in standards with the key premise that they are not to be Figure 3: Elements of Goal Structured Notation technology specific. The GSN is a graphical notation that explicitly The UK Civil Aviation Authority software safety represents the individual elements of a safety assurance standard [12] identifies a standard set of argument (requirements, claims, evidence and top-level goals for software based systems which context) and, perhaps more significantly, the are generic (e.g. specification is valid, specification relationships that exist between these elements. is correctly implemented, etc.). That is, the GSN depicts how individual The software part of Def Stan 00-56 [5] requires requirements are supported by specific claims, how goal-based safety justification and explicit safety claims are supported by evidence, and the assumed arguments to support the safety claims made. Def context that is defined for the argument. The Stan 00-56 [5] may have taken the goal-based principal symbols of the notation are shown in approach too far in an attempt to be completely Figure 3. flexible. The standard places all the onus on the Figure 4 provides an example of a goal structure service provider to develop the system as they of safety arguments, which is generally applicable to please and provide justification that the system is most applications. safe. It is clear from this standard, that some structure and minimal processes need to be GENERIC SAFETY MANAGEMENT prescribed. In reality we see both approaches working in parallel. The Yellow Book is one of the GOALS few standards that provides high level goals and As detailed above, the safety management suggests several process-based standards to approach is expected to remain consistent amongst achieve each goal. standards. This section will expand goal G7 of As stated, a combination of somewhat prescriptive Figure 4 to define the safety management goals that safety management activities, generic goals, and would enable the other goals to be achieved by process-based guidance must be captured in a goal- ensuring that safety activities are planned, based standard for it to be effective and to allow a monitored against the plan, and effectively wide range of technologies to be certified. More executed. specifically, it must be recognised that the Research and practical experience in safety-related prescriptive process-based standards are primarily a systems and careful study of existing safety hindrance for the development and assurance of standards (e.g. Def Stan 00-56 [5], The Yellow Book software. It is this aspect of safety engineering that [11], IEC 61508 [8], MIL-STD-882C [4], and Def(Aust) needs to be, and that will gain the most benefit from, 5679 [6]) have identified the following key a goal-based approach. The Safety Management requirements for the development of safety systems. approach is expected to remain fairly prescriptive, • It is essential to have a systematic approach to structured and consistent in future safety standards. safety that incorporates techniques which are In fact it is already fairly consistent across safety valid for hardware, operators and software. standards from different countries and industries. The objectives and goal of safety management is • System design must be inherently safe; issues investigated in more detail in a subsequent section raised during hazard analyses must be allowed but before this is done, we depict the generic top- to impact system design if necessary. level goals that would be applicable to most • The use of integrity levels allows the application development projects and that should be reflected of effort and rigor which is appropriate to the in a goal-based standard. criticality of a component. A practicable and MOVING TOWARDS GOAL-BASED SAFETY MANAGEMENT 93

sound approach is needed for the assessment 3.Appropriate standards applied (G4) of integrity levels for system components. From the surveyed standards, the generic Safety • A well-defined set of appropriately rigorous Management goals indentified are: steps must be applied to deliver assurance of • Define Safety Scope: Describe the safety policy, safety. collect information about the system and It can be seen that these key requirements are environment in which it will operate, establish the boundaries of the system and define the reflected in the main safety argument S1 of Figure 4, scope of the hazard analyses. and are based on: • Define Safety Acceptability / Tolerability 1.Safety requirements are complete and correct Criteria: This must be done in cooperation with (G2) the customer. It should be noted that different 2.Safety requirements are satisfied (G3) countries and different industries require the

Figure 4 Example Generic Safety Goal-structured Safety Argument. 94 MOVING TOWARDS GOAL-BASED SAFETY MANAGEMENT

risk scale to be adaptable to suit the particular software, hardware and configuration data, like system implementation depending on the application logic for a signalling interlocking. operational profile of the relevant system. Functional safety requirements (generally) require • Define Safety Organization: Establish and the performance of certain functions to provide a maintain a safety organisation structure for the level of hazard mitigation and risk reduction. The project, including specifying roles and duties of safety integrity (also referred to as Development personnel and groups, providing reporting Assurance Level) requirements define these channels, and ensuring adequate levels of performance requirements, which are directly managerial and technical skills and proportional to the level of risk reduction required independence. and claimed. The higher the level of risk reduction, the higher the level of integrity and confidence • Define Interface to Other Disciplines: Define the required that the component is functioning interactions and data/information flow to and correctly. from other safety disciplines and other system engineering disciplines to ensure they Integrity requirements define the reliability and effectively work together and do not duplicate robustness required for the given safety work. requirements and can also be used to define the availability of the system to perform its functions. • Define Hazard Tracking System: Define a single closed-loop hazard tracking system to Standards that use Safety Integrity Levels (e.g. IEC document hazards from identification to 61508 [8]), or their equivalent concepts closure, detailing the risk assessment, risk (Development Assurance Levels in SAE ARP 4761 reduction and verification evidence. [10] or Safety Assurance Levels in DEF (Aust) 5679), [6] explicitly or implicitly define good practice for • Establish Safety Management Group: Set up a each of the levels and therefore implicitly link system safety management group (also referred engineering methods and tools with risk and to as system safety working group and safety quantitative or pseudo-quantitative requirements. committee by the surveyed standards) to By dictating methods, a strategy for achieving the oversee, review and endorse safety requisite confidence is imposed, which may work management and engineering activities. well for some applications but be a hindrance in • Define Safety Development Assurance Tasks: others as already discussed. Define the process for demonstrating allocated Development assurance is an area where a goal- integrity / assurance levels of components. based standard can and needs to provide flexibility • Define System Safety Management Plan: to allow service providers to select the most Describe the activities for achieving functional appropriate set of techniques and practices for the safety, plan the safety analyses and system under development. We cannot get away assessments, and describe the means to from applying a set of techniques and measures to develop and maintain the Safety Case. develop software and hardware. Furthermore unless • Independent Safety Assessment: Plan for and the techniques and measures applied are assign an independent organisation to provide considered to be industry good practice, it will be assurance that relevant legislations, standards difficult to justify in the safety argument. and policies are complied with. The Yellow Book provides the service provider • Define Safety Management System: Provide a some flexibility when it comes to development through life safety management plan to manage assurance by providing a list of prescriptive process and maintain the system Safety Case during standards (e.g. EN50128 [2], IEC 61508 [8]) that may maintenance and modifications until be applied. What is required is to allow for the service provider to select, mix and match, decommissioning and disposal of the system. techniques and measures from various development As mentioned above, it is expected that this standards, or wherever current industry good aspect of safety management will remain relatively practice is defined. This is easier said than done. prescriptive and consistent amongst standards, That is, for this to be effective, there needs to be a including those for railway signalling. The main link between development assurance goals and reason why this can be more prescriptive is because development processes defined within the it is not technology specific. standards. The key benefit of the goal-based approach will The software assurance parts of development however be more evident and obvious for the assurance standards, like EN50128 [2], IEC 61508 development assurance of software and, to a lesser [8], DO-178B [7], DO-278 [9], Def(Aust) 5679 [6], extent, hardware which are technology dependent. SAE ARP 4761 [10], need to be goal-based. They need to provide a tailorable safety development SAFETY DEVELOPMENT ASSURANCE process framework that details the type of The primary objective of development assurance assurance that must be provided (i.e. the goals). The is to provide confidence that the system is free from derivation of the framework must focus on safe systematic faults. The second objective is to design concepts (i.e. goal-based) instead of good demonstrate that the safety requirements have design practices (i.e. process-based), as design been correctly implemented. Development practices are generally tuned towards reliability and assurance is required for the development of quality instead of safety [13]. MOVING TOWARDS GOAL-BASED SAFETY MANAGEMENT 95

In addition, these standards need to provide evidence will be provided and then convince the sufficient guidance for alternative techniques and acceptance authority. The reason that there is no measures that can be selected in order to achieve definitive answer is intrinsic to the goal-based these goals for the required integrity. This means a approach in that the evidence required is link needs to be provided between goals and application specific and specific to the selected development processes to make it easier for service method of development. What is clearer is that the providers to justify that a selected set of processes amount of evidence required is proportional to the meets the development goal. level of integrity required or associated with the For example, when considering software safety product. development assurance, the good-practice Having generic sets of development goals techniques and measures mandated and/or defined, as detailed above, will help by providing a suggested in the surveyed standards can be more structured breakdown of the type of evidence categorised into four objectives or goals: required. The service provider needs to break each • Providing a good design basis for development, goal down into manageable sub-goals which in turn customized for safety; expressed as a design make it easier to identify what evidence would and coding standard including selection of a support an argument to justify each sub-goal. suitable programming language or a safe Def Stan 00-56 [5] discusses the need for three subset of the programming language. types of evidence, and requires that a combination • Ensuring that safety requirements are correct of these need to be provided to justify the overall and complete; by the application of structured safety argument; these are: process-based, product- hazard and risk analyses. based, and counter evidence based on vulnerability studies. It should be noted that these actually reflect • Ensuring that safety requirements are the three approaches described in Figure 1, and are adequately addressed in the design, and that also evident in the generic goal structure shown in the code implements only the allocated and Figure 4. derived requirements; by the provision of traceability and coverage. Process-based evidence needs to provide confidence that industry “good” practice was • Providing evidence that each software applied for system development and safety component meets its allocated safety management. Generally, product-based evidence is requirements; by the provision of design and considered to be an output or result of following a coding verification & validation. particular process. Subsequently having the The key generic goals for the development of development processes identified should guide the hardware would be very similar and cover: service provider in identifying the type of product- • Quality and Reliability Assurance of based evidence that is required for the system Components. under development. • Completeness of safety requirements. It is important to understand the purpose of the evidence, and what it will be used for. The evidence • Requirements traceability and coverage. will be to support arguments about the behaviour of • Design and manufacturing verification and a system to gain confidence that the system is safe. validation. The independent safety assessor will assess each The other important aspect to remember is that piece of evidence subjectively against each development goals need to focus on safety and not argument by considering: just quality and reliability to ensure that the end- • Relevance product is safe [13]. • Sufficiency It is believed that defining generic sets of • Argument coverage development goals, particularly for software, as detailed above, is what standards bodies need to • Validity focus on in order for the goal-based approach to be • Independence effective. Generic sets of development goals will As already mentioned, the intrinsic subjectivity of most likely need to be defined and fine-tuned for the goal-based approach is the main drawback with different industries and different types of this approach. This is why well-defined sets of application to make it easier for the service provider generic development goals and a consistent safety to determine what evidence is required and easier management approach is so important for reducing to convince the acceptance authority. This will not some of the subjectivity. be an easy activity and much effort and expertise is Evidence needs to be placed under configuration required to get this right. management and associated with the system THE ASSURANCE EVIDENCE configuration that it allies to. Quality attributes that are associated with most engineering artefacts are The main problem and the question always asked likewise applicable to evidence. It must be possible with the goal-based approach, as mentioned several to demonstrate the following properties for each times, is “What evidence is needed and how much piece of evidence. evidence is enough?” Unfortunately there is no definitive answer to this question. Much effort is • Existence required by the service provider to define what • Precision 96 MOVING TOWARDS GOAL-BASED SAFETY MANAGEMENT

• Completeness CONCLUSIONS • Correctness It should be clear at this stage that prescriptive These will be assessed objectively by the safety standards hampers the continual move forward in assessor. technology, while the goal-based approach leaves us without suitable advice or agreement on RAILWAY SAFETY STANDARDS IMPACT achieving assurance. So what does this mean for the railway industry A goal-based approach, along the lines of that and the well known standards (i.e. CENELEC [1][2][3] used in Def Stan 00-56 and The Yellow Book [11], and The Yellow Book [11]) that regulate and govern has obvious benefits as it imposes fewer constraints it? on the implementation, both in terms of processes The CENELEC standards EN5012x are well known and in technical solutions. The goal-based approach and widely accepted in the railway industry across is useful from a safety assurance perspective, as the the globe, including Australia, Europe, Asia and questions focus on safety-related outcomes (e.g. Africa. The main problem with regard to these “what evidence do you have to show that display standards is that they are closely linked and updates occur within x seconds?). interleaved. In a goal-based approach, it is not sufficient to This does not necessarily mean that this would be demonstrate compliance to a generic safety process the end of the CENELEC standards. In fact, (such as IEC 61508 [8]). Convincing arguments have EN50126 [1] and EN50129 [3] would not require to be constructed that relate to the behaviour of the much change, as they are not technology specific specific product and its safety properties and this and define a relatively generic safety lifecycle and can be difficult for service providers to adopt. There acceptance framework, along the lines of the is a need to shift from documenting how hard generic safety argument in Figure 4. One important people have tried to develop a system, to providing change would be the decoupling between these evidence and arguments about the behaviour of standards, e.g. EN50129 should not prescribe the that system. use of EN50126 [1]. However, it has to be recognised that such an EN50129 [3] would require Safety Cases to be approach represents a significant shift from: goal-based and require the evidence to be against • a process compliance approach to a product the behaviour of the system instead of focusing on orientated, safety property approach compliance against the requirements of EN5012x. • a tick-box mentality to argument-based mind- The biggest impact would be for EN50128 [2], set which will need to change to goal based, as The future of safety management is and needs to discussed above, and focus on safe design be goal-based as prescriptive standards cannot concepts, covering: keep up with fast changing technology. For a goal- • Design and coding standard. based approach to be effective and efficient: • Application of structured hazard and risk • The goals need to not be technologically analyses. specific and focus on safe design concepts. • Safety requirements traceability and coverage. • There needs to be a well-defined (somewhat • Design and coding verification & validation. prescriptive) and structured process for safety The Yellow Book [11] is most likely going to management, as detailed in Figure 4. become the standard of choice in the railway • Development assurance processes, particularly industry and is already being preferred or adopted for software, need to be tailorable and flexible, by many acceptance authorities in the UK and with a clear link to goals. Australia. The Yellow Book [11] is already goal- • A rich collection of generic sets of development based and includes the goal structured notation. goals needs to be defined and captured in The Yellow Book [11] will need to allow for flexibility standards. for the selection of development processes and should define generic sets of development goals, • Guidance needs to be provided for defining the instead of listing prescriptive standards that should goals and indentifying (and gaining agreement be applied. with the acceptance authority) on the type and amount of evidence required. From a railway signalling perspective, some acceptance authorities (e.g. RailCorp, TIDC) are This shift towards goal-based standards will by no already requiring service providers to provide more means be easy and it will most likely take some time assurance evidence and not just show compliance to to get things right. A quite a mature industry with signalling standards and principles. Even without lots of experts is required, with the UK leading the the use of goal-based standards, there will be much way, particularly to develop the generic sets of goals more effort required by the acceptance authorities for each industry. in the future to justify a signalling design, The main challenge with the goal-based approach particularly justification of the application logic of an will be for the service provider and acceptance interlocking. However goal-based standards will authority to agree on the goals and required allow service providers to develop the application evidence. It is also not clear if the goal-based logic using techniques that best suit their needs. approach would actually make it easier or more MOVING TOWARDS GOAL-BASED SAFETY MANAGEMENT 97 difficult for cross standard acceptance and Certification. Radio Technical Commission for certification, because of the more subjective nature Aeronautics (RTCA). 1992. of the goal-based approach. 8. IEC 61508: Functional Safety: Safety Related REFERENCES Systems. International Electro-technical Commission (IEC). 1995. 1. CENELEC EN 50126. Railway applications - The specification and demonstration of 9. RTCA DO-278: Guidelines for Reliability, Availability, Maintainability and Communications, Navigation, Surveillance, Safety (RAMS). 1999. and Air Traffic Management. Radio Technical 2. CENELEC EN 50128. Railway applications - Commission for Aeronautics (RTCA). 2002 Communications, signalling and processing 10. SAE ARP 4761: Guidelines and Methods for systems - Software for railway control and Conducting the Safety Assessment Process protection systems. 2001. on Civil Airborne Systems and Equipments. 3. CENELEC EN 50129. Railway applications - Society of Automotive Engineers. 1996. Communication, signalling and processing 11. The Yellow Book: Engineering Safety systems - Safety related electronic systems Management, Volumes 1 and 2, for signalling. 2003. Fundamentals and Guidance. Rail Safety and 4. MIL-STD-882C: System Safety Program Standards Board. Issue 4, 2007. Requirements. United States of America Department of Defense. 1996. 12. CAA SW01: Regulatory Objective for 5. Def Stan 00-56: Safety Management of Software in Safety Related Air Traffic Services. Defence Systems. United Kingdom Ministry of Civil Aviation Authority, Safety Regulation Defence. 2007. Group, Air Traffic Services Safety 6. Def (Aust) 5679: The Procurement Of Requirement, Document CAP 670, Section Computer-based Safety Critical Systems. SW01: 2002. Defence Science Technology Organisation 13. J.A. McDermid, Software Safety: Where’s the (DSTO). 1998. Evidence?. 6th Australian Workshop on 7. RTCA DO-178B: Software Considerations in Industrial Experience with Safety Critical Airborne Systems and Equipment Systems and Software (SCS’01), 2001. 98 Australasian Section Technical Meeting held in Brisbane 26 March 2010 Using Six Sigma to Improve Track Circuit Reliability Peter McGregor BEng(Elect) Grad Dip (Systems) MIRSE1

EXECUTIVE SUMMARY Is Six Sigma just another management fad? Is it just another business opportunity for the consultancy industry? Yes, it could be if you let it. For RailCorp our Six Sigma journey has commenced with an initial number of projects in the Asset Management group focusing on reliability improvements which were being sought by the organisation. In the first part of the paper I give a brief introduction to Six Sigma and what it is. I than go onto describe how we commenced using Six Sigma and how it was applied to our reliability improvement projects. In the third part of the paper I describe in more detail a project where we used some of the Six Sigma tools and methodology to improve the reliability of FS2500 jointless track circuits in a critical area of the RailCorp network and how using a simple clip on ferrite solved a problem with Receiver (RX) lockup.

1 WHAT IS SIX SIGMA? There are a lot successful companies in Australia and Six Sigma is process based and data driven. It is a overseas using Six Sigma. A number of rail disciplined way to improve an organisational organisations and rail companies (here & overseas) culture, and to drive an improvement in an have or are applying Six Sigma to improve their organisation to meet an important need. It is a way businesses. of driving Improvement, speed and excellence. 1.2 BASIC SIX SIGMA CONCEPTS There are plenty of other texts and resources • All processes have variability available which can tell you all about it in more • Variability has definable causes detail. • Typically only a few causes are significant The term Six Sigma was initiated by Motorola to • If causes can be identified and understood, they describe a process, which used a number of quality can be controlled tools with statistical analysis to improve a business process, or a manufacturing process. The aim is to • Data, rather than assumptions, is held as truth improve product quality, performance, and and drives decision making reliability or to minimise it’s cost. Six Sigma can be applied to many processes not The Six Sigma symbol or notation is just Engineering and Manufacturing such as- Financial, Human Resources, etc. Reducing Variability Is the Essence of Six Sigma 1.3 SOME SIX SIGMA THOUGHTS • If you can’t measure the business ….. you can’t fix it The sigma is the Greek symbol used to describe • The data is not always there in front of your standard deviation. Six Sigma refers to six standard nose, and it’s not always perfect or in the form deviations from the mean when referred to a that you want it standard distribution. • Everything you do is a process….Process 1.1 SIX SIGMA APPLICATIONS behaviour always determines what you and your Six Sigma can be used and adapted to suit the customer get! need: • All the information needed to improve a • Tool to eliminate variation process resides in the data, and within the • Vision of product & service excellence experience of the people working the processes • Value to our customers • Six Sigma is all about applying statistical tools • Business Improvement tool of choice for World to raw data to provide leaders with information Class Companies that improves processes in practical ways • Six Sigma process improvement rarely finds the 1 The author is A/Head of Signalling Design – Professional Services silver bullet. Incremental change most often Division RailCorp. yields the results needed USING SIX SIGMA TO IMPROVE TRACK CIRCUIT RELIABILITY 99

1.4 DMAIC METHODOLOGY Six Sigma ultilises a methodical approach and for readers who are familiar with systems engineering approaches you will see many similarities. • Define – Identify the customers and their process priorities – Scope the project – Identify customers and their needs – Identify & map the process 2 Applying Six Sigma to RailCorp • Measure Firstly for those who may not be familiar with – Determine how is the process performing and RailCorp and the Infrastructure network. how it is measured Some RailCorp (City Rail) Facts & Figures – Collect relevant data • 304.8 million passenger journeys were made on – Understand the process CityRail in 2008–09, the vast majority by – Compare performance with customer needs weekday commuters – Decide if data is accurate • On a typical weekday approximately 500,000 customers made about 990,000 journeys using • Analyse CityRail – Identify the most important causes of the • For 2008–09, average peak on-time running was defects 95.5 per cent (post force majeure) – Identify and validate root causes • During 2008–09 CityRail patronage grew 2.9 – Develop improvement plan per cent on the previous year • Improve • CityRail provides rail services in and around the – Remove all causes of the defects greater Sydney region, stretching from – Test improvements Newcastle and the Hunter Valley in the north, Nowra and Goulburn to the south and south- – Implement improvements west and Lithgow in the west – Involve employees • The CityRail fleet consists of 1,688 carriages – Transfer ownership CityRail’s weekday demand comprises mainly the • Control morning and evening commuter peaks, in which the – Develop a strategy to maintain the network is used by approximately 320,000 improvements commuters travelling to and from work or school – Monitor changes each day. – Maintain improvements • 3000 + km of track – Share successes • Growth projections, approx 800 new carriages 1.5 TWO SIDES OF SIX SIGMA on order. New PPP Waratah rolling stock Source: Rail Corporation NSW Annual Report 2008 / 09 2.1 CHALLENGES Prepare RailCorp has its challenges. • High media attention. The Methodology Side • Core and fundamental service to society in the Sydney greater metropolitan area. Combines and relates practical problems to statistical solutions. • Large presence and influence - the public The Statistical Side interest. • Sigma is a measure of the amount of variation in • Heavily regulated and large organisation. a process – or defects • Very structured and proceduralised. • Process to reduce defects per million • Large and complex rail network. opportunities (DPMO). • Variety of Rollingstock, Specification • Complex processes Many reliability improvements had been successfully implemented prior to and after the Olympics in 2000 but improvements had plateaued. Although our reliability and On Time Running had improved it was still not at the level expected by our Mean passengers, media or management. 100 USING SIX SIGMA TO IMPROVE TRACK CIRCUIT RELIABILITY

Reliability improvement of the Network A yellow belt is a person who understands the Infrastructure and Rollingstock assets was keenly terminology and has an overview of the Six Sigma sought. tools and methods. They are not directly working on A decision was made to implement Six Sigma a Six Sigma project but may be overseeing or starting with the Asset Management Group by the assisting the successful completion of Six Sigma projects. Group GGM and the CEO. A few of the key items we focused upon • Working the right projects – using the right tools • Delivering benefit and tangible outcomes

• Good Communications and Stakeholder Management

• Developing the “Vision” piece.

• Translating that into a “Vision” piece, “WA expectation management. • • • Constructing a roadmap for Six Sigma activity • Getting a sense of the organisational culture, attitude to change. • Keeping it real, not too technical, avoiding The commencement started with the jargon, outcome driven. establishment of a fulltime Six Sigma team, which • The role and importance of Leadership and consisted initially of 7 experienced staff from within support the Asset Management group. This certainly got the new Six Sigma team noticed because staff in the Six 2.3 UNDERSTANDING PROCESSES, LINKING Sigma team were good performers working in PROJECTS TO STRATEGIC OBJECTIVES… existing roles. • Good Data Mining / “drill down”. I believe this also added credibility to the new • Establishing Metrics team and certainly helped with the communications • Linking Projects to Business Y’s as the 7 members of the team were known and • Under promise, over deliver. experienced within RailCorp. • Select, prioritise, scope The start-up phase could have started with consultants but it would not have been as easy to •Do get things going and in the long term investing in During the initial start-up the Six Sigma team your own employees pays you back many times. undertook internal and external training in Six The other challenge with the start of Six Sigma for Sigma. GE Money provided external black belt RailCorp was the investment of people and time for training and additional training in a commercial the training and project work. Training the initial statistics package was provided by Minitab. team of Black Belts and Green Belts within the asset While doing this training the team spent some management group was a heavy commitment. months looking and examining our failure data To assist with the team start-up we received initial sources and focusing on getting the project and ongoing high-level management commitment priorities right. and support. This really helped with the initial 2.4 PROJECT PIPELINE (FOCUS AREAS): success of projects, as the Six Sigma work was given The identified focus areas from the data mining the high profile and exposure needed within the and drill down were: organisation. • Speeds Crossings (Civil) 2.2 SOME IMPORTANT START-UP ISSUES • Track Circuit FS2500 The terminology and terms used can be a little off • Track Circuit CSEE putting when you first come across them. In Six Sigma you have practitioners known as Black Belts, • Signal Relays Q and other Green Belts, Yellow Belts etc. A black belt is a • Fencing –Animal Obstructions (Civil) person who has been trained in many of the • Points Clawlock 84M statistical and Six Sigma tools and who as well as completing his/her own projects helps coach other • Insulated block joints (Civil) green belts to complete their Six Sigma projects. It • Track Circuit ML is a full time role. • Trainstop JA & JAH A green belt is a person from the • Door Systems (Tangara -Rolling Stock) business/organisation who is working on his/her Six • Braking Systems (R/S sets Rolling Stock) Sigma project on a part time or short term basis. A green belt has their current job/function and • Indication Systems (Rolling Stock) effectively works on their Six Sigma project on a part • Traction / Electrical Systems (R/S Sets Rolling time basis. Stock) USING SIX SIGMA TO IMPROVE TRACK CIRCUIT RELIABILITY 101

2.5 SO WHAT DID WE DO DIFFERENTLY? the organisation to confirm if the success or Prior to Six Sigma I had been involved in technical improvement has been sustained. reviews and projects to improve reliability of signalling infrastructure (track circuits, SSI, Microlok, 3 SIX SIGMA APPLIED TO FS2500 power supplies etc) TRACK CIRCUIT RELIABILITY Many of these projects delivered positive results IMPROVEMENT but not necessarily results that delivered the most 3.1 FS2500 FOCUS AREA benefit to our customers in the places where it The data mining exercise done by the Six Sigma mattered the most. team and myself identified FS2500 track circuit With Six Sigma a key focus was to ascertain the failures as a significant cause of peak incidents and areas where reliability improvement projects would 24hr failures in the City Circle to Sydenham section derive the most benefit to our passengers. Time was of the network. spent characterising our peak incidents and our 24hr This section of the network has installed on it 454 failure data along with extensive communication and consultation with the management team. We FS2500 track circuits. There is a total population of used a phrase that became more and more common 702 FS2500 track circuits across RailCorp. with the team “Is it inside the circle?” That is was the This City circle to Sydenham (known as the City project being done on the denser critical parts of Region) section accounted for 13 out of the 18 peak the network where the benefit was best felt by our incidents in 2006. This might not seem like many passengers. peak incidents over a year but each one of these All of the projects that we had selected above in peak incidents resulted in extensive delays to large 2.4 Focus Areas also had a set of current reliability numbers of our passengers. Peak incidents on the performance figures along with a realistic estimate City Circle make the front page of the newspapers. of the performance improvement the project would Significant analysis has been done over the past deliver. few years and improvements had been made (but a In the past we may have of gone to the Senior couple of these initiatives had not been fully Management Team with a set of projects which we implemented), expected would deliver some benefit or 3.2 TOOLS USED AND A PICTURE TELLS A improvement. Instead we had a detailed, data THOUSAND WORDS based project list with a calculated estimate of the Six Sigma uses statistics and can use a lot of reliability improvement the project would deliver in complicated maths. Six Sigma uses what I call any particular area of the network. applied statistics. When I did statistics at university A lot more time was spent in quality it was theoretical with lots of proofs and look up communications with technical experts inside and tables while you did a F-Test or a Chi Squared test. outside of RailCorp to help sort out and understand For this project I used a commercial statistics what the data was telling us. package called Minitab. With this package you Other items we did differently with Six Sigma could analyse a data spreadsheet in seconds (in my include university days it might have taken a week to do the • Identify the various interest groups within the same task). The Minitab software allowed me to test Organisation. many hypotheses quickly and to identify significant • Engage with General Management Team (GMT) trends from the random noise as well as plot and first, sell structure and benefit. Six Sigma slots at graph the results. GMT Meetings. I also used Microsoft Excel to sort and sift the • Established a Executive Steering Committee, many data bases and information that I collected responsible for strategy, delivery and overall over the life of the project. The pivot table support. functionality generated spreadsheets that were easy to update and load into Minitab with matching • Lots of general Familiarisation “training” so graphs. The graphs were critical to helping others were not turned off or mystified by the understand and explain the different trends jargon. identified as a part of the project. • Place content in all Organisational Media. 3.3 DEFINE - PROJECT GOAL / OBJECTIVE: • Aim to keep the project time frames from 6 to 12 months. • Reduce the 24hr failure rate to achieve a reduction from 18% Avg Fail:Pop down to 14% • Small steps and moderate successes that are Avg Fail:Pop from July08. Reduction of 18 continuously built upon will counter the “this is 24hr incidents. a fad” mentality. • Reduce peak incidents from 13 per year down • Once the value proposition (for individuals and to 9 or less per year from July 08. the organisation) is determined, people will embrace it (or not). • Business Metric Affected by this Project: Reliability peak incidents / total signal failures • Establish clear first project goals, did we meet them? The Six Sigma control phase ensured that How will the benefits be measured? a proper monitoring process was setup to allow • Reduction of peak incidents & 24hr failures. 102 USING SIX SIGMA TO IMPROVE TRACK CIRCUIT RELIABILITY

Benefit Estimate: • Millennium train interference. • Call out and repair costs reduced saving When first introduced the 8 car sets occasionally $36,000 per year. generated an interference signal which affected DPU (Data Pick Up) receiver units. I needed to • Cost savings due to passenger delays. ascertain which tracks have millennium trains Reduction saving $94,000 per year. traversing them to see if the millennium trains It was not possible for the planned 6 month might also be causing interference problems for project time frame to fix all problems and issues non DPU track installations. known with the FS2500 track circuits. So • Temperature considerable time was spent to ensure the project Location room temperature and equipment scope was suitably narrowed and defined to ensure operating temperature may be an issue. we focused on the bits that mattered the most to Elevated (high) operating temperatures will the organisation. prematurely age the electronics (e.g. dry/age One tool used to rank wants was the Quality electrolytic capacitors) causing drift and Function Deployment (QFD) as a tool to capture fluctuations in operating parameters. There is a end user and management requirements for the perception or belief that some RX failures are project. more likely on a hot day. To collect this operating temperature and ambient FS2500 Reliability Pareto temperature data over our summer period I installed 30 DALLAS Semiconductor i-button temperature data loggers model number DS1922L. These temperature data loggers were economical to purchase and easily mounted on the TX and RX FS2500 Track Cct Inherent Design Reliability units. The captured data with accurate time Failure Repair Time stamping data is simply downloaded into a Location of Failures Microsoft Excel for analysis and graphing. Response Time 3.4.1 MEASURE – SUMMARY Time of Day Mtnc processes and quality • Through the measure phase I was able to affect on failure rate Infant mortality rate develop a picture of how the FS2500 track Spares Availability circuit reliability is measured and thus how it is

050100150200 currently performing in City Region and compared to other locations. • Using the historical IFMS data we have thus been able to graph the performance of the Stakeholder feedback on what they wanted to prioritise for FS2500 reliability improvements FS2500 over the past 4 years (even 8 years) • Using Six Sigma tools was able to show the 3.4 MEASURE – OUTPUT MEASURES reliability of the data and the process capability • FS2500 track circuit failures – City Region. that the process needs to achieve in the future. Using the IFMS data from the reliability team we It is clear from the measure phase that there are can obtain an excel spreadsheet of all FS2500 track areas of good and bad performance within City circuit failures across RailCorp. Using a pivot table Region for the FS2500 track circuits. and/or filters I was able to slice and sort the 3.5 ANALYSE – Identify Xs information as required: The next phase of the project was to identify the key failure modes (i.e. Critical X’s) which the project would address. Basic Pareto graphs were used to help show key contributors.

• Version Numbers FS2500 Receivers. There are 3 slightly different models in use and I wanted to see if any particular version was significantly more reliable. This data was obtained using a The 2nd highest Pareto failure contributor to FS2500 failures manual survey form and field inspection. was RX Lockup. USING SIX SIGMA TO IMPROVE TRACK CIRCUIT RELIABILITY 103

measure phase where a lot of additional information and data was collected I was able to correct the asset databases for FS2500 and correctly identify FS2500 Receiver tracks configured with DPUs and those without. Combined with the failure spreadsheets I was able to clearly show the benefits that were to gained by accelerating the commissioning of the PLC auto reboot system for the DPU FS2500 RX units on the City Circle. The data and graphs were used to obtain the required resources. More importantly I also had hard data showing that non DPU FS2500 RX units (which made up the majority of our installations) also “locked up” in sufficient numbers to require focus by this project. Failure counts and Failure rates were plotted against relay These lockups could not be prevented with the PLC room location. reboot systems 3.5.2 Consequences of Receiver (RX) lockup. For a number of team project workshops I also utilised Ishikawa (known as fish bone) diagrams to The FS2500 Receiver (RX) uses Digital Signal processing techniques and a microprocessor help focus on possible areas of analysis. running a validated software program to analyse the incoming signal from the track rails. If the incoming signal is of the correct frequency, amplitude and other internal safety checks are correct than the microprocessor will drive its output drive circuitry to energise the track circuit relay. i.e. The track will be up. When a train traverse the rails of the track circuit the shunting of signal results in minimal signal getting to the RX. This loss of input signal causes the microprocessor to turn off the output drive to the track circuit relay. i.e. The track will be down. The locking up of the processor causes the output of the RX (Receiver) to remain off which means the track circuit relay is de-energised (i.e. the track is Ishikawa (fish bone) Diagram down) even if there is no train traversing the track circuit at the time. 3.5.1 FS2500 Receiver (RX) Lockup This is a right side or safe failure but it results in a Prior to commencement of this project it had failed track circuit and delays to our passengers. The already been identified by our Signal Technical staff only way of recovering from an RX lockup is to re- that the Millennium train could occasionally boot the RX unit. This is accomplished by generate an interference signal in the rails, which disconnecting the 24V DC power to the RX unit and could via the DPUs (Data Pick Up units) cause the than re-connecting the 24V DC power. FS2500 Receiver (RX) unit to lockup. The RX lockup will result in train delays as it can A technical fix using a Programmable Logic take some time for maintenance staff to access the Controller (PLC) in the City Circle relay rooms was site. designed which prevented the delays by auto resetting locked up DPU receivers. I was informed by a couple of colleagues that this PLC would solve all of the RX lockup problems. Loose track connections were another known cause for RX lockups. The city region installed welded track connections in 2005 to the underground tracks and carried out a program to check the tuning unit connections to the track side leads to minimise lockups due to loose track connections. All of these initiatives all contributed to minimising RX lockups and gave the perception that the problem was completely solved. This was not correct as the auto reboot system for Photo: SM651A RX unit in locked up state. Note the Processor DPU Receiver (RX) tracks had been partly LED is permanently out (not flashing) and the Output LED is off commissioned by Jan 2007. As a result of the indicating the Track relay is down (de-energised). 104 USING SIX SIGMA TO IMPROVE TRACK CIRCUIT RELIABILITY

3.6 ANALYSE – IDENTIFY XS - EMI NOISE I was interested because the failure rates on a whole At some initial team meetings with staff I was were better and there were very few RX lockups at informed that the installation of a simple white these sites. These sites use SSI modules in the ferrite on the RX input wiring could prevent RX locations and hence have a lower count of Q relays. lockups by filtering out the EMI being generated I examined circuit books for differences in external to the RX. The thinking was that this EMI installation practices, which could account for the was somehow entering the analogue or digital parts difference. of the FS2500 Receiver circuitry If EMI is a possible cause for RX lockups and the 3.6.1 Ferrite trial EMI is being coupled into the RX via all of the I was unable to obtain any factual information to interface wiring which act like antennas than for the confirm the effectiveness of this simple fix but I RX units which have longer and more extensive decided to proceed with a small trial on a selected cable runs than they might have a proportionally number of sites, as I needed to see if they did or higher number of lockups and No Cause Found didn’t work. faults (NCFs). I chose sites that had had a previous history of lockups in the Sydenham area and one city underground relay room to install a white Wurth (part 7427111) plastic snap ferrite bead/choke on the relay drive output to see how effective they where in preventing RX lockups. 83 units were installed in January 2008. I planned to monitor the performance for a number of months. After 8 weeks there was a lockup of a RX unit at one of the fitted field sites. The trial had failed and I still didn’t know the root cause, never mind testing a possible solution. The problem was that the random nature and low numbers of lockups. To obtain statistically significant samples to test other solutions required more than 24months of testing across 200 Receiver (RX) units. The Six Sigma methodology forced me to look for alternatives. I identified in the failure data a 3 times increase in 3.7 LOCATION the failure rate for RX units with track stick circuitry compared to RX units which just directly drive the track circuit relay. RX Reboots occur 3.6 times more often on RX units with track stick wiring. 3.8 ACCELERATED TESTING I needed an EMI (Electro Magnetic Interference) generator, which could simulate multiple operations of signalling relays and could be coupled into the existing circuitry in a similar way as the currently installed relays. I planned to re-create the actual lockup of the RX units at a known problem field location. The aim would be by experiment work out how such interference could be coupled into the RX units. It is very difficult to inject such interference % Failure rates of FS2500 directly into the RX inputs and outputs to simulate I also had evidence that where a signalling EMI as the generating equipment and any attached installation had minimal relays or good separation of measuring instruments will affect the results and circuits to the RX unit that the number of RX lockups influence how the interference is coupled into the was less. wiring and circuits for the RX unit. I looked at hiring a number of different types of EMI generators, EMI interference can be eliminated at the source which have calibrated known outputs. The problem using diodes or filtered to minimise the level getting with these types of units is that they are generally into the RX units. generating EMI from a point source and I could not But the random nature of faults and the low see how this could easily be coupled into the numbers of lockups compared to the installation FS2500 Receiver (RX) and the associated wiring for base meant I needed an alternative. testing. What about other signalling installation sites on Invensys (Westinghouse Signals) in Melbourne the network outside of the city region? kindly allowed me to borrow their EMI generator As a comparison I looked at RX performance at that was referred to as a ‘DELL’ tester. Although this Olympic Park. EMI generator did not have a calibrated output it USING SIX SIGMA TO IMPROVE TRACK CIRCUIT RELIABILITY 105 does have a long loop of wire for its output, which down of FS2500 track circuits and placing signals would allow easier coupling into the wiring and the back to stop it was preferable to do this when there RX units. The output voltage of the ‘DELL’ tester is was no rail traffic. a high voltage (2.5kV to 3kV) impulse spike, which is The location chosen for the field-testing was induced in the wire loop output antenna. SM651 location at Tempe where there had been The output of the Dell tester was measured to see repeated RX lockups over a number of months. if it was capable of generating similar amplitude and First part of the testing was to see if I could cause frequency voltage spikes similar to the back EMF a RX unit to lockup using the DELL tester. (ElectroMagnetic Force) generated when a 50V Q By parallel coupling the antenna lead of the DELL tester with the wires going to the RX track relay. It was found that with approximately 60cm of coupling that a RX lockup occurred almost immediately. The antenna wire was taped up so that the connection was not disturbed. A lot of additional coupling tests were done with the 24V DC wiring cables as well as the input wiring from the trackside tuning unit to the RX input. Injecting noise on any of these inputs caused a RX lockup.

Photo: DELL Tester (EMI generator)

Photo: Coupling the DELL antenna parallel with RX unit input wiring

3.8.2 Additional Ferrite trials As well as demonstrating the lock up re- Photo: Output from EMI Generator (DELL tester) occurrence I wanted to see how effective various combinations of ferrites were in helping to prevent the lockups occurring. For the tests I had selected 3 different types of clip on ferrites with different impedance properties. Clip on ferrites were the preferred option as I did not want to risk interfering with the existing wiring. I followed a methodical pre-planned set of tests to see how effective they were in preventing RX lockups.

Photo: Relay back emf spike relay is de-energised. The scope screens comparing the Q relay back EMF spike to the Dell tester show that 8kV peak-to-peak spikes were measured. Frequency range was 20 MHz to 250 MHz. 3.8.1 Field-tests at Tempe The testing was done during the Illawarra Config 1 closedown. As the testing could result in shutting Photo: Interference testing on site at Tempe 106 USING SIX SIGMA TO IMPROVE TRACK CIRCUIT RELIABILITY

The best combination of white ferrite Wurth (part • I than presented this to the RailCorp 7427111) clipped to the FS2500 Receiver (RX) black Engineering group in draft for review and and white input wiring and a Black Fair Rite (part discussion. Positive feedback was received and 0431176451) thick ferrite clipped around all 7 wires based on this I commenced a rollout across all connecting to the FS2500 Receiver (RX) unit was FS2500 track circuits in City region in July 2008. 100% successful at preventing all RX lockups at this • Instead of handing over responsibility for field location. installation to the region or major projects I Following the field site testing I conducted a decided to manage the installation work my number of bench tests: self. a) Confirm and verify the results of the field- • As well as discussing the improvement with testing at Tempe SM651 location. Engineering and commencing the work to b) Test the effects of ferrite bead positioning in modify the standard circuits etc I also held relation to the distance from the RX Receiver briefing and information sessions with the terminals. regions maintenance Signal engineers and at c) Test the effects of not installing the ferrites the Signals Technical Forums held in June and correctly on their effectiveness. i.e. What September 2008. happens if the ferrite halves are not fully • Installation of the ferrites across all 432 City closed? Region FS2500 RX units was completed by d) Conduct some direct measurements of the RX August 2008. I visited over 50 relays rooms and input, 24vDC supply input and the relay track side locations to install the required output to see the levels of EMI interference ferrites. and the attenuation of the interference by the 3.9.1 IMPROVE – Other Regions ferrites. After completing the installation of the ferrites on 3.8.3 Ferrite Installation: all City region track circuits I noticed in the other It is important to ensure that the ferrites are region databases a few RX lockup failures on installed correctly with the snap locks properly FS2500 track circuits in Metro South and Metro locked otherwise the ferrite is almost completely North regions during August and September 2008. ineffective. Due to the quality of the test data and the Positioning of the ferrite as close as possible to methodology followed with the Six Sigma process I FS2500 wiring inputs and outputs is desirable. The obtained rapid support from management and the bench testing indicated that if the ferrite had to be field engineers to rollout the ferrite solution across located a short distance away from the RX terminals the rest of the network. to meet physical installation requirements than the 3.9.2 Expected improvement with ferrites performance was not compromised. So what was the improvement expected if there It is important to ensure you select the correct were no more RX lockups? ferrite for your application. The ferrites have varying By addressing the failure mode of RX Lockup in impedances and frequency responses and you need the City and South regions I was expecting to see an to ensure you select the right material/type for the overall improvement of 20% for the RailCorp impedance required to reduce the EMI interference network, which equates to an overall improvement to a suitable level. of 2.7% across all of the track circuits.

Photo: The successful installation of ferrites, which prevented all lockups. 3.10 CONTROL PHASE (PROCEDURES – 3.9 IMPROVEMENT- IMPROVEMENT TO XS STANDARDS - HANDOVER) After completing the field trials and the follow-up The installation of the ferrites did not require any bench tests relating to EMI and the effects on RX electrical wiring changes to the existing installations. lockups I had to complete the required However I needed to ensure this design change was documentation and report. captured for future reference and to allow USING SIX SIGMA TO IMPROVE TRACK CIRCUIT RELIABILITY 107 installation across the remaining FS2500 RX units in methods resulted in a significant and measureable other regions of the RailCorp network. improvement. Our internal standard circuits were updated to The Six Sigma tools forced me to look harder to properly show the installation of the ferrites on all support the project with good data. The need to FS2500 installations. obtain more sample data to prove statistically the link between back EMF of Q relays and RX lockups • A report and installation guide was sent to other forced me to look at using the EMI generator to get regions to allow the improvement to be rolled the required sample quantities. out across the remainder of the network. Six Sigma methodologies are also great at • Briefing sessions to field maintenance signal dispelling myths and wasting time and money on electrician’s on project benefits and outcomes. hunches. For the FS2500 project I was able to clearly 3.10.1 Results so far demonstrate that the reduction in RX lockups being For City Region since installation of the ferrites there sought would not have been achieved by upgrading has been a substantial reduction in RX Lockups. This our Receivers to the current version. great result has also been seen in the remainder of 4.1 SOME LESSONS LEARNT the network over the last 12 months. • Six Sigma can be successfully applied in the Public Sector. FS2500 Receiver Lockups - City Region - Dec 2009 • One size does not “fit all”, and agility and 0 flexibility needed. You need to ensure you apply 6 Ferrites Installed Six Sigma to the right projects. 5 • Better to start with modest expectations, and 4 don’t short cut the toolkit.

3 • Spend the required time to get the right people together in the right teams. 2 • Good technique – proper pipelining of projects 1 UCL=0.813 _ and define projects in the language of the 0 C=0.063 Organisation. LB=0 Jan-04 Aug-04 Mar-05 Oct-05 May-06 Dec-06 Ju l-07 Feb-08 Sep-08 Apr-09 Nov-09 month • Stay patient but be prepared to deal with Control Chart to track performance impatience, managing expectations. • Delivery. Nothing is more important that delivering the “first wave” of launch projects. As a part of the project and the control phase quarterly reviews of the FS2500 performance was • The perennial problem of resources for projects. conducted to see if the reliability improvements were Critical mass, results. maintained for up to 12 months after implementation. • Realistic timescales, balance delivery with 3.10.2 Improved diagnostics fatigue. • Be accepting that some parts of the One of the problem areas for track circuits not only organisation will get onboard quicker, and FS2500 equipment is the No Cause Found Failure others will take longer. (NCF). There are too many incidents recorded where the cause is either not known or not enough • Six Sigma is not easy. Keep the focus. Bite size information is captured to allow proper diagnosis. deliverables. I believe that the use of track circuit diagnostic • Don’t ignore the importance of ongoing loggers would assist in reducing these no cause communications with the organisation, people founds (NCFs). will forget about you. Report small gains. • Celebrate successes – at each phase – provide I propose in conjunction with another Six Sigma opportunity for Six Sigma project leaders to project focusing on CSEE reliability to pursue the present to the Executive Leadership / acquisition and trialing of suitable logging systems for Management Team. FS2500 track circuits. This would consist of compact wireless/internet enabled data loggers with sufficient • Keep building upon success with incremental hardware and back office software to allow easy on gains to mature the deployment. site installation and easy retrieval and diagnosis of I would like to thank RailCorp for providing the failure data for subsequent failure events. opportunity to learn and apply Six Sigma. Thanks to David Filipetto (Master Black Belt) and Craig 4 CONCLUSION Stanfield (Black Belt) for their support and For this reliability improvement project on FS2500 encouragement. track circuits the use of the Six Sigma tools and Peter McGregor 108 South African Section Technical Meeting Presented to the Southern African Section of the Institution of Railway Signal Engineers at Johannesburg on 24 August 2006. CS90 VDU Based Train Control System with SPAD Detection Petrus J van den Bergh1

SYNOPSIS The CTC, Central Train Control, make use of Desk and Diagram to control one or more stations. For any additional function, dedicated applications such as Train numbers, Train Time Printing and Automatic Train Routing, separate application needs to be added. There is a need for a single application to fulfil these requirements. The CS90 with the VDU based train control provides all the basic functions of the desk and diagram but also adds: a dual line remote control, train number system, automatic routing, SPAD detection, speed monitoring, authorisation register, real time dashboards and event recording. By altering the user log-on the system provides operating and maintenance tools such as event player, interlocking and train simulation and faultfinding tools. All of this can be locally viewed on multiple screens or remotely viewed via the Ethernet. This paper explores the functionality of this system as implemented on various CTC’s in South Africa and highlights the SPAD implementation as an early warning system to the Train control officer to prevent damage or derailments.

HISTORY machine interface with geographical layouts and a The CS90 is a concept using CS90 products to CS90 station interface. All objects are updated in form a CS90 control system. It was started in the real time to display the true status of the signalling year 1990 when Kobus Esterhuizen develop a Wisc objects. card used with the S140 mini computers with CONTEXT DIAGRAM software that I had written to be a train describer, train plotter and route storage. The concept had grown into the CS90 system. The first CS90 systems TMS installed were a Train number system in Kaapmuiden CIS and a CTC simulator at Esselenpark. In 1993 I started with the development of a remote control system, and it has grown to a full dual line remote control, desk diagram system and VDU display system. In 1996 I took over the development of the VDU system from Andre Muller. The VDU system CtcVdu Desk Diagram was largely redeveloped as new functions were MCU added. Lately the CS90 system has been used as a router, plc interface, train number system, remote control interfaces and dual line remote control over cable, radios, microwave and fibre optic systems. CS90 and VDU Based Train Control (CTCVDU) were developed in house for Spoornet use. The system has been in operation since 1990 and controls trains in 22 CTCs with 51 systems and just over 600 stations. Figure shows a component view of the CS90 VDU The CTCVDU system offers a simple, practical, Based System. easy to use interface that allows you to remotely It consists of: control and monitor train movements through the • Drawing package used to draw the graphical signalling interlocking systems. The system is a layouts of the stations and to capture all window-based system combined with a CS90 relevant data, control system. The CTCVDU provides a man- • CS90 master controller used to provide dual line remote control and interfacing to other 1 The author is a Technologist at Spoornet. equipment such as Westronic remote controls, CS90 VDU BASED TRAIN CONTROL SYSTEM WITH SPAD DETECTION 109

PLC hybrid interlockings and parallel interface • CTCVDU for conventional interlockings. The CTCVDU system provides the Central Traffic • CTCVDU used as the man machine interface. Control center with real time information on the This display and allow the user to control the situation of all trains in all track sections and permits remote interlocking. It provides all other the center to control train routes directly. In addition functionality as required in the CTC, planning to the basic function the CTCVDU system provides office or at signal control. a range of automatic control functions and support • CTCVDU Server provides network connections tasks performed by the control and maintenance between the local user and senior staff. personnel. The heart of the CTCVDU system is the number of graphical displays of the stations from FUNCTIONALITY where the user can control and monitor the trains • CS90 Cards and routes. The system includes a train schedule, 24 alpha numeric train describer system, Automatic The Master Control Unit (MCU2) is one of a family route calling, SPAD detection, speed monitor, of CS90 cards. It utilises an 80C188 microprocessor authorisation register, equipment monitor, all which is driven by an 18,4320 MHz crystal oscillator inclusive event recorder, train simulator, interlocking circuit and operates according to the firmware simulator and various test functions. The system has program resident in 1 Meg Flash RAM. The four been design in Visual C++ running under Window’s communication channels are used to communicate NT, 2000 or XP. with other modules or peripheral devices. Two of these channels CH0 and CH1 conform to RS232 standards while channels CH2 and CH3 conform to RS485 standards. The card supports 4 input lines used as interrupt lines and one out put line used as an interrupt request line. An 8k ESQUARE ROM is supported on the motherboard.

ENVIRONMENT Figure shows environment view of the Spoornet CTC. The CS90 operate in the circle area with in line control.

The Generic software supports various functions such as router, dual line remote, 24-digit train number system and a number of serial interfaces. These interfaces include to all current remotes, hybrid interlocking, electronic interlocking, parallel input output cards and telecontrol. • CTCDRAW The CTCDRAW system provides the CTCVDU with the graphical station layout, bit addresses, links and relative object information. Additional the CTCDRAW export the relative data for CS90 TDS and TMS server database. The system has been design in Visual C++ running under Window’s NT, 2000 or XP.

The TCO communicates to the driver through the CS90 control system, CTCVDU to MCU remote MCU with IO and to the interlocking which drives the track side equipment (signal). Or in the case of a failure through CS90 control system, authorisation register and using the radio system. Train movement data is passed to the TMS server, which makes the data available through the WAN system to SPRINT and for all the equipment monitor systems such as AVI and Hotbox. Additional data is passed to a CS90 server, which passes it to all CS90 VDU listeners. These can be fringe systems or dashboards at a planning office. 110 CS90 VDU BASED TRAIN CONTROL SYSTEM WITH SPAD DETECTION

CS90 control system consists of: Monitoring alarms such as security, sub • Drawing package, CTCDRAW, used to draw the station power and dragging wheel graphical layouts of the stations and to capture equipment is also detected. These alarms al relevant data, are visually displayed with audio and alarm • CS90 master controller, MCU, used to provide acknowledgement dual line remote control and interfacing to other 10. Reminders and Notes equipment such as Westronic remote controls, Provides Train Control Officer with object PLC hybrid interlockings and parallel interface reminders and screen notes. for conventional interlockings. 11. Event Data Recorder • CTCVDU used as the man machine interface. This display and allow the user to control the Capture and logs all data events on the remote interlocking. It provides all other system for playback during incidents and functionality as required in the CTC, planning investigations. office or at signal control. 12. Dashboards • CTCVDU Server provides network connections Provides operating and maintenance between the local user and senior staff, such as dashboard. real time display on Coordinators desk Operating dashboard includes all current KEY FEATURES train movements with summary and detail views. 1. Independent signalling operations Allows Train Control Officer to perform Maintenance dashboard includes station direct route controls and view train status and alarm views. positions and signaling status. 13. Reports 2. Scheduled Train number Generated report function, which include Provides a 24-digit train number system, remote control status, points status, signal which includes an optic message display, aspects, trains speed and SPAD detections. tool tip display and schedule, rail ware, 14. Event data recorder and data player tonnage selections. Event data recorder captures and logs all 3. Automatic routing data events on the system for playback Provides automatic routing functions such during incidents and investigations. as default routes, capture routes, route Data player provides playback with variable storage and automatic train routing. speed, status display, filtering and 4. Train Authorisation multimedia file export functions. Provides a system interlocked authorization Auxiliary functions: register with route confirmation, reason 1. Interlocking Simulation selection and conversation details. 5. ACDC switching Provides interlocking simulation for all current Spoornet interlocking systems listed Provides AC/DC traction zone switching in below station limits with diesel override and emergency power cut off functions. Spoorplan 1,1a,1b and 1c 6. TPSEMS substation/traction feeder monitor Spoorplan Mrk 2 and M Monitor substation/traction feeder voltages Hybrid systems HRs, HR92, HR97 and currents with variable 2. Train simulation substation/traction feeder limits and Provides train simulation with variable train triggered timer alarms. length, variable speed and driver control. 7. SPAD Detection 3. Event viewer Provides real-time (1sec) detection with visual, audio and alarm acknowledgement. Provides a real time system analyzed tool for events such as user, control and Allows Train Control Officer to take action indication events while train is still in safe overlap. 4. Test tools 8. Speed Detection Provides system test tools with object, bit Provides real-time (1sec) detection over tracks with over speed (Max line speed) and and train number test function. speed restriction alarms. These alarms are USAGE visually displayed with audio and alarm The CS90 VDU based Train Control is used as: acknowledgement • Operating 9. Equipment failure and monitoring alarms • TCO operation terminal Provides real-time detection on equipment failure such as loss of points detection, • Coordinators terminal remote control status and power failures. • Planner office CS90 VDU BASED TRAIN CONTROL SYSTEM WITH SPAD DETECTION 111

• Management quickly enough to avoid passing the red signal. This • Multimedia file of incidents type of SPAD has still the overlap locked and normally this is not a cause of a collision. Other • Reports technical causes are: • Dashboards • Faulty signalling equipment. • Maintenance • The intensity of the signal in relation to its • Diagnostic terminal background • Test tool • The intensity of the signal light itself • Data player • The location of the signal • Training SPAD on the CS90 VDU based control system is • Off line training desk an early warning to the TCO of the occurrence of a • Evaluate trainee actions possible SPAD. The system does not indicate if the SPAD results from human or technical causes. • Contractors • Pre-Testing of indications and controls DESIGN • On-Site testing The system is designed to use signalling indications, tracks and signal aspects to detect a SPAD DETECTION SPAD. When the O Track is occupied, the signal is DEFINITION not at proceed and the A track is occupied the signal is mark as SPAD, signal pass at danger. A 'SPAD', Signal Passed at Danger occurs when a train passes through a red stop signal instead of stopping before the signal as required. Trains travel at high speeds and take long O Track A Track distances to stop. Yellow warning signals are provided at intervals before the stop signal is O Track Down + Signal not Proceed + A Track going down reached, giving the driver time to reduce the train's = SPAD speed in a controlled manner. These signals are spaced in such a way that all types of train can be safely brought to a stop from the yellow warning signal. This requires the driver to have route When the A Track is a points track, it is shared between three signals. knowledge. CAUSES SPAD incidents can result from both human and technical failures. Some human failures are listed below:

• Ambiguous or incomplete information given

• Correct information given but misunderstood • Information not given • Wrong information given This leads to the need to directly disable the • Anticipation of signal clearance SPAD on a signal or indirectly disable the SPAD on • Failure to check signal aspect one or more signals. • Failure to locate signal Limitations of SPAD • Failure to react to caution signal • Ignorance of rules/instructions • Violation of rules/instructions • Misread previous signal

• Viewed correct signal but misread aspect

• Viewed wrong signal • Misjudged environmental conditions • Misjudged train behaviour Some SPADs occur because of technical faults 1. Flank signals and opposing signals disable with the signalling system. An example of a while signal proceed and OTrack down technical fault causing a SPAD is when signalling 2. Flank shifting with points on same points track equipment fails and causes a proceed (green or 3. Timer disable after signal to danger before B yellow) signal to return to a stop (red) signal in front track down. of an approaching train. In such cases it is likely that the driver will be unable to bring the train to a stop 4. Direct and indirect signal disable 112 CS90 VDU BASED TRAIN CONTROL SYSTEM WITH SPAD DETECTION

DISABLE OF SPAD • Training The system provides direct disable option to the o Off line training desk TCO to temporally disable the signal from detection o Evaluate trainee actions a SPAD. This is typically used during an occupation o On site training or with faulty signaling equipment. • Contractors Secondly provide the system indirect disable option (automatically). o Pre-Testing of indications and controls • When a signal is at proceed and the O Track is o On-Site testing occupied all flank signals and opposing signals is disabled until the signal is not at proceed. ROLLOUT • When a train is authorized pass a stop signal, The SPAD detection is on all CTC’s with CS90 the authorization register disables all flank and VDU based control. all opposing signals until the authorization is cleared. DISPLAY OF A SPAD A SPAD is indicated with an optic flashing with a RED background and a White cross over the signal.

Implementations The system is used in the following main areas: • Operating • TCO operation terminal o Coordinators terminal o Planner office – SOC (Satellite Operating Center) • Management o Multimedia file of incidents All the main lines are already covered with SPAD o Reports detection. o Dashboards • Maintenance CONCLUSION The CTCVDU system cannot prevent SPADs, but it o Diagnostic terminal can warn the TCO of such an incident. This early o Test tool warning allows the TCO to take preventative steps o Data player such as phoning the driver. 113 The Institution of Railway Signal Engineers (Incorporated 1912) Ninety-Seventh Annual Report 1st January to 31st December 2009

INTRODUCTION papers are intended for all and as such we now have a vehicle for that by putting these papers as podcast An interesting year is nearing its end at the time or vodcast on the web. Knowledge dissemination is of writing. Snow is on the ground right now and we a hobby horse of mine hence I encourage this see our railways trying to cope to satisfy the needs initiative and encourage other sections to do the of customers. The perception of the last decades of same and make their papers available to the whole mild winter weather has weakened a little the ability community. Some topics nevertheless I would like to to cope with winter. This observation brings me mention. The seminar in London in November on back to one of my topics: it is people that make the Education and Career paths for Signal engineers system, not the other way around. All kinds of proved to be an eye opener for many present as the technical marvels mean nothing if not applied in a theme resonated with other initiatives already in proper way. Nice systems supposed to work under existence in some places. harsh conditions do fail when these conditions after many years do arrive. The IRSE is for and about During the year, an exercise started by our people; please remember that. I hope that my previous Presidents made progress. Rod Muttram theme for the year has been perceived by you to led a group to produce a guidance document for promote that view. engineers working in the industry to try and contain the ever increasing burden of proof of safety, It started early for me with the sudden passing referred to elsewhere in this report. away of my friend Alan Fisher in February 2009, a situation only formalised when Wim Coenraad as During my visits to the North American Section Past President put the Chain of Office around my and the South African Section I found that my theme neck during the AGM in April 2009. The count down also connected with what is happening there. Age had started for a year in which I felt very much profile and demands are in line of what we found supported by everyone, not the least by our capable during the seminar, leading to the same issues of office staff who had to handle yet again a President brain drain and shortage of skills and how to cope who did not live in the UK and who was not available with that. at short notice. They have done very well under the During my long tour to IRSE Sections in Asia and leadership of our never resting Chief Executive. Australia in mid-late March 2010, my wife and I will Colin Porter has been a solid support during the have visited many places and spoken with a lot of year and I think I can see that finally we have people, many of whom we consider friends. At the understood each other up to a level of solid trust. I time of going to press. having just arrived in thank him for that. Singapore, I can only tell my impression of my visit to As said by previous Presidents, from the AGM it is the Indian Section. This is a country with a lot of all down hill and so it was. My Presidential address challenges for which a specific local solution must be turned the theme of my predecessors in to a people found due to the size of the network. I visited Delhi, Kolkata and Bangalore, hosted by the very active thing: do we have enough signal engineers in the section members in these cities. One of my worries pipeline to cover both the retirement of a about people was at least partially answered in generation and the increasing demands of the Bangalore where over 120 signal engineers / IRSE modernisation and expansion of railways around the Members were presented to me, with a very healthy world? The International Convention in Madrid, proportion of female signal engineers, at around 35%. Spain, was well attended and has shown us that if you turn your back on this country for a couple of The visit to the Dutch section was of course a years, you will find on your next visit a completely home game for me although formally I could not be changed railway. High Speed lines all over the a member of the section as I live in Germany but country in operation (and successfully so) is what we luckily they adopted me. have seen, combined with a lot of information about Some other topics I must mention: the well how and why the systems were developed. Good organised technical visit to Glasgow in November food too I must say; the only complaints in that area 2009 and the visit to the Wildenrath Test Centre of were about the quantity, perceived by some as too Siemens in February 2010. After all, people do want copious! to see and touch a live railway (health and safety More serious issues were presented in the permitting; conditions apply in each country in a technical meetings around the world some of which different way). I attended. I chaired the London papers but as we I could not visit all the UK sections in a proper way are a global organisation the content of these but I know these are alive and kicking having seen 114 NINETY-SEVENTH ANNUAL REPORT for example, the evidence at the Technical meeting substantially more applications than the previous of the Minor Railways Section in Kidderminster in year. The Committee, which met on eight November 2009. This meeting was more than just a occasions, and considered over 600 applications, is gathering. It filled a need of a whole community in made up of members from across the industry. the minor and heritage railways sector, but these are Their time and contribution is invaluable to the railways nevertheless with corresponding membership process and is much appreciated. responsibilities to be exercised. The registered membership on 1st January 2009 It was a short year and I can now understand was 4252 with 4484 on 31st December 2009, a net previous Presidents who have been more than a year increase of 232 (+5.5%). Below is a breakdown of in the job. It was an enjoyable year, and one I could the membership figures compared to those of the recommend to others. previous year. OBJECTIVES OF THE INSTITUTION 2007 2008 Companion 29 35 The Institution’s objectives are laid down in our Articles of Association and can be traced back to Hon Fellow 42 48 the formation of the Institution in 1912. They are:- Fellow 429 441 (a) The advancement for the public benefit of the Member 1237 1291 science and practice of signalling (which for Associate Member 944 961 the purpose of this document shall mean the Accredited Technician 346 323 whole of the apparatus, electrical, mechanical or otherwise, methods, regulations and Associate 643 825 principles whereby the movement of railway Student 304 328 or other traffic is controlled) by the promotion Totals 3974 4252 of research, the collection and publication of educational material and the holding of 2007 2008 conferences, seminars and meetings, and UK members 2595 2659 (b) The maintenance of high standards of Non UK members 1379 1593 practice and professional care amongst those working within the industry and the 2007 2008 promotion of improved safety standards for the protection of the general public. New members 280 310 As a registered charity, and as a result of the Transfers 63 57 Charities Act 2006, the Institution is required to demonstrate clearly how its activities provide a The below table gives details of members who benefit to the public or a section of the public. By the were registered with Engineering Council UK in dissemination of knowledge, experience and good 2008. practice in the fields of railway signalling, Interim stage Final stage communications and allied topics, coupled with the setting up and control of the IRSE Licensing Scheme Chartered Eng 02 which is used to assure the competence of those Incorporated Eng 10 working in the profession, we believe we satisfactorily Eng Technician 04 meet this emphasised test, both to the general public and to the section of the public represented by the members of the Institution. Almost all of our lectures OBITUARY are open to the public, free of charge, and we have reduced membership fees for those members It is with regret that the Council records the death suffering temporary hardship. As well as the financial of the following 13 members during the year: A resources used, there is the contribution made in Bowles (Member), MMW Chiu (Member), RJ terms of volunteer effort spent in achieving and Coulson (Associate), BC Di Marco (Member), DJ furthering these aims. This has never been quantified Feuerherdt (Associate), AJ Fisher (President and but clearly is very significant. The Institution has only Fellow), FM Fuller (Fellow), FM Hewlett (Associate), a small number of full and part-time staff and most of M McGoay (Member), J Reeks (Associate), SA the activities, and all those outside London, are Robinson (Associate), F Shaw (Fellow) and GT organised by our members acting in a voluntary Whitehouse (Associate). capacity. This Annual Report briefly describes all the Council was saddened by the loss of all these activities undertaken by the Institution throughout members, a number of whom were strong the world. More details are contained in the supporters of the Institution for a considerable Institution’s Annual Proceedings, generally published number of years and in various ways had in October after the completion in April of the contributed considerably to the Institution’s work, session of technical events. none more so than Alan Fisher, MEMBERSHIP HEADQUARTERS OFFICE 2009 was another challenging year for the staff The Institution has a small suite of offices and a file and the Membership Committee, who dealt with store room on the 4th floor of the Institution of NINETY-SEVENTH ANNUAL REPORT 115

Mechanical Engineers, 1 Birdcage Walk, London, provide members and licence holders with good UK. The office is normally staffed Monday to Friday, quality services. His work during the year also 0900 to 1800, UK time. We book meeting rooms included the preparation of the DVDs containing and the lecture theatre in the building for our the support material for the professional committee and technical meetings. examination. He has just started to take over the There were few changes to the staff during the responsibility for management of the main year. The Chief Executive of the Institution is Colin institution web-site, a facility which continues to Porter, a Past-President and former Treasurer, who expand in scope and reach. took on the role in July 2006. Colin is responsible for Martin Govas is now in his 16th year as the managing the London office and for implementing Institution’s Treasurer. Apart from managing the the decisions of Council. He provides the focal point Institution’s finances so well, he also manages of contact for other Institutions and external system changes to the Institution’s membership and organisations, liaising with the Engineering Council, licensing scheme databases, and during the year has Government departments and the chief officers of overseen the implementation of both an on-line other professional bodies to make certain that the feature on the web-site, and also the IRSE viewpoint is heard. He is also responsible for implementation of an on-line IRSE licence ensuring that the legal requirements of the verification facility for users of the scheme.. Institution’s Articles of Association, the Registrar of Renate Maceke continued to act as our Personnel Companies, and the Charities Commission are met. Manager, her job being to ensure that we follow During the year he represented the smaller licensed best practice in employment law and codes of professional engineering institutions (Group C) as a practice. She arranged the recruitment of Hilary board member of the Engineering Council and as Cohen during the early part of 2009. their representative at the meeting of the Professional Engineering Institution Panel of FINANCE EngineeringUK. The financial results are shown on pages 5 to 9. Christine White has settled in to the post of They are extracted from the consolidated accounts Membership and Professional Development for the IRSE and its’ wholly owned trading subsidiary Manager and is now well versed in our membership IRSE Enterprises Limited. The term ‘Group’ at the and registration activities which lead to suitably top of a set of figures refers to the two companies qualified and experienced members being combined and ‘Charity’ to the IRSE alone. registered as Engineering Technician, Incorporated The net movement of funds within the Group or Chartered Engineers with the Engineering during 2009 can be seen on page 6 and was Council in the UK. £329,420. This figure comprises an extremely Linda Mogford, as Administration Manager, generous bequest from Frank Hewlett of £249,975, continues to be the initial point of contact for the result of a collection in memory of Alan Fisher requests and queries from members and non- amounting to £15,166, £48,887 in net gains on members alike. She is responsible for keeping the investments with the remaining sum being £15,392. membership database up to date, progressing The first two items were exceptional and the gain of membership subscription payments and the £48,887 was mainly by way of recovery from the administration of the Institution’s seminars and heavy loss experienced in 2008. The figure of conferences. She was joined during the year by £15,392 includes investment income of £15,435 less Hilary Cohen following her part-time appointment a small loss of £43 arising from the activities of the as General Administrative Assistant. Hilary has Institution as a whole. The principal reason for this settled in well and is learning what is involved in loss was that advertising revenue was significantly supporting our diverse range of members and below budget. Furthermore, investment income is activities across the world. usually much higher and ahead of inflation generally Richard Hobby in his role as Licensing Registrar, but due to the recession, available interest rates on supported by Roger Button, Linda Collins and Linda bank deposits have been poor (see table 10 for O’Shea, continued to manage the Licensing Scheme more detail). and all contributed to the excellent throughput of Table 1 breaks down the valuation of the IRSE’s licence applications during the year and continued investments at the year end. The monies received the successful implementation of the new MRM from the Frank Hewlett bequest and for the Alan licensing database, an integral part of the Fisher Memorial fund were invested during Institution’s main database system. In addition, November and had made a small gain by the year Richard continued his responsibility for updating the end. The intention is to use the funds to advance the licensing scheme’s website and he also organised science of signalling in accordance with the the Institution’s professional examination during the charitable purpose of the IRSE and to support the year. development of younger members of the Mark Watson-Walker, as System Manager and our Institution. As the terms under which the money was longest serving employee, has contributed towards given were not restrictive, the reserves are being ensuring that the Institution’s IT systems, upon held in the balance sheet as designated funds. which the management of the Institution’s The results of the activities within the IRSE’s membership and licensing activities heavily wholly owned subsidiary, IRSE Enterprises Limited, depend, have been maintained and developed to are shown in table 7. The Licensing Scheme 116 NINETY-SEVENTH ANNUAL REPORT achieved a surplus close to the budgeted figure of distance learning courses in railway signalling and £24,131. This budgeted surplus for 2010 is planned telecommunications organised by the Central to further decline in 2010 close to break-even. The Queensland University in Australia. The IRSE convention in Spain suffered from severe £/Euro appreciates the contributions made by its members exchange rate fluctuations but eventually returned a and the support of their employers. small surplus of £168. After donating £34,189 to the Combined resource DVD for IRSE Exam IRSE using the gift aid mechanism a net loss of candidates: As planned, work on the new DVD was £1,977 is recorded. Nevertheless due to the completed and copies were sent out to all 2009 recovery of the value of the investment portfolio exam candidates. Each year the DVD will be there has been a significant improvement to the updated and a new version produced for the next Share Capital and reserves figure compared with year’s exam candidates. 2008. Module 1 review: Because of the poor pass rates Membership subscription income can be seen in of candidates taking the Module 1 exam in 2008 and table 8 and this rose in line with an increase in previously, particularly for those outside the UK, it membership numbers. Expenditure on IRSE NEWS was agreed to conduct a review. Various aspects is shown in table 11 and reflects an increase in were considered including the balance of subjects, average size of each edition and the additional usage of UK-specific terms and the actual format of copies printed due to rise in membership. The the exam for that module. As an interim measure, it increase in payroll costs in table 12 is attributable to was agreed to extend the reading time by ten the additional resources needed to service the minutes for those who took the exam in countries increased membership numbers. The figure for whose first language was not English, to give them other expenditure includes projects to improve the longer to consider the exam questions. Candidates website, complete IRSE Online and develop a subsequently sat the slightly revised exam in unique system to enable licence card details to be October 2009 and despite the additional reading validated online. time, the pass rate was still disappointingly low. It No Thorrowgood Scholarship award was made was therefore agreed to re-open the review to during 2009. A Dell award was paid for using the consider more radical changes to that module. restricted fund created for the purpose. The IRSE IRSE Seminar: Having been given a ‘spec’ for a also manages the Wing Award for Safety and the seminar ‘The Future Education and Training of Train financial position of this is shown at the foot of Control Engineers and Technicians,’ over a period of pages 5 and 6. some months, the Committee considered The Charity’s risk assessment and reserves policy appropriate subjects and suitable speakers and were reviewed during 2009. Although the potential created the programme for the event which took number of maintenance category IRSE Licence place on 24 November 2009. holders remains uncertain, the Licensing Scheme IRSE Professional Exam: The number of students generally is viable and sufficient reserves have been who applied to sit the exam on 3 October 2009 was accumulated to cover the risks identified with 170, and 287 exam modules were sat at 14 centres. running the scheme. A new exam centre was set up in Hyderabad so Whilst the IRSE continues to experience some candidates in India were pleased to be able to sit difficult conditions due to the world recession, the the IRSE Exam for the first time in their own country. overall financial position is sound. It is planned to 24 candidates from India applied to sit almost 50 further enhance the facilities available online during modules. 2010. Through these and other detailed objectives it Continuing Professional Development: After the is hoped to steadily expand the membership Engineering UK’s (formerly Engineering Technology numbers and thus keep the subscription costs Board) original on-line Professional Development down. System (PDS) reached the end of the pilot, another new improved scheme was devised by a different PROFESSIONAL DEVELOPMENT software company. The original pilot was trialled by The Professional Development (PD) Committee six licensed institutions and the new scheme hopes was involved in a number of activities in 2009 to attract a great deal more. The system contains including a major seminar, the review of the Module the competence criteria for each of the three 1 exam and consideration of the on-line Professional Engineering Council registration grades and Development Scheme. After chairing the PD enables individuals to record how their experience Committee for three years, and being a member for addresses each of the competence statements. The over ten, Andrew Smith resigned due to work system was completed by the end of 2009 and will commitments. Craig King took over as Chairman go live in in early 2010. The Institution will be from June and Ian Ettle joined the Committee as the offering the on-line PDS as a free service to those of Younger Members representative. The PD its members who plan to register as a Chartered Committee is made up of members from across the Engineer, Incorporated Engineer or Engineering industry, who bring a wealth of knowledge to its Technician. It will also be available to members who meetings. The Australasian section, which has its wish to record their general CPD. own committee devoted to professional Engineering Council registration: In 2009 we development, is represented on the PD committee were pleased to register more members than the by Les Brearley, one of the champions of the year before, in particular Chartered Engineers. The NINETY-SEVENTH ANNUAL REPORT 117

THE INSTITUTION OF RAILWAY SIGNAL ENGINEERS CONSOLIDATED BALANCE SHEET AS AT 31st DECEMBER 2009

Group Group Charity Charity Notes 2009 2008 2009 2008 ££££ Fixed Assets Tangible assets 4,363 4,737 4,363 4,737 Investments 1 633,185 299,847 559,082 249,386 637,548 304,584 563,445 254,123

Current Assets Stocks 2 63,282 43,731 58,783 42,243 Debtors 3 98,478 118,251 18,179 19,004 Investments 4 40,360 40,202 40,360 40,202 Cash at bank and in hand 1,020,528 1,048,858 795,403 832,535 1,222,648 1,251,042 912,725 933,984

Creditors: amounts falling due within one year 5 (358,150 ) (397,701 ) (182,194 ) (209,823 )

Net current assets 864,498 853,341 730,531 724,161 Total assets less current liabilities 1,502,046 1,157,925 1,293,976 978,284

Creditors: amounts falling due after more than one year 6 (218,695 ) (207,353 ) – – Net assets 1,283,351 950,572 1,293,976 978,284

The Funds of the Charity Restricted funds 30,754 29,263 30,754 29,263 Unrestricted funds General 553,117 537,671 581,484 532,170 Designated 699,480 383,638 681,738 416,851 Total unrestricted funds 1,252,597 921,309 1,263,222 949,021

Total charity funds 1,283,351 950,572 1,293,976 978,284

THE WING AWARD FOR SAFETY BALANCE SHEET AS AT 31st DECEMBER 2009

2009 2008 ££ Fixed Assets Listed investments at market value at 1st January 2009 9,463 13,537 Additions 325 885 Disposals – (4,235) Revaluations 1,674 (724 ) 11,462 9,463

Current Liabilities Fund manager – IRSE Main fund (44) (23) 11,418 9,440

Capital Accumulated fund 11,418 9,440

Approved by the Trustees on 10th March 2010. Please see the following page for the Auditor’s Report.

F HEIJNEN P JENKINS M H GOVAS President Vice-President Treasurer Director and Trustee Director and Trustee 118 NINETY-SEVENTH ANNUAL REPORT

THE INSTITUTION OF RAILWAY SIGNAL ENGINEERS CONSOLIDATED STATEMENT OF FINANCIAL ACTIVITIES FOR THE YEAR ENDED 31st DECEMBER 2009 Total Total Notes Restricted Unrestricted 2009 2008 ££££ INCOMING RESOURCES Incoming resources from generated funds Voluntary income 8 – 571,498 571,498 287,449 Activities for generating funds: within Charity 9 – 70,811 70,811 74,090 within Trading Company 7 – 585,877 585,877 683,473 Investment income 10 561 14,874 15,435 46,816 Total incoming resources 561 1,243,060 1,243,621 1,091,828 RESOURCES EXPENDED Costs of generating funds Fund-raising trading: cost of goods sold and other costs within Charity 11 – 108,534 108,534 97,950 within Trading Company 7 – 475,178 475,178 536,609 Charitable activities within Charity 12 300 301,727 302,027 280,267 within Trading Company – 77,349 77,349 75,632 Total resources expended 300 962,788 963,088 990,458 Net incoming resources before other recognised gains and losses 261 280,272 280,533 101,370 Corporation Tax ––––

Other recognised gains/losses (Losses)/gains on investment asset revaluation 1,230 51,302 52,532 (90,507 ) Realised (loss)/profit on sale of investments – (3,645 ) (3,645 ) (965 ) Net movement in funds 1,491 327,929 329,420 9,898 Reconciliation of Funds Brought forward 29,263 921,309 950,572 940,674 Total funds carried forward 30,754 1,249,238 1,279,992 950,572

THE WING AWARD FOR SAFETY FUND INCOME AND EXPENDITURE ACCOUNT FOR THE YEAR ENDED 31st DECEMBER 2009 2009 2008 ££ INCOMING RESOURCES Dividends from fixed asset investments 904 480 904 480 RESOURCES EXPENDED Awards and other costs 600 603 Income less expenditure 304 (123 ) Losses on revaluation of fixed asset investments 1,674 (1,496 ) Realised (loss) on sale of investments – (1,305 ) Accumulated fund brought forward 9,440 12,364 Funds available for use 11,418 9,440

INDEPENDENT AUDITOR’S STATEMENT TO THE MEMBERS OF THE INSTITUTION OF RAILWAY SIGNAL ENGINEERS We have examined the summary financial statement in the Annual Report for the year ended 31 December 2009 set out on pages 5 – 9. RESPECTIVE RESPONSIBILITIES OF THE DIRECTORS/TRUSTEES AND THE AUDITOR The directors/trustees are responsible for preparing the Annual Report in accordance with applicable United Kingdom law. Our responsibility is to report to you our opinion on the consistency of the Annual Report with the full annual financial statements, and its compliance with the relevant requirements of section 427 of the Companies Act 2006 and the regulations made thereunder. We conducted our work in accordance with bulletin 2008/3 issued by the Auditing Practices Board. Our report on the company’s full annual financial statements describes the basis of our opinion on those financial statements. OPINION In our opinion the Annual Report is consistent with the full annual financial statements of The Institution of Railway Engineers for the year ended 31 December 2009 and complies with the applicable requirements of section 427 of the companies Act 2006, and the regulations made thereunder. Ian Katté Statutory auditor Addlestone 10 March 2010 NINETY-SEVENTH ANNUAL REPORT 119

THE INSTITUTION OF RAILWAY SIGNAL ENGINEERS NOTES TO THE CONSOLIDATED ACCOUNTS FOR THE YEAR ENDED 31st DECEMBER 2009 1 Investments Group Government Equities Securities Total £££ Market value At 1 January 2009 200,682 99,165 299,847 Additions 275,657 19,729 295,386 Disposals (17,939 ) – (17,939 ) Revaluations 52,213 3,678 55,891 At 31 December 2009 510,613 122,572 633,185

Investments at market value are split between the funds and trading subsidiary as follows: Government Equities Securities Total £££ IRSE Main fund 188,821 69,591 258,412 Scholarship fund – 5,209 5,209 Frank Hewlett bequest 232,526 18,559 251,085 Alan Fisher Memorial Fund 14,107 1,170 15,277 Thorrowgood Scholarship bequest – 1,367 1,367 Robert Dell bequest – 23,317 23,317 Trading subsidiary 78,518 – 78,518 513,972 119,213 633,185

Charity Subsidiary Government Company Equities Securities Total ££££ Market value At 1 January 2009 4,415 145,806 99,165 249,386 Additions – 253,140 19,729 272,869 Revaluations – 36,508 319 36,827 At 31 December 2009 4,415 435,454 119,213 559,082 The company holds 20% or more of the issued share capital of the following company: Company Country of incorporation Share class %age owned IRSE Enterprises Limited England and Wales Ordinary 100 At the last relevant financial year end the aggregate of the share capital and reserves of the above company and its total profit for the year to date were as follows: Share capital and reserves Profit for year IRSE Enterprises Limited £(6,210) £(1,977)

2 Stock Group Group Charity Charity 2009 2008 2009 2008 ££££ Goods for sale and presentation items 63,282 43,731 58,783 42,243

3 Debtors Group Group Charity Charity 2009 2008 2009 2008 ££££ Trade debtors 68,604 87,025 6,381 8,403 VAT 2,930 2,555 2,930 2,555 Other debtors 26,944 28,671 8,868 8,046 98,478 118,251 18,179 19,004

4 Investments held as current assets Group Group Charity Charity 2009 2008 2009 2008 ££££ National Savings 40,360 40,202 40,360 40,202 40,360 40,202 40,360 40,202 The investments are split between the funds as follows: Scholarship fund 35,724 35,597 35,724 35,597 Thorrowgood Scholarship bequest 4,636 4,605 4,636 4,605 40,360 40,202 40,360 40,202 120 NINETY-SEVENTH ANNUAL REPORT

5 Creditors: amounts falling due Group Group Charity Charity within one year 2009 2008 2009 2008 ££££ Trade creditors 35,163 56,847 18,652 26,279 Subscriptions received in advance 145,846 139,887 145,846 139,887 Amount owed to group undertaking – – 10,174 35,135 Other taxes and social security costs 2,290 1,888 425 350 Other creditors 9,897 11,622 7,097 8,172 Deferred income and accruals 164,954 187,458 – – 358,150 397,701 182,194 209,823

6 Creditors: amounts falling due Group Group Charity Charity after one year 2009 2008 2009 2008 ££££ Deferred income 218,695 207,353 – –

Representing the proportion of licence fees received which will be credited to Incoming resources after more than one year.

7 Activities of the trading company 2009 2008 ££ Gross proceeds of functions for generating funds: Conventions 144,853 138,006 ASPECT Conference – 108,430 Dinners 39,999 39,987 Technical visits and seminars 20,830 9,775 205,682 296,198 Direct costs of functions for generating funds: Conventions 144,695 136,953 ASPECT Conference 375 94,225 Dinners 25,283 23,188 Technical visits and seminars 14,724 8,277 185,077 262,643 Licensing Scheme: Fundraising activities Licence fees received 201,666 210,201 Appraisal fees received 88,863 90,174 Assessing agent fees 68,200 67,607 Technical publications 21,466 19,293 380,195 387,275 Licensing Scheme: Costs of fundraising activities Licence Registrars services and offices 243,693 244,657 Appraisal Engineers fees 96,919 73,537 Logbooks 5,962 6,270 Licence review costs 825 2,400 Accreditation 6,015 5,077 Depreciation of Licensing equipment – 1,191 Licensing audit fee 2,650 2,525 356,064 335,657 Administrative expenses Fees and honoraria 3,055 6,151 Auditor’s fees 800 425 Other administrative costs 7,531 7,365 11,386 13,941

Operating profit 33,350 71,232 Loss on disposal of investments (3,787 ) (129 ) Income from investments 1,967 1,324 Interest received 682 12,422 Amount gift aided to charity (34,189 ) (84,500 ) Retained in subsidiary (1,977 ) 349

Investments 78,518 54,876 Current assets 320,097 352,193 Current liabilities (186,130 ) (223,013) Long term liabilities (218,695 ) (207,353) Total net assets (6,210 ) (23,297)

Share capital and reserves (6,210 ) (23,297) NINETY-SEVENTH ANNUAL REPORT 121

8 Voluntary income 2009 2008 ££ IRSE Main fund: Donations 267,529 3,887 Subscriptions received: Arrears 17,802 14,450 Current 285,732 268,767 Scholarship fund: Donations 435 345 571,498 287,449

9 Activities for generating funds: charity 2009 2008 ££ IRSE Main fund: Advertisements 29,588 35,141 Sundry sales: Booklets and text books 21,495 21,720 IRSE ties 86 543 Examination Fees and materials 18,055 14,955 Gross proceeds of functions for generating funds: Dinners 1,587 1,731 70,811 74,090

10 Investment income – Group 2009 2008 ££ Fixed asset investments Equities and Government stocks 10,337 6,579 Current asset investments Interest receivable on cash deposits 5,098 40,237 15,435 46,816 Split between the funds as follows: IRSE Main fund 11,979 31,130 Scholarship fund 246 1,163 IRSE Enterprises (Trading Company) 2,649 13,746 Thorrowgood Scholarship bequest 64 298 Robert Dell bequest 497 479 15,435 46,816

11 Fund-raising trading cost of goods sold and others costs: charity 2009 2008 ££ IRSE Main fund: Proceedings: editing, printing and distribution 23,557 22,010 Newsletter: editing and printing 60,724 49,275 Printing of technical papers and blocks 1,827 1,808 Booklets and textbooks Opening stock 35,332 37,916 Purchases 26,048 12,221 Closing stock (52,111 ) (35,332 ) 9,269 14,805 IRSE ties Opening stock 684 1,130 Purchases – – Closing stock (565 ) (684 ) 119 446 Prizes 60 108 Direct costs of functions for generating funds: Dinners 3,687 3,202 Thorrowgood medals –66 Grants to local sections 2,760 – Secretarial fees overseas 6,531 6,230 108,534 97,950

12 Charitable activities: charity 2009 2008 ££

IRSE Main fund: Office rent and services 18,711 18,641 Fees and honoraria 47,913 50,482 Payroll costs 111,876 94,370 Auditors’ fees 3,715 3,850 Investment manager’s fees 1,833 1,267 Depreciation 2,729 4,087 Other administrative costs 114,950 105,770 301,727 278,467

Robert Dell bequest: Awards 300 300 Scholarship fund: Awards – 1,350 Thorrowgood Scholarship bequest: Awards – 150 302,027 280,267 122 NINETY-SEVENTH ANNUAL REPORT number of members who pay their fees through the form of an engraved medallion and a cheque for IRSE also increased, by almost 14%. We will a sum to be used to finance a study tour of railway continue to encourage Engineering Council signalling installations or signalling manufacturing registration. facilities. The award is made to the Institution young member attaining at least a pass with credit in four AWARDS modules in the Institution’s examination. Frank Hewlett Bequest There was no award made in 2008 as no candidate Frank Hewlett was an Associate of the Institution, achieved the necessary qualifying pass marks. having joined in April 1979. He had spent his career Dell Award mainly as a telecommunications engineer with the Under a bequest made by the late Robert Dell General Post Office/British Telecomm in the UK. He OBE (Past President) this award is made to an died in September 2008 and during 2009, the employee of London Underground Ltd or its Institution was advised that he had left a most successor bodies for achievement of a high standard generous bequest of a third of his estate to the of skill in the science and application of railway Institution. So far, £250,000 has been received and signalling. The winner of the 2009 Dell Award was Mr this has been invested. In line with Frank’s wish for Andy Heath of London Underground Ltd and he was the Institution to use the bequest to support the presented with his award by the retiring President at development of younger members and the the Annual General Meeting in April 2009. Institution, Council has decided that for the next two years, they will use the income from the Wing Award for Safety investments to provide travelling bursaries to The 2009 Wing Award for Safety, commemorating younger members to support their attendance at the life and work of the late Peter Wing (Fellow), the International Technical Convention. Full details was presented to Mr Mark Wild of Westinghouse and application forms will be circulated to all Rail Systems by the Secretary of State for Transport, younger members prior to the 2010 Convention. Lord Adonis, at a Modern Railways’ awards Alan Fisher Memorial Fund ceremony held on 26th June 2009 in London. The award was in recognition of his leadership in Our President in 2008/9, Alan Fisher, died improving the safety performance of the unexpectedly in February 2009 just before the end Westinghouse Signals staff over a number of years. of his Presidential year. Council launched an appeal for money to establish a memorial fund in his IRSE Merit Award memory, with the intention of using the fund to At its December 2006 meeting, following a support the development of young S&T engineers, suggestion from one of the members of the particularly those outside the UK. Alan had been a Institution, Council agreed to the formation of IRSE driving force in promoting professional Merit Awards. These are presented to reward development and learning in connection with the meritorious service to the Institution. The award is IRSE examination to young engineers in Thailand. A made by the Council following consideration of a total of over £15,000 was raised during 2009 for the nomination made by either an individual who knows fund, and thanks are due to those members who of the contribution of the person, a Local Section, responded, and particularly to Bombardier Rail another body in the rail industry, one of the IRSE Control Systems, Alan’s former employer, who made committees or Council itself. Meritorious service is a substantial contribution. The amount received has defined as making a substantial contribution to the been invested, and Council agreed to couple the Institution’s work over a period of time by income received from the investments with that organising activities, or carrying out specific tasks from the Frank Hewlett bequest to fund the which have furthered the Institution’s aims and travelling bursaries for two years, as described objectives. The award takes the form of a plaque above. mounted on a rectangular plinth, approximately 150mm x 100mm, containing the Institution badge IRSE Network Rail S&T Apprenticeship of the and an engraved citation. No awards were made in Year 2009 This new award was created in 2008 for Network Rail’s outstanding apprentice. The award is made LICENSING up of a trophy kindly donated by the Unipart Service 2009 was another busy year for the Licensing Centre at York; a cheque for £100; and a year’s free Scheme. It continues to meet the demands of the Institution membership. This year the award was industry with over 1500 licences issued during the presented to Mr Kyle Poppy by the Chief Executive year and the number of valid licences held at the at Network Rail’s annual awards ceremony at their end of the year was over 6300. Sales of the IRSE training facility at HMS Collingswood near Professional Development Log Book also continued Portsmouth on 12th June 2009. to be high with over 740 being sold. Thorrowgood Scholarship 2009 saw the provisional approval of 2 Assessing The Thorrowgood scholarship is awarded annually Agencies and subsequent full approval of 1, thus the under a bequest of the late W J Thorrowgood (Past number of Assessing Agents stands currently at 33. President) to assist the development of a young The scheme continues to attract interest from engineer employed in the signalling and overseas, particularly from India, where the number telecommunications field of engineering and takes of licences issued continues to increase. The 2009 NINETY-SEVENTH ANNUAL REPORT 123 audit programme was completed in a timely manner The Licensing Scheme carried out a number of thanks to the hard work of the Appraisal Team initiatives in 2009 two of which were designed to Members. ensure consistency of assessments across Assessing As part of our ongoing two-way communication Agencies. These consisted of standardisation with users of the Scheme one Appraisal Team exercises for both the Design and Testing licence Members’ meeting and two Assessing Agency categories. Both exercises revealed that although meetings were held during the year. Attendees at the assessment processes varied slightly between the last Assessing Agency Meeting were asked to Assessing Agencies there was a consistent complete a survey regarding the perceptions of the interpretation of the requirements of the Licensing Scheme in the Signalling and Competence Assessment Checklists. Telecommunications industry. The survey attracted Following on from the ‘fraudulent licence’ an 80% response rate and a summary of the incident that was reported in 2008, an online licence responses received to the survey has been sent to all validation system has been implemented that attendees of the meeting and will be used to inform enables any individual to check the validity of a the improvement actions that the Scheme will licence online by entering key information shown on undertake. a licence card. If the data entered into the licence The Licensing Scheme website continues to validation system matches the information held by operate specifically for IRSE licensing. Its address is the IRSE then a positive responses is provided to the www.irselicences.co.uk and a thorough re-design of user. If the information does not match the the site will be undertaken in 2010. The newly information held on the IRSE licensing database designed site will still contain both general then the user is asked to contact the IRSE for further information about licensing (how to obtain a licence, information. maintaining a logbook etc.) and also the For some time the Licensing Scheme has been competence assessment checklists, which are used receiving queries regarding the provision of licences to assess competence for the various categories but for train-borne control systems. In 2008/2009 a the intention is to make it more user-friendly and it working group of interested cross-industry will follow the IRSE’s new branding. From the 1st representatives led the production of a guidance January 2009–31st December 2009 the website document designed to help organisations make experienced 67,610 sessions and a total number pragmatic risk based decisions about how to 748,300 hits. manage the competence of persons working on In April 2009 the IRSE underwent a successful train-borne train control systems at all phases of the audit from the United Kingdom Accreditation system lifecycle. The guidance document has now Service (UKAS) against ISO17024 at which 4 findings been completed and is available both on-line and were raised that required mandatory action and one from the Institution. that proposed recommended action. The Scheme continues to hold full approval against the The complaints process continues to operate for international standard to which it is assessed. In companies or individuals wishing to register a addition to this external audit, internal audits of the complaint about a licence holder’s licensable work. scheme were carried out. In 2009 11 complaints were received and subsequently investigated. In 2008 the Licensing Scheme dealt with a complaint against a licence holder in accordance with The staff within the Licensing Office has remained the Scheme procedures and the outcome of the case un-changed with Richard Hobby continuing his role was that the licence holder’s licence was revoked. as Licensing Registrar, Linda Collins concentrating The licence holder appealed against the revocation, her efforts on the financial/credit control aspects of the appeal was heard, dismissed and the revocation the scheme and Roger Button and Linda O’Shea was upheld. The licence holder then appealed to the undertaking Certification and Competence Assessor Council of the Institution. This second appeal was Approval duties respectively. The Licensing also dismissed and the revocation was again upheld. Committee remains unchanged with the exception The licence holder then took the Institution to Court of Les Braithwaite from Signalling Solutions for a Judicial Review of the case. The Judicial Review replacing Thomas Godfrey who relocated within took place in the High Court of Justice, Queen’s Bombardier to Thailand. Bench Division, Administrative Court in the Strand, London on 31 March 2009. The judge having ANNUAL GENERAL MEETING considered the merits of the case brought by the The 96th Annual General Meeting chaired by licence holder against the IRSE decided that there Past-President Mr W J Coenraad as a result of the was no merit in the case and awarded the Institution death of the President Mr AJ Fisher in February costs against the licence holder. Steps have been 2009, was held at the Institution of Mechanical taken to recover the costs awarded. Although the Engineers, Birdcage Walk, Westminster, London on Institution would have wished to avoid the time and Friday 24th April 2009 when the composition of the costs involved in pursuing this case to the ultimate new Council was announced, as follows: limit of the UK legal procedure, it is at least is re- President: F Heijnen assuring to receive confirmation from the Court that the Licensing Scheme’s processes and procedures are Vice Presidents: PA Jenkins adequate and fair. Mrs CL Porter 124 NINETY-SEVENTH ANNUAL REPORT -

Members of Council from class of Fellow The Junior Vice-President Mrs CL Porter F How Dr AF Rumsey The Chairman of Finance J Irwin C Sevestre Committee WJ Coenraad I Mitchell A Simmons The IRSE Treasurer MH Govas Miss A Parker GJ Simpson The IRSE Chief Executive CH Porter CR Page DN Weedon Any profits from the company where possible are gift-aided back to the Institution. Members of Council from Class of Member JJ Aitken AS Kornas EXTERNAL AND INTERNAL AUDIT I Allison Dr DN Woodland The finances of the Institution are subject to audit annually by independent external auditors who PJ Grant N Wright submit their report to the Annual General Meeting. Members of Council from Class of Associate The Licensing Scheme is subject to ongoing annual Member external audit by the United Kingdom Accreditation Miss LC Simón Vena D Young Service (UKAS). As a registered Charity the The formal proceedings included a warm vote of Institution is subject to periodic external review by thanks to the following member retiring from the Charity Commission. As an Institution licensed Council for his valuable service to the work of the by the Engineering Council to register Chartered and Incorporated Engineers and Engineering Institution. Technicians, the Institution is also subject to review Mr BD Chowdhury, Council member for 2 years. periodically by the Engineering Council to ensure ELECTION OF HONORARY FELLOWS compliance with Engineering Council registration The Chairman announced that the Council had standards. The last Engineering Council review visit decided to elect the following to become Honorary took place in June 2006 and was satisfactorily Fellows of the Institution in recognition of their long concluded. There was an external audit of the and distinguished service to the profession and to Licensing Scheme by UKAS during 2009 and this is the IRSE. covered in the licensing section of this report. In March 2000 Council decided to set up a Jacques Poré, President 2005/2006 process whereby an internal audit committee Chandrika Prasad comprising senior Fellows of the Institution would, In addition, the Chairman announced that Council over a period of time, undertake independent had agreed to make a posthumous award of internal scrutiny of the Institution’s management of Honorary Fellow to Alan Fisher for his major all its activities not subject to formal external audits. contribution to the profession and the Institution The internal auditors report annually to Council and over many years. A presentation of his certificate of Council uses their reports and the recommendations Honorary Fellowship and his Past-President’s that they make to continually improve the medallion was then made to Mrs Jennie Fisher, Alan management of the Institution’s affairs and the Fishers widow. delivery of its services to members. During 2009/10, audits on the operation of the finance and This was followed by the inauguration of the new international technical committees were concluded, President, Mr F Heijnen, who gave his Presidential and an audit on external perceptions of the licensing Address. scheme and its contribution to the Institution’s COUNCIL MEETINGS charitable status started. Finally, the operation of the Licensing Scheme is subject to internal audit as Seven meetings of the Council were held during reported in the Licensing section of this report. the year during which the business of the Institution was conducted. During the year, Mr D Young ANNUAL DINNER resigned from the Council in October 2009 and Mr The 45th Annual Dinner was again held this year S Eastmond was co-opted to fill the resulting at the Sheraton Park Lane Hotel, Piccadilly, London vacancy. The Articles of Association provide for the on Friday 24th April 2009 following the Annual current Chairmen of all local sections, both in and General Meeting. 435 members and their guests outside the UK, and also Country Vice-Presidents to were present. There was a repeat appearance of attend Council meetings and Council is always double-decker bus to transport members between pleased to welcome any who are able to be present the AGM at 1 Birdcage Walk and the hotel, and this at a Council meeting in London. year it included a circumnavigation of Marble Arch to help prepare the members on board for a IRSE ENTERPRISES LTD convivial evening. As mentioned in the finance section of this report, Frans Heijnen, the newly installed President, IRSE Enterprises Ltd is the trading company wholly introduced his guests for the evening, with his guest owned by the Institution. The trading company of honour being James Drummond, the President handles a number of activities which are associated and Chief Executive Officer of the Invensys Rail with but outside the direct scope of the charity. The Group, of which Westinghouse Rail Systems is a key Directors appointed for the year 2009/10 were: member. He emphasised the significant Chairman JD Francis opportunities for the signalling industry in NINETY-SEVENTH ANNUAL REPORT 125 forthcoming years but only if the industry played its members and guests from around the world were full contribution in realising efficiency gains and present at the event. Blessed with our normal good lower overall costs. He later proposed a toast to the weather, the Convention started with registration Institution. The President responded by proposing a and a buffet reception on the Monday, with a formal toast to the guests, after which, desert was served. start with welcoming speeches at the Melia Castilla A collection carried out during the meal for the Hotel on the Tuesday morning, followed by the first Railway Benefit Fund (RBF) raised over £3800 for the of the week’s technical visits, to ADIF installations at Fund. Chamartin station, Madrid. During the week, visits Council continues to be grateful for all the hard were made to installations at Segovia, Zaragoza and work that Mr Quentin Macdonald and the IRSE staff Metro de Madrid. The group also visited Toledo on undertake every year to ensure the success of this the 27th May. The Convention concluded with the popular event. Convention Dinner on the Friday evening. A full report on the Convention has been published in MEMBERS’ LUNCHEON IRSE News and will also appear in the Institution’s 105 members including 16 Past Presidents Proceedings. The Council is very appreciative of the attended the eleventh annual Members’ Luncheon arrangements made by Fernando Montes and the held on 17th June 2009 at the at the Victory Services other members of the Spanish organising Club in Seymour Street London. Our longest serving committee for a very interesting and efficient Past President, Victor Smith OBE, who was programme and to the officials and staff of the President in 1974 and also 30 members of the 81 railways and suppliers in Spain, and also for the members with over 50 years membership were generous support of the Convention’s sponsors that amongst the members present. A very pleasant 3- made the event a reality as well as a memorable and course luncheon with wine was served. enjoyable occasion. Particular mention should also The group was then addressed by the President, be made of hard work of the Convention Co- Frans Heijnen, the 85th person to serve as President ordinator, Mr Roger Penny, and those involved with since the Institution’s formation in 1912 who said him in ensuring that the Convention ran smoothly. how pleased he was to be able to attend and gave brief details of his forthcoming programme. The LONDON TECHNICAL MEETINGS Chief Executive, Colin Porter then went on to detail Five of the six main London technical meetings the ten newcomers to the 50 year list; Denys Dyson, were held again this year in the main lecture theatre Michael Hynd, Roger Kingstone, Colin Law, Barbara at the Institution of Mechanical Engineers at 1 Perkin, Tony Pinkstone, Gordon Rendle, Birdcage Walk, with the January 2010 meeting Mike Thwaite, Rod Townsend and S C Yip from having to decamp to Church House, Westminster Malaysia. He went on to describe the current due to a power failure during severe winter weather membership figures for the Institution, which affecting 1 Birdcage Walk and other buildings in the continued a steady upward trend. area. There was an attendance level of between 39 Members attending the luncheon with over 50 (at the January meeting) and 147. These meetings years membership of the Institution were Messrs are open to members of other Institutions as well as DR Bowlby, D Graham Brown, David G Brown, members of the general public and are free of V Brown, R Bugler, KW Burrage, R Clements, charge to attend. The Council is grateful to those D Dyson, LT Eccles, JH Fensom, Alan Fleet, who find the time from their increasingly busy A D(Tony) Fleet, RS Gilbert, C Hale, B Hesketh, schedules to prepare and present papers at these B Hillier, F Hounsom, MS Hynd,RL Kingstone, IM meetings, which always secure a high degree of Page, RA Pinkstone, DT Plummer, JP Raindle, audience participation with the questions. FG Rayers, GEJ Rendle, RF Rowland, VH Smith Following the trials with making video recordings of OBE, PC Taylor, R Thatcher, M Thwaite, AH Walker, the London meetings during the last session, most J Waller and MF Wilkins. of the meetings were videoed and these together Past Presidents present at the luncheon were with copies of the presentations made were Messrs WG Boddy, JD Corrie, JD Francis, EO uploaded onto a web-site with access from the Goddard, C Hale, TS Howard, AC Howker, C Kessell, Institution’s own web-site. Council hopes that this RC Nelson, CA Porter, CH Porter, VH Smith, will provide a particular benefit for the many J Waller, AD Wilson and FP Wiltshire. members world-wide for whom it is not practicable The luncheon as ever concluded in its usual happy to attend the London meetings. Thanks are due to atmosphere of friendship and camaraderie and was Mr P Grant, Papers Assistant Editor, for the service thoroughly enjoyed by all present. The event he has provided in the transcription and editing of provides an opportunity to meet members, young the tapes of the discussion following the London and old, who are interested in the Institution and in papers for publication later in the Proceedings. many cases, have devoted a considerable amount of Thanks are also due to Mr D Stratton, the papers their time to the furtherance of the Institution’s Editor, for proof reading and preparing the papers objectives over many years. for publication, sometimes having to meet some very tight deadlines. Full details of the papers INTERNATIONAL CONVENTION presented and the discussion that follows their The International Convention was held in Madrid, presentation is reported in the Annual Proceedings Spain from 25th to the 29th May 2009. 230 of the Institution. 126 NINETY-SEVENTH ANNUAL REPORT

ACTIVITIES ORGANISED BY IRSE design company developed a number of alternatives LOCAL SECTIONS which provided an evolution from the current style without being too radical. After a further period of Whilst this Annual Report necessarily details the consultation, one of the proposed styles was events and activities organised primarily by the adopted, and with effect from the beginning of the President of the year with the volunteers who help Presidential year, i.e. May 2009, the updated design with his programme, there is an extensive of the logo and style was progressively incorporated programme of lectures, seminars and technical visits into all the Institution’s newly printed material arranged by all the Institution’s Local Sections in including IRSE NEWS and the website. The original Australasia, Hong Kong, India, Netherlands, North America, Singapore and Southern Africa, and the logo depicting St Christopher and a young boy, Midland & North Western, Plymouth, Scottish, designed initially for the first Institution in 1910 and Western and York Local Sections in the United amended for the current Institution in 1912, remains Kingdom, as well as by the Younger Members. Details the official logo for a number of important of these activities appear in the Annual Proceedings. documents of the Institution. Council recognise that these changes in themselves will not dramatically CONFERENCES AND TECHNICAL change the perception of the Institution amongst VISITS both members and non-members, but they do see it The Institution’s main programme again contained as part of the process of achieving such change. a wide variety of opportunities for attendance at IRSE NEWS technical conferences and technical visits. During the last twelve months, the Institution Following the ASPECT08 international conference magazine has continued to evolve with a complete which was held in London in September 2008, 2009 reformat to reflect the updated Institution branding proved rather quieter. Although it was planned to used in the May 2009 issue. This has been well organise two single day conferences during the received, and provides a fresher and more modern year, the one planned for February 2010 intended to appearance. The content also has continued to cover the INESS European interlocking project had evolve with some changes to some of the long to be cancelled due to difficulties with the project. standing favourites (although it’s hard to keep a However, a very successful and interesting popular topic down) and a determined effort to conference on “The Future Education and Training provide a good balance between the new and the of Train Control Engineers and Technicians” was old. During the year, eleven issues of the magazine held in London on 24th November 2009 was were produced in a high quality A4 colour format, organised by the Professional Development with just the July/August issue now being committee. There were nearly 60 delegates present combined. As a result of the expansion of the and the conference gave an insight into the topic editorial team of the magazine in 2008 following from both a UK as well as a more global perspective. feedback received from the 2007 IRSE Members There were two technical visits this year. The first, Survey, there has been an increase in the global held on 20/21st November 2009 was attended by content of the magazine. about 50 members and guests who attended a The size of each issue has varied during the year, technical visit to Glasgow and Larbert, visiting the with the largest issue being the 44 page November Thales offices at Govan for a series of technical 2009 issue, but is more normally 36 pages. Other presentations, and then visiting the new west of than one London paper which was late in being Scotland signalling centre at Cowlairs, the Glasgow produced, all the other main London papers were Underground maintenance depot at Govan, and the printed and available to members before the date of Network Rail training school and a GSM/R base the meeting. The magazine is airmailed to all station at Larbert. On 26/27 February 2010 28 members world-wide. Advertising though has members and guests attended a technical visit to continued to decline due to the general economic the Siemens test track at Wildenrath Germany, the situation and in particular the cut-back in DB Netze new interlocking produced by Siemens at recruitment advertising. Because of this reduction in Aachen and the RWE open-cast lignite coal mine at income, the size of the magazine will be reduced to Garzweiler, near Aachen. 32 pages normally during 2010. Members in Reports of these events will appear in IRSE News industry are asked however, to support both the and the Proceedings. Council is appreciative of the Institution and the magazine by encouraging their hard work and effort contributed by those employers to advertise their company itself, its concerned with the organisation and administration products or any vacancies whenever possible, the of the events, especially to Keith Walter for his help proceeds from which contribute towards the with the technical visits. production and distribution costs. PUBLICATIONS AND PUBLICITY Regular features also include News View, written by different Guest Editors both within and outside IRSE Branding the Institution, but we continue to encourage and Following some comments received from members welcome contributions from Local Section Officers in the 2007 Membership Survey, during the early part and the world-wide membership. If you have of 2009, work commenced on “refreshing” the something constructive to say, we want to hear and Institution’s printed material and style to help present tell others! Industry News, which includes details of a more contemporary image. At modest cost, a new contracts awarded, new products available and NINETY-SEVENTH ANNUAL REPORT 127 signalling and telecommunications organisations in members where relevant) to update contact details, general, Curiosity Corner, IRSE Matters, Section order publications and goods on-line and pay for News, Feedback and Membership Matters, now them, and pay their subscriptions on-line. Work is known as just Membership are also included. New continuing to provide a members’ area to provide text books are reviewed from time to time, and the additional features including access to certain “A day in the life of…...” article and the Technical publications and other material identified by the Tips features have been successful; however, we Recruitment and Publicity committee and this will would ask the membership and Industry to provide be implemented during 2010. A modest makeover additional relevant articles whenever possible. The of the Institution’s Licensing Scheme web-site was personality profile will continue to identify and carried out at the end of 2009, but a more record the seemingly limitless band of volunteers fundamental re-write of this site is presently and employees who ensure the Institution underway. continues to operate. There is a periodic Council is grateful to David Mackay and Martin “Interesting Infrastructure” feature, identifying Govas for their work in maintaining the web-site, differing and new equipment relevant to our making structural changes to it when needed and industry. We also try to ensure that the front cover helping with the on-going development of new pictures fairly represent the S&T industry and aim to features. provide a non-UK picture for eight issues out of Recruitment and Publicity activity eleven. We strive to correctly represent the views of the membership of the Institution and the S&T The Recruitment and Publicity committee met industry as a whole. four times during the year and is grateful to the companies who have sponsored these meetings by All articles submitted should be provided in the the provision of the venue and hospitality. Work Microsoft Word format, with all pictures sent as continues in the active promotion of the Institution’s JPEG’s above 500kb in size. activities with the local sections and throughout the Thanks to the efforts of a number of members profession under the chairmanship of Andy Knight from the Australasian section, all copies of IRSE who took over from John Francis as chairman of the News scanned to DVD are available for purchase committee. from the section and via the IRSE web-site. The Committee is planning a recruitment The Council is very grateful for the hard work of presence at the InfraRail exhibition to be held in the Honorary Editor, Mr I Allison, the Honorary Birmingham in April 2010. To aid recruitment, an Deputy Editor, Mr AJR Rowbotham, the Assistant initiative was re-launched to invite newly qualified Editor (Non-UK), Mr AC Howker, the Assistant licence holders to join the Institution at an Editor (Younger Members) Mr N Handley and the appropriate membership grade for one year free of Production Manager, Mr S Angill for the effort they charge. This was implemented during the latter part undertake in continuing to produce regularly and of 2009 and the results will be monitored to see if on-time this well regarded and important means of this is an effective way of recruiting new members, communication with and between members of the particular those with a technician level background. Institution. During the year, the committee updated the Proceedings general recruitment poster and the recruitment The Institution’s Proceedings for 2008/2009 were PowerPoint presentation available on the published as usual in October, within six months of Institution’s website and carried out a review of the close of the session and the Council is grateful future options for enhancing the information that to Andrea Parker, Honorary Editor, for her could be made available to members in a continuing work which has provided prompt “members’ area” of the website. The committee publication of the Proceedings for many years now. makes a determined effort to chase members who The Proceedings are available in hard copy or CD- are in arrears with their membership and as a result ROM format, and members have been given the of this, and the efforts of the staff in the London opportunity to indicate their format preference. In office, the number of members struck off for being addition, due to the enthusiasm and hard work of a two years in arrears remained at a relatively low level member of the Australasian section, all the for the second successive year. Proceedings from 1913 to 2001 have been Council is appreciative of the efforts of the transferred to one DVD, copies of which are on sale members of the Recruitment and Publicity from the Section or via the web-site. committee for all the work they do to promote the Website activities of the Institution, including manning the The website provides an effective means of display stands and encouraging people to become communication to the membership throughout the members. world. It contains details of all Institution events, Publications application forms and access to information about Over the years the Institution has produced a the Institution and its staff, membership and number of excellent text books and other professional development. During 2009, the site publications that are of significant benefit, not only was changed to reflect the updated Institution to those studying for the examination but also as a branding, and in addition, an IRSE On-Line facility continuing professional development service to all was implemented which permits members (and non professional signal and telecommunications 128 NINETY-SEVENTH ANNUAL REPORT engineers. During the year five of the compendium Railway Engineers Forum volumes of the original green booklets were Together with the Civil, Engineering & reprinted. Work continues with a team led by Peter Technology, Mechanical and Permanent Way Stanley, on the preparation of a new text book on ERTMS/ETCS and this will be published in 2010, engineering Institutions, the Institution of Railway and there is another team led by Ed Rollings who Operators, and the Chartered Institute of Logistics are preparing a new text book on UK signalling & Transport, the IRSE has continued as a member of which will supersede the original two text books, the Railway Engineers Forum. The Forum arranges the so-called red/green books. It is hoped that this technical meetings and produces papers on railway will be available during 2011. Finally, a project team engineering topics of multi-disciplinary interest. The under the leadership of Ken Burrage has started the current chairman of the Forum is Joel Bates from the preparation of a book to recognise the Institution’s centenary in 2012-2013. A full list of the Permanent Way Institution, with Colin Porter, and publications available for purchase by members at Peter Stanley representing the IRSE. preferential rates can be obtained from the Institution’s website and these can be ordered INTERNATIONAL TECHNICAL through the site or through the London office. COMMITTEE Library The International Technical Committee (ITC) has The Librarian, Stephen Clark, during the year re- 15 fully participating and 16 corresponding established the relationship with the Institution of members. Over 70% of its members attended its Engineering & Technology library at Savoy Place, various committee meetings. New British, London and has updated their collection with a German, Italian, Spanish and Swedish members number of more recent IRSE publications which were invited to ITC meetings to replace retiring were missing from the IET collection. All members members. During the year, the ITC held 3 can use this library. From time to time, we also receive books from members who want to find a meetings around Europe, in Helsinki, Montreux good home for their books, and whilst space is and London. The group wrote 4 articles and had limited, the Librarian does review possible them each published in IRSE NEWS and Signal + donations to see what can be accommodated. Draht in English and German. These were on the topics of “ERTMS Level 3 Quo Vadis ?”, “Train RELATIONSHIPS WITH OTHER BODIES integrity is the responsibility of the Railway Engineering Council Undertaking”, “Towards the one page safety case” During the year, ECUK renamed itself as The and “What can signalling do to enhance rail Engineering Council. This body is responsible for the operation?” The meetings are hosted by members regulation of engineers particularly in the UK, and in their country and approved minutes are through its involvement with international accords, ensure that the professional qualifications it awards produced for each meeting, available on request. are recognised world-wide. The Institution is a Finally, the operation of the ITC was audited by nominated body of the Engineering Council and is the Audit Committee during the year and it was licensed to register Chartered Engineers, found to be working effectively. An annual report Incorporated Engineers and Engineering is now produced for the Council summarising the Technicians. The Chief Executive and Past President, ITC activities during the year. Mr Colin Porter, continued to represent the smaller licensed professional engineering institutions (Group PROFESSIONAL GUIDANCE GROUP C) as a board member of the Engineering Council. Following the special technical workshop for an EngineeringUK invited audience to look at safety assurance The former Engineering and Technology Board also processes for signalling and telecommunications renamed itself as EngineeringUK at the end of 2009, systems held on 13th January 2009, Council agreed to reflect its responsibility to promote the importance of engineering to government, the media, and the to the formation of a Professional Guidance Group public in the UK. It has a vital role in working with to take the initiative forward. Rod Muttram FREng other bodies to promote the suitability of engineering agreed to chair the group, with the other members as a career to school-children, parents, teachers and being R Barrow (Member), P Cheeseman (Fellow), others in the UK. The Chief Executive, Colin Porter, WJ Coenraad (Fellow and Past-President) and F How also continued to represent the smaller licensed (Fellow). During the year, the group drafted a set of professional engineering institutions (Group C) at the Guiding Principles on the Application of Safety meeting of the professional engineering institution Panel of EngineeringUK. Assurance Processes in the Signalling Industry, and at the time of writing these are being finalised having Institution of Railway Operators been presented to a further workshop of the original The Institution continues to liaise with operating attendees, held at 1 Birdcage Walk London on 1 colleagues in the continued development of the Institution of Railway Operators by the exchange of March 2010. It is the intention to publicise these ideas and information, primarily through the Railway widely during summer 2010 as Council believes that Engineers Forum. No specific joint technical they will prove useful both to members and others meeting with the IRO was held this year. involved in the industry. NINETY-SEVENTH ANNUAL REPORT 129

COMMITTEES LOCAL SECTIONS AND YOUNGER The following were appointed to serve on the MEMBERS standing committees shown and the Council The Non-UK Sections of the Institution in extends its thanks to them for the valuable work Australasia, Hong Kong, India, The Netherlands, they undertake on behalf of the Institution: North America, Singapore and Southern Africa, and Management Committee: Messrs PA Jenkins the Midland & North Western, Minor Railways, (Chairman), WJ Coenraad, JD Francis, MH Govas, Plymouth, Scottish, Western and York Local Sections J Haile, F Heijnen, F How, J Irwin, I Mitchell, J Poré, in the United Kingdom all continued to operate successfully. The Sections which were newly formed Mrs CL Porter, CH Porter (Secretary) and D Weedon. in 2009, the Indian and Minor Railways Sections, Membership Committee: Mrs CL Porter started to organise lectures and visits during their (Chairman), I Bridges, BD Cowdhury, M Fenner, first year, with the Indian Section being set the P Grant, R Gray, PA Jenkins, IH Mitchell, RW Penny, challenge of organising the 2010 International CH Porter (Chief Executive), G Simpson, Technical Convention. Some interest has been PW Stanley, D Weedon, Ms C White (Membership & shown in forming a new Section in Ireland, and it will PD Manager/Secretary), and I Beaton (rep have to be seen whether this comes to fruition over Engineering Council). the next few years. Finance Committee: Messrs WJ Coenraad The Younger Members again arranged an (Chairman), JD Francis, MH Govas (Treasurer/ interesting series of meetings during the year, Secretary), F Heijnen, PA Jenkins, IH Mitchell, commencing with a module 5 examination CH Porter (Chief Executive) and Mrs CL Porter. preparation day at GM Rail’s training centre in Rugby Professional Development Committee: in July 2009, and then a further day on modules 2 & 3 Messrs C King (Chairman), W Alexander, L Brearley, at Signet’s training centre in Derby in August. This was followed by a YM conference and visit held in York in BD Chowdhury, D Cornall, I Ettle, J Joyce, November 2009, and then a half day conference and K Marchand, G Wire, DN Woodland, Ms C White examination review in London in January 2010. (Secretary) and C H Porter (Chief Executive). The Council wishes to record its thanks to the Examination Committee: Messrs DN Woodland Officers, Committee members and all others in the (Chairman), J Alexander, I Brown, P Darlington, Sections, for the excellent work they undertake in P Hetherington, DA Hotchkiss, D Jones, organising the meetings and other events. Their Miss U Khaleel,A Kornas, B Lui, T Lee, C Lovelock, dedication, hard work and enthusiasm, when under M Miller, S Rodgers (Secretary), RC Short, NT Smith, increasingly heavy day-to-day work pressures, is a A Stringer, CI Weightman, CR White and major contribution to the success of the Institution. Ms C White. In addition, Council very much appreciates the help International Technical Committee: C Sevestre - and support given by many companies in facilitating Chairman (France), WJ Coenraad, (Netherlands), and supporting the events organised by the F Fabbian (Italy),I Gal (Hungary), EO Goddard (UK), Sections. G Hagelin (Sweden), F Heijnen (Germany), Y Hirao (Japan), S Hiraguri (Japan), C Kessell (UK), The Officers of the Sections were: F Kollmannsberger (Germany), L Lochmann, NON-UK (Belgium) L Matikainen (Finland), R Mattenberger Australasian Section: Chairman, Mr J Aitken; (Switzerland), I McCullough (UK), I Mitchell (UK), Country Vice-President, Mr PR Symons; Vice- F Montes (Spain), M Montigel (Switzerland), Chairman, Mr S Boshier; Hon Secretary & Treasurer, J Noffsinger (USA), J Poré, (France), CH Porter Mr G Willmott. (IRSE), H Rochford (Secretary), C Rodriguez (Spain), Hong Kong Section: Chairman, Mr Lai Yan Lam; A Rumsey (Canada), R Seiffert, (Switzerland), Vice-Chairman, Mr Chun Pong Lung; Secretary, A Simmons (UK), G Simpson (UK), PW Stanley (UK), Mr Yuen Fat Sung; Treasurer, Kenny, Tim Yau Ng. B Steyn (South Africa), J Stutzbach (Germany), Indian Section: Chairman, Mr KK Bajpeyee; Vice- P Symons (Australia), and A Zierl (Austria). Chairman, Mr S Lahiri; Secretary/Treasurer, Licensing Committee: Messrs KW Burrage Mr A Gupta. (Chairman), L Braithwaite, JWA Colvin, F How, Netherlands Section: Chairman, Mr J Oonincx; P Mann, P Martell, I Maxwell, AJ Metcalfe, Vice-Chairman, Mr P Musters; Treasurer, Mr P Otten; MD Moore, A Nattrass, MK Poole and ex officio: Secretary, Mr A Förrer. MH Govas (Treasurer), CH Porter (Chief Executive) North American Section: Chairman, Mr D Thurston; and R Hobby (Licensing Registrar/Secretary). Vice-Chairman, Mr K Bisset; Secretary, Mr G Young; Advisors R Bell, M Watson-Walker, and FP Wiltshire. Country Vice-President, Mr WJ Scheerer. Recruitment & Publicity Committee: Singaporean Section: Chairman, Mr M Appleyard; Messrs A Knight (Chairman), I Allison, SJ Clark, Vice-Chairman, Mr R Shield; Secretary/Treasurer, P Eldridge (Secretary), M Glover, M Hewett, R Hobby, Mr I Tomlins. I Mitchell, CH Porter (Chief Executive), RH Price, AJR Southern African Section: Chairman, Mr B van der Rowbotham, S Turner, and GF Wire. Merwe; Vice-Chairman, Mr B Ostendorf; Hon Internal Auditors: PW Stanley (Chairman), Secretary, Mr P Meyer; Hon Treasurer, Mr JC van de D McKeown and RW Penny. Pol; Country Vice-President, Mr GB Paverd. 130 NINETY-SEVENTH ANNUAL REPORT

UK Younger Members: Chairman, Mrs L Hunter; Midland & North Western Section: Chairman, Hon Secretary, Mr M Fenner; Hon Treasurer Mr A Whitton. Mr G Hill; Vice-Chairman, Mr P Duguay; Hon Secretary, Mr W Redfern; Hon Treasurer, ACKNOWLEDGEMENTS Mr C Williams. As I said at the beginning of the report, it was a Minor Railways: Chairman, Mr I Allison; Secretary, strange start to the year but I was wonderfully Mr M Huibers; Treasurer, Mr T Hodgson. supported by Colin Porter and the staff of the IRSE enabling me to fill the gap left by Alan quickly. I Plymouth Section: Chairman, Mr A Lovett; Vice- would also like to thank Invensys for making all the Chairman, Mr R Nettleton; Hon Secretary & travel needed for my activities as President possible Treasurer, Mr D Came. and for sponsoring some of the activities. Last but Scottish Section: Chairman, Mrs L Hunter; Vice- not least I would like to thank my wife Alphonsine Chairman, Mr C Hourston; Hon Secretary, for being at my side in many occasions and for Mr S Wright; Hon Treasurer, Mr B McKendrick. having to live with me not being home on so many occasions. Western Section: Chairman, Mr P Duggan; Vice- Chairman, M Peters; Treasurer, Mr A Scarisbrick; Frans Heijnen Hon Secretary, Mr M Peters. President York Section: Chairman, Mr J Maw; Vice-Chairman, 1 Birdcage Walk Mr D Gillanders; Hon Secretary, Mr J Maw; Hon Westminster Treasurer, Mr AP Smith. London, UK March 2010 131 Ninety-Seventh Annual General Meeting

Minutes of the Ninety-Seventh Annual General Meeting held at 1 Birdcage Walk, London, SW1 on Friday 23rd April 2010

The President, Mr F Heijnen, in the Chair

The Chairman welcomed members to the Annual Members of Council from Class of Member General Meeting. J J Aitken P Grant PREVIOUS MINUTES AND AUDITOR'S I Allison A S Kornas REPORT B Chowdhury Dr D N Woodland It was proposed by Mr K W Burrage (Hon Fellow) Members of Council from Class of Associate and seconded by Mr C Kessell (Hon Fellow) and Member carried that the minutes of the 96th Annual General S Eastmond Miss L C Simón Meeting held on 24th April, 2009, be taken as read The Chairman then proposed a vote of thanks to and they were signed by the Chairman. the following retiring members of Council for their The Chairman then asked the Secretary to read service to the Institution; the Report of the Auditor, which he did. Jacques Poré, Past President, 13 years service ANNUAL REPORT AND ACCOUNTS, on Council 2008 Nick Wright, 7 years service on Council The Chairman stated that the annual report and The meeting showed its appreciation and thanks accounts had been circulated to all members with applause worldwide and then at the request of the Chairman, the Institution's Treasurer, Mr M.H. Govas AUDITOR commented on the overall increase in the The Chairman announced that the Institution's Institutions funds due mainly to the generous Auditors, Ian Katté & Co., of Addlestone, Surrey, bequest from Frank Hewlett, and a partial recovery had indicated their willingness to continue in this in the value of the capital investments of the capacity for a further year and it was the Institution. The small loss in the trading account was recommendation of the Council that they should do primarily due to the decline in advertising income, a so. It was proposed by Mr. J Tilley (Fellow), situation which was continuing in the current year. seconded by Mr. E O Goddard (Hon Fellow) and The Chairman then asked whether anyone present carried with none against that Ian Katté &Co. be wished to discuss any point in the Annual Report appointed Auditors to the Institution for the year and Accounts. No one did. 2010. There being no questions it was proposed by the OTHER BUSINESS. Chairman, seconded by Mr A Simmons (Fellow) and carried that the Annual Report and Accounts for the AWARDS year 2009 as presented be adopted. The Chairman Dell award then put the motion to the meeting which was The Dell award is made annually under a bequest carried with none against. of the late Robert Dell OBE (Past President). It is COMPOSITION OF COUNCIL, 2010- awarded to a member of the Institution employed 2011 by London Underground Ltd (or its successor bodies) for achievement of a high standard of skill in The Chairman announced that as a result of the the science and application of railway signalling. The ballot that had been held, the Institution's Council award takes the form of a plaque with a uniquely for the year 2010-2011 would be composed as designed shield being added each year with the under: - recipient’s name engraved on it and a cheque for President: P A Jenkins £300 to spend as the recipient wishes. Vice Presidents: Mrs C L Porter The winner of this year’s Dell award was named as F How Peter Clifford of Tube Lines Ltd and the President Members of Council from class of Fellow presented Mr Clifford with the Dell award to applause. K W Burrage Dr A F Rumsey Thorrowgood Scholarship J Irwin C Sevestre The Thorrowgood scholarship is awarded annually I Mitchell A Simmons under a bequest of the late W J Thorrowgood (Past Miss A Parker G J Simpson President) to assist the development of a young C R Page D N Weedon engineer employed in the signalling and 132 NINETY-SEVENTH ANNUAL GENERAL MEETING telecommunications field of engineering and takes PRESENTATION OF FINAL DRAFT OF the form of an engraved medallion and a cheque for ETCS TEXTBOOK £1500 to be used to finance a study tour of railway signalling installations or signalling manufacturing Mr Peter Stanley then came forward to present facilities. The award is made, subject to satisfactory the President with a copy of the final draft of the interview, to the Institution young member attaining new IRSE text book “ETCS for Engineers.” Final at least a pass with credit in four modules in the editing and printing would take place during the Institution’s examination. summer to achieve a publication date of 1 The winner of the 2009 Thorrowgood Scholarship September 2010. was Dan Heeley, from Network Rail and the President presented Mr Heeley with his Scholarship NEWLY ELECTED PRESIDENT TAKES medallion amidst applause. THE CHAIR Election of Honorary Fellows The Chairman, Mr F Heijnen, then invited the The Chief Executive then announced that the newly elected President, Mr Paul Jenkins, to take Council had decided to elect the following to the Chair, which he did amidst applause, and Mr become Honorary Fellows of the Institution in Heijnen invested him with the Presidential Chain of recognition of their long and distinguished service office. to the profession and to the IRSE. Derek Hotchkiss, Fellow, UK VOTE OF THANKS TO THE PAST PRESIDENT Graham Paverd, Fellow, from South Africa Having taken the Chair, Mr Jenkins thanked Mr Jan Oonincx, Fellow, from the Netherlands Heijnen for his excellent Presidential year and The Lord Denis Tunnicliffe CBE, former members showed their appreciation with prolonged Companion, UK applause. Geoff Wilmott, Associate, from Australia Lord Tunnicliffe was unable to be present, but the PRESIDENTIAL ADDRESS Chief Executive read out a letter he had sent The President, Mr Paul Jenkins then delivered his expressing his pleasure at being elected an Inaugural Address a copy of which will appear in Honorary Fellow. As Derek Hotchkiss was present, IRSE News and in the Proceedings. he was invited to come forward to receive his new A vote of thanks to him for his Address was certificate of membership from the President. The proposed by Mr C Kessell (Hon Fellow) who also Chief Executive commented that Derek had been gave some background on the President’s initial awarded the first Thorrowgood Scholarship medallion at the AGM held in 1960, 50 years ago, appointment to British Rail, and this vote of thanks and had been a member of the examination was carried with applause. committee since 1968. The meeting showed their The President then declared the Annual General approval of his award with prolonged applause. Meeting closed. 133 46th Annual Dinner

The 46th Annual Dinner was again held this year at 1 the Sheraton Park Lane Hotel, Piccadilly, London on Friday 23 April 2010 following the Annual General Meeting. Some 420 members and their guests were present. A double-decker bus was used to transport members between the AGM at 1 Birdcage Walk and the hotel. The new President, Paul Jenkins, introduced his guest of honour, John Drake, the Chief Operating Office of Bird & Bird and former Managing Director of BRT (British Rail Telecomm). The President thanked Railtech Group who had sponsored the dinner and all the organisations who had supported the Institution by attending the dinner. He then gave details of a collection being carried out during the meal for the Railway Children, which subsequently raised just under £4000 from the cash collected on the night and the amount refunded from the tax system through Gift Aid. After the first course, John Drake gave a brief address stating that he had been a Companion of the Institution since 1995 and had always 2 appreciated being a member. He went on to outline his own involvement with the communications side of the railway industry, which still continued, and the interesting time he and those working with him had had during the privatisation of BRT. He then wished the industry and those working in it every success for the future with great potential for new railway projects being intimated by politicians of all colours during the current general election campaigning. On finishing, he was rewarded with the customary round of applause both for the content of the speech and keeping within the chef’s timing regime. The main course of sea bass followed, after which the Railway Children envelopes were drawn for the prize by Lynn Jenkins, the President’s wife, and then Mr Drake proposed a Toast to the Institution, with the President responding with a Toast to the Guests, after which dessert was served, followed by coffee. It was again an excellent meal with good service, and our thanks are again due to Quentin Macdonald 3 and the IRSE staff who organised the event together with the staff of the Sheraton Park Lane Hotel who worked hard to make the evening enjoyable for the members and guests present.

1. Quentin Macdonald 2. John Drake 3. Ken Burrage (New Council member) and Frans Heijnen (Past President) 4. Paul Jenkins and family with Andrew McNaughton (Chief Engineer, HS2) 5. Rail Engineers Forum Members (L-R) Jol Bates (Chairman REF), Richard Spoors (President Permanent Way Institute), Roger Goodall (Chairman, Railway Division IMechE) and Gill Howarth (National Skills Academy for Rail Engineering) 6. A clutch of telecomms engineers, (L-R) David McKeown, Trevor Foulkes, Steve Hailes and Gary Simpson 7. Overview of the Dinner Photos 1-6: Colin Porter; Photo 7: Ken Burrage 134 46TH ANNUAL DINNER

4

5

6

7 135 IRSE International Convention 2009 – Madrid by Ian James Allison, Ian Bridges, Peter Martell, Ian Mitchell and Andy Knight

The capital of Spain, Madrid, is located in the heart of the Iberian peninsula, right in the centre of the Castilian plain some 646 metres above sea level. It has a population of over three million. A cosmopolitan city, a business centre, head- Ian James Allison quarters for the Public Administration, Government, Spanish Parliament and the home of the Spanish Royal Family, Madrid also plays a major role in both the banking and 1 industrial sectors. Most of its industry is located in the Southern fringe of the city, where important textile, food and metal working factories are clustered. Madrid is characterised by intense cultural and artistic activity and a very lively nightlife. This was the location of the IRSE International Convention for 2009! The grand city of Madrid can trace its origins to the times of Arab Emir Mohamed I (852-886), who ordered the construction of a fortress, on the left bank of the Manzanares River. Later it became the subject of a dispute between the Christians and Arabs until it was conquered by Alonso VI in the 11th century. At the end of the 17th century, a 2 defensive wall was built for the protection of the new outlying areas, tracing the roads of Segovia, Toledo and Valencia. During the 18th century, under the reign of Carlos III, the great arteries of the city were designed and built, such as the locations of Paseo del Prado and Paseo las Acacias. At the beginning of the 19th century, Joseph Bonaparte undertook the reform of the Puerta del Sol and the adjacent vicinity. The commercial street known as the Gran Vía was built as an east-west Avenue at the start of the century. In the 1950s the north-south boulevard called Paseo de la Castellana 3 was extended and modern buildings were erected, housing the major financial institutions. Remains of the distant past are mainly the Baroque and neoclassical structures of the 17th and 18th centuries, such as the Plaza Mayor (Main Square) and the Palacio Real (Royal Palace). Arriving for the first time in such a city of culture, I was pleased to land in the late morning at an airport that was linked to the city by a clean, modern and busy metro system. Whilst the hustle and bustle is much the same as any large city in Europe, there was a distinct difference and overwhelming sense of being part of a relaxed and welcoming environment. 4 Having offloaded my case and belongings at my 1. The Royal Palace, Madrid. particular hotel, the Tryp Centro Norte, I headed off 2. Members and Guests in a photo opportunity whilst going to into the city to meet up with other attending Lunch in Zaragoza at “El Cachirulo”. members and their partners, to partake and enjoy 3. Signalling Control Centre at Chamartin Station in Madrid, the delights of Madrid for the afternoon. visited on the Tuesday. 4. Alstom European Vital Computer (EVC) with the juridical The registration of the event and an informal recorder below and the GSM-R radio set above installed on one welcome took place in the early evening at the El of many of the trains in Spain. 136 IRSE INTERNATIONAL CONVENTION 2009

On Tuesday morning, following a hearty breakfast, members and guests assembled at the conference hotel, Melia Castle, for the convention’s opening address given by the President of the Institution, Frans Heijnen. Subsequent greetings were Ian Bridges given by ADIF (Administrador de 5 Infraestructuras Ferroviarias - the Spanish main line infrastructure owner), RENFE Operadora (The state- owned company which operates freight and passenger trains on the 1435 mm European gauge and the 1668 mm Iberian gauge networks) and Metro de Madrid. Following the opening addresses, the guests were whisked away by coach to San Ildefonso in the province of Segovia, some 54 km (34 miles) north west of Madrid, where they were treated to a tour of La Granja Royal Palace. A pleasant lunch was provided at a restaurant adjacent to the Palace, before leaving for the capital of the province, 6 Segovia, a short ride away. The city is surrounded by 5. Typical train leaving Chamartin Station in Madrid. walls built in the 8th century, but the centrepiece is 6. Metro trains observed in detail during the Friday visit. formed of The Aqueduct De Segovia, built by the Romans at the end of the First Century AD to bring water to the town from the Río Frío (Cold River) 18 Prado Room of the Melia Castilla Hotel. Light km (12 miles) away. Because the centre of Segovia is refreshments were served in the form of drinks and in a deep sided valley, the aqueduct required a long a finger buffet, amongst friends and fellow elevated section which spectacularly dominates the engineers. Whilst it is always good to see old friends old town below. and colleagues, this convention saw many new Meanwhile, members moved to the northern part members attending with their partners. Before us of Madrid to undertake a technical visit to signalling was a most interesting and delightful event, for installations at Chamartin station. Equipment which those who attended would like to say a big viewed included the ALSTOM Smartlock 300-Z thank you to all the sponsors and organisers. interlocking that controls the Chamartin station area, the Dimetronic Centralised Traffic Control (CTC) and equipment for the ERTMS level 2 fitted line between Chamartin and Atocha stations, supplied in part by Dimetronic and in part by Thales. Each company has supplied a Radio Block Centre (RBC) – an Altrac 6481 by Thales to the south and a Futur 2500 by Dimetronic to the north – the principles being to establish that the two systems are interoperable and to increase line capacity. The contract further extends to the supply of a level 1 system from Atocha as far as Parla and Aranjuez in the south (Thales) and to Villalba, Colmenar Viejo and Alcobendas – San Sebastián de los Reyes in the north (Dimetronic). The total route miles, including the short 8 km (5 miles) level 2 portion, is 178 km (111 miles). Communications between the various control elements – RBCs, Local Electronic Units (LEU) and Centralised LEU Controllers (CLC) is provided over a Signalling Private Network to give greater security and availability. The Chamartin station area covers both European and Iberian gauges and totals 21 platforms. The central ALSTOM interlocking controls a number of Zone Logic Controllers (ZLC), eliminating the need IRSE INTERNATIONAL CONVENTION 2009 137 to have an interlocking for each geographical area Changes to the SRS have provided challenges to the and large numbers of cross-boundary routes. During early commissioning of the level 2 system. The a number of short night time possessions, the interlocking and CTC were provided by Dimetronic, system was ‘over & back’ tested without any with Thales supplying system integration and interruption to service. The final commissioning of interfacing for equipment supplied by different 127 signals, 154 point ends, 162 track circuits and manufacturers. Members were also given a 1352 routes, took place in December 2006, during a presentation by Indra on the fully integrated railway three hour possession. management system known as DaVinci. Based on a real time information exchange between the railway Before leaving Chamartin, members were invited sub-systems, the platform allows forward planning to have a look under the bonnet of an ALSTOM built of train paths along with the execution of the plan. Civia modular train, designed for the Madrid urban The development began in 2000 and the system and suburban networks. The modular concept train now forms ADIF’s management platform for all the is articulated and each set can be built with between current and future high speed lines. two and five cars from three basic types, an end car, The evening entertainment concluded a busy but an intermediate car and an intermediate low floor rewarding day. It was a spectacular affair as car. The modular trains are being built in varying members and guests were reunited at the Hotel quantities by ALSTOM, CAF and Siemens. Fitting Candido in Segovia and treated to traditional food neatly behind the seats adjacent to the toilet and dance. Buses provided the transport for the module, it was possible to view the ALSTOM tired collective to return back to Madrid, ready for a Advantik European Vital Computer (EVC), the short sleep before doing it all again on the next day. juridical recorder and the GSM-R radio. Special cables to eliminate any electromagnetic interference WEDNESDAY 27 MAY 2009: TOLEDO issues connect the other parts of the ERTMS system Wednesday was an opportunity - wheel sensors, Driver-Machine Interface (DMI), to see some of the history and reader etc. - throughout the train. culture of Spain after seeing Early afternoon brought a change of scenery as another example of high speed the members joined a special train formed of an train travel on the S-104 train to Avant Class 121 unit, built by a consortium of CAF Toledo. We were taken from and ALSTOM that is capable of operating on both Madrid to the ancient city of 1435 mm and 1668 mm gauge, and has been Toledo where we met up with designed for medium distance services throughout the guests for coffee and cakes Spain. The train has traction equipment fitted that at the station, although from allows it to operate on the conventional networks at Peter Martell the understated appearance of 3 kV d.c. and on the high speed network at 25 kV the platforms and the a.c., with changeover between the two happening architecture of the building, it was easy to forget automatically as the train passes through the gauge that we were at a high speed rail station. changing device. Signalling equipment for ERTMS We were then taken on a short coach ride which level 1 and 2 is fitted along with a Specific gave us the opportunity to see around the outside Transmission Module (STM) for LZB and ASFA train of the city while our tour guide gave us some protection systems. information about its history. Toledo was the capital The journey took the party some 180 km (112 of Spain until 1561 and it was a very secure city miles) to Valdestillas (to the south of Valladolid), because of the natural protection afforded to it by where it passed through the gauge changing system the mountains on one side and the river on the onto the Iberian network. After a short stop to other. Of course, now not needing such secure reverse, the train passed back onto the high speed defences, the city has expanded to the surrounding network and returned the party to Segovia. area and now has a population of over 85 000, of which about 7000 live in the old city. Once back at Segovia station the party split into smaller groups and each was taken to see the local Being built on a hill, our tour thoughtfully started equipment rooms and the control room. The line is at the top enabling us to mostly have a gentle walk currently worked under ETCS level 1 from the down. However, unlike most city visits, our journey Segovia CTC, with level 2 being tested at System to the top was not by road, but by escalators that Requirements Specification (SRS) 2.3.0d. Once level the city authorities have thoughtfully (and carefully, 2 is commissioned, level 1 will act as the fall back so as not to spoil any views) installed for the benefit mode, with a further reserve of LZB available. of the tourists.

Toledo: View of the city 138 IRSE INTERNATIONAL CONVENTION 2009

the cathedral and my descriptive prose cannot possibly do the magnificent architecture any justice. The soaring ceilings, the intricate carvings of the seats in the choir and three huge pipe organs all only give a hint to the splendour that this cathedral displays. Others with more of an artistic grounding than me will know that one of Toledo’s most famous citizens is one Doménikos Theotokópoulos. Since this was somewhat of a mouthful for the Spanish, the Greek artist who adopted this city as his home was known more popularly as El Greco. He was a prolific painter known for his use of bright colours in a time when art was known for its dark images. There were many Interior view of Toledo Main Station. examples of El Greco’s paintings in the cathedral together with a large collection of the works of other great masters. A local speciality craft is a form of decoration of jewellery and ornaments using incredibly fine gold wire or leaf painstakingly laid into an engraved steel backgrounds by trained craftsmen to form beautiful and intricate patterns. To look at them it is hard to believe that each part has been individually laid in place. Our day would of course, not have been complete without more Spanish hospitality. Well worth waiting for (coming near three in the afternoon), the quality and quantity of our lunch more than made up for the wait. The leisurely pace of meal and the journey home meant that it was very late afternoon before we finally returned to Madrid. Hopefully the excellent day was some consolation to those English delegates who saw the team from the UK well beaten by the Spanish side in the European final.

THURSDAY 28 MAY 2009: ZARAGOZA The earliest breakfast of the week was required so that members and guests could enjoy a coach tour of the Madrid traffic jams to arrive at Atocha station in plenty View from the cab. of time for our special train to Zaragoza. A few sensible people opted for longer in Obviously, most of the old city was built well Ian Mitchell bed and travelled from the before motor transport but that does not stop the hotels via the Chamartin-Atocha RENFE local train Spanish drivers of today being able to drive cars and and managed to circumvent the Atocha station vans up the impossibly steep and winding cobbled security to join the rest of the party waiting in the streets around the city. The presence of a group of arrivals area. wandering tourists was no deterrent for the drivers’ Our train for this journey was the AVE S103 high determination to get to their destinations which I speed train manufactured by Siemens. Based on the am sure would have been more quickly accessible German ICE3 design, this is an eight coach train with on foot. distributed traction, so that the entire train length is Spain has a rich history influenced by the usable for passenger accommodation. The design contributions made by changes from the Jewish, speed is 350 km/h, and one of these trains set the Muslim and Christian rulers. It was unified as a Spanish rail speed record of 404 km/h on a test run. Christian country in 1492. One of the most striking At the moment, the service speed is 300 km/h, and buildings in Toledo is the Cathedral, noted as being this speed was attained regularly during our run one of the most important in Spain. Depending on from Madrid to Zaragoza in under 1½ hours. There what counts as started and finished, construction are three classes of accommodation known as took place between 1380 and 1450, although the “club”, “preferente” and “turista”, all of them most site is said to house Roman remains from 2000 BC. comfortable – the generous spacing of seats Unfortunately, photography is not allowed inside compared to UK trains was clearly apparent. IRSE INTERNATIONAL CONVENTION 2009 139

extensive use of flat screen displays for signalling and other train management systems – with considerable thought given to shading the screens to avoid problems of readability in bright sunlight. ALSTOM also provided a briefing on the signalling of the Zaragoza- Huesca route, which comprises separate UIC (standard) gauge and Iberian (broad) gauge lines between Zaragoza and Tardienta, and a mixed gauge section from Tardienta to Huesca. The UIC gauge trains run with ETCS level 1 and Iberian gauge trains with the Spanish national ATP system ASFA. Axle counters are used on the mixed gauge section so that the interlocking can recognise the gauge of each train. This is important when a train arrives at the “combiador de hilo” – the special points where the two gauges diverge. Ansaldo presented the signalling they have installed on the Madrid- Llieda high speed line. Distributed along the route there are 13 SEI interlockings which interface with lineside equipment using via an Ethernet link over optical fibres to MTOR object controllers. Each interlocking also links via a centralised LEU controller to the balises that provide the ERTMS/ETCS level 1 signalling in use on the route for speeds up to 300 km/h. Ansaldo have also installed five RBCs which that will allow trains to run even faster – up to 350 km/h – when testing and approvals are completed. Each RBC has the capability to communicate with up to 30 trains simultaneously via GSM-R radio. ETCS aficionados learned that the value of T_NVCONTACT chosen for Spain is 20 seconds. top: A PC is provided for management of An Alstom-built and a ERTMS/ETCS temporary speed restrictions, to allow Siemens-built AVE train in daily operation at Madrid speed restrictions applied to trains running in Level Atocha station. 1 and Level 2 to be synchronised. It is also possible to configure the system to automatically apply a above: HSL Madrid –Barcelona temporary speed restriction in the event of an alarm Control being raised by one of the condition monitoring Centre at Zaragoza. systems installed on the track and in the tunnels.

right: The station building houses the control centre for Spanish dancers provided the Madrid-Barcelona high speed line and its entertainment before lunch in branches, which was visited courtesy of ADIF. The Zaragoza room houses an impressive wall mounted overview display and several workstation desks. Four of these On arrival at Zaragoza the guests departed on are for signaller/ dispatchers and others for a coaches while the members split into colour coded supervisor and to manage the energy supply and groups for technical visits in and around the communications systems. A variety of screen displays impressive new station. There were two trains to are available including line schematic, geographical inspect, the S103 on which we arrived and an maps, and two different types of train graph. The ALSTOM-built S104, which is a 250 km/h four-car overview shows each train tagged with colour codes indicating punctuality and whether the train is being train, designed for shorter distance runs on the high managed with automatic route setting. INDRA speed lines. In both trains we inspected the cab and made a presentation of the “DaVinci” railway traffic the installation of the on-board signalling management system developed for ADIF, in use at equipment, behind the cab in the S104 and at the Zaragoza since 2003. This is claimed to be one of the opposite end of the driving car beside the coffee most advanced examples of its type, with more that machine on the S103. The latter arrangement allows four million lines of software written in the Java a glass partition behind the driver which enables a programming language. At the heart of the system is few privileged passengers a view of the track ahead a “railway service bus” architecture which allows – always assuming the driver has not invoked his information from a wide range of sources to be option to switch the glass from transparent to integrated and manipulated. Three layers of opaque at the flick of a switch. Both cabs make networking are provided to partition real time data 140 IRSE INTERNATIONAL CONVENTION 2009 such as signalling and alarms from semi real time data it operates a highly efficient and very modern required for traffic management, and from ADIF’s system which, having travelled on it for a week, I corporate information network. These networks are can confirm. linked via what the presenter described as “mono- Upon arrival at the Canillejas site we were directional security footbridges”. welcomed by Metro de Madrid and also introduced After a short bus ride to the lunch venue “El to the key issue surrounding the Metro today and Cachirulo” the members were assembled on a flight how the visit would be managed. of steps for an official photograph when more buses Within the main building we had examples of arrived and disgorged the guests, many of whom some rolling stock and key demonstrations from joined the official photographer in recording the Dimetronic as well as a Driver simulator and spectacle. The guests had experienced a rigorous examples of projects that had been completed or morning of sightseeing, starting with a drive passing were still in progress. We were allowed some time by the site of Expo 2008, with a selection of to browse these items but they were also visited as structures under demolition or adaptation for longer part of our tour. term uses. In the city centre visits were made to the Basilica of Our Lady of the Pillar and the 11th Introductions and welcomes over, we were split century Arab Aljaferia Palace, now housing the into our respective groups for a detailed visit of the Aragonese parliament. site. Members and guests then enjoyed drinks and a First of all, the groups were introduced to the display of traditional Spanish dancing, whilst both general workshop facilities on route to the repair freight and high speed passenger trains passed on a bay and we were shown some bogie testing nearby railway line. An excellent lunch followed, equipment which produced a computer analysis of with the fish course especially praised (second the individual bogie and was capable of reporting a helpings available for those who wanted them). series of outputs to highlight any problems such as Well-fed, your reporter snoozed and doesn’t have wheel shape and flat spots etc. Once the bogie had anything to report on a very smooth train ride back been tested they were re-fitted and sent out of the to Madrid. It was a dead heat between the bus and shop with an expected seven year life cycle. metro on the journey back across Madrid to the Tryp We were then introduced to the Citadis 9000 Hotel, in time to refresh and revive for the evening model of tram which was sitting in the repair bay meal at La Quinta de Jarama on the northern and was undergoing scheduled maintenance. It was outskirts of the city. This was another splendid feast, clear that Metro de Madrid take care of all the rounded off with a performance of traditional maintenance and re-fitting requirements of the Spanish songs, including the inevitable “Viva stock within the system and obviously a critical Espana”. factor to this type of system the ability to keep stock in service. We were informed of the modular FRIDAY 29 MAY 2009: construction of this particular model which allowed small items to be replaced very quickly i.e. windows METRO DE MADRID were able to be changed in ten minutes due to On Friday morning we departed there being no seals being required, very similar to the hotel to visit the METRO DE modern cars and in fact complete front cabs could MADRID central repair shop at be change over a very short period of time and Canillejas which opened in 1992 therefore ensure down time of stock is managed and which replaced the previous very effectively. This model could in fact be change site (Cuatro Caminos) which had from a capacity of 200 to an increased capacity 300 become obsolete for the within a seven day turnaround. maintenance of new cars. The As we all saw from our trip there is an obvious risk workshop is a large operation where there is street running but we were shown and covers an area of some how this set managed this situation where 2 45000m in total with spare effectively there is very little space for a person to Andy Knight 2 capacity of some 9000m being fit between the trams and in addition there are available when required (for detector bars which initiates an automatic brake. example to absorb increases in the fleet). We also visited a workshop dedicated to the The engineers Carlos Mendoza, Miguel Otamendi verification and testing of ATC equipment and within and Antonio González Echarte developed a this facility all electronic equipment was tested and suburban railway project for the city of Madrid. repaired which re-emphasised the strategy of the site On 17 October 1919, King Alfonso XIII officially which was to deal all repairs and maintenance of inaugurated the first line between Puerta del Sol, equipment. This included a number of simulators and Cuatro Caminos, with a total longitude of 3.48 where some trend analysis could also be conducted. km, and eight stations. It took 10 minutes to complete the route, which meant a considerable SIGNALLING SYSTEMS AND PROJECTS time reduction compared to other means of Within the main reception area we were shown a transportation. On the 31st day of the same month, number of the Dimetronic systems in use on Metro the Metro was opened to the public service. de Madrid. These can be summarized as follows: We have seen in the IRSE NEWS (Issue 145) how SIREI – Automatic Regulation System; this system has been developed recently and the magnificent results they have enjoyed. This has seen TBSCAM – Centralized Train Maintenance; the Metro become the third largest in the world and WESTCAM – Centralized Interlocking Maintenance. IRSE INTERNATIONAL CONVENTION 2009 141

All of these systems offered a number of features which allowed the Metro to be aware of problems that may arise and were all connected to allow the complete system access to information and the use of a central network to achieve this was really quite interesting. I just wonder how we, in the UK, would get everybody to agree to some of these features let alone achieve type approval! The improvements that are being attained were quite impressive and the logical progression in systems seems to have been well thought out between client and provider and, in fact, it seems that different contractors work well together whilst striving to attain the client’s overall strategy. We were also let loose on a driver simulator within 1 the space and as you can imagine there was much interest shown in this display with the difficulty of people not wanting to move on! This project had the challenge of mixing the running of the rolling stock in both tunnels and open areas which were effectively tramways along with a challenging architecture with many slopes and curves. It was also required to manage the 2 completely different driving modes along the line, interface with road signals and attain SIL4. The presentation explained some of the challenges in a little more detail and provided us with some signalling facts on the equipment used: • ALSTOM Smartlock 200 Interlockings; • ALSTOM conventional track circuits; • Embedded Point Machines; • LED Signals; • ALSTOM ATP. The line uses METRO principles in tunnel whilst operating Line of sight running in open areas and is 3 fully integrated with the central control centre of METRO DE MADRID central repair shop at Canillejas: METRO. The project met these challenges and 1. Keith Walters concentrates on driving the simulator. summarized its main achievements as follows: 2. Other members look on with interest. ATP 3. A Citadis tram undergoing routine maintenance. 4. The President gives his closing remarks at the Metro de • Mechanical integration in a Citadis Tramway; Madrid visit. • Integration with the braking system to ensure SIL4; • Adaption of the ATP to train dynamical characteristics; • Ergonomics (ease of driving, transitions between driving modes). WAYSIDE EQUIPMENT • Installation of SIL4 devices in an embedded track (track circuits…); • Urban integration (signals, interfaces with road signaling). ICONIS ATS 4 • Integration in the central command centre of METRO; PRESENTATION BY ACCENTURE • Integration with the AVL system (train (COMMIT) description, regulation…). We were given a two-part presentation (overview The presentation clearly showed a challenging followed by a more detailed presentation) by project that has obviously achieved as the line now Accenture, who have produced an overall systematic carries some 4.2 million passengers per year and approach to manage incidents and maintenance on achieves an interval (in rush hour) of 4’52” and again the Metro de Madrid system. This system as we had showed the co-operation between client and seen was a very large operation and the control and supplier in achieving an overall goal. management of all systems is combined (i.e. power, 142 IRSE INTERNATIONAL CONVENTION 2009 ticket machines, signaling equipment etc). These systems can obviously be critical and, as anyone who travelled on the Metro will know, could escalate quite easily in peak periods. Accenture have worked with Metro de Madrid to provide a system that allows all problems to be managed clearly and effectively. This provides a help desk to manage issues quickly and efficiently whilst there is also provision of a second tier (or agents) that are sent out to site to deal with faulty equipment (Ticketing and Turnstiles account for 40% of the problems). The system was not just about people however and there are a number of mentoring systems in place to alert the central control of upcoming issues, with power systems being monitored as well as a Technical Services Management system being in place. Also if there were problems the overall approach of the system was to provide real time top: availability of equipment to reduce down-time. Flamenco dancers entertain Members and Guests at the Gala The second tier system was explained in more dinner. detail on our second presentation. This system above: Members and guests enjoy their lunch at La Quinta de provides monitoring and alarm functions on Illescas on the Wednesday equipment across the network. These alarms consider, for example, the state of a battery and will obviously well thought out. provide a level of performance (i.e. battery at 20%) Within the station simulation we were shown the which can lead to a work order being produced thus ability to recreate a number of scenarios (irate avoiding a total failure. The alarms can also be customers, ticketing queries etc) and the trainees examined in more detail and can give more could obviously be put to the test in terms of information on a particular problem and can lead to situations they may encounter. Obviously this was all a category being assigned (i.e. minor/major) which done in what is, in reality, a safe environment; again can be linked to a work order. however the people would be very well prepared The system went live in 2007 and is due to be once they were in the real stations. The station was completed by 2010 and handles somewhere in the also linked to real-life CCTV footage so the region of 200 000 incidents a year, with 25 agents on scenarios that were used as examples could even be the help desk (24/7) along with 42 field agents based on situations that were occurring. (24/7) and quite clearly (as we had seen throughout The last part of the training centre dealt with the the week) this was based around combining systems way the Metro manages the risk of fire and as well and ensuring they communicated to allow a more as being shown how staff would handle fires on the proactive, rather than reactive approach to issues. spot we were also shown the automatic systems This was also seen as increasing customer which can activate. perception and ensuring the system working efficiently at all times. Obviously there is a risk to undergrounds from, for example, the build-up of debris in escalators and TRAINING CENTRE this can lead to serious problems on the system and We were given a tour of the training centre within the Metro are very aware of any risk that a fire can the complex where there is a full driver simulator, a cause. The way in which this dealt with was quite a complete replication of the station environment surprise at first as they use water (even on electrical (ticket office, barriers etc) and finally a facility that equipment) and our guide explained the high demonstrates how the Metro deals with the risk of pressure spray system that is employed which has fires. been found to be very effective. The driver simulator provides a complete unit and On our return to the main building we were driving compartment and allows all the controls to treated to some well received refreshments and the be operated as they would in real operation visit was brought to a close by our hosts where they (checking the doors, closing doors etc) and thanked everyone for the visits and the help they simulates through a projector screen a typical route had received from everyone. There was also a to be driven. This allows new drivers to be trained presentation to both Colin Porter and Frans Heijnen and assessed in a controlled environment whilst of a commemorative book on the Metro de Madrid. being as close to real life as possible. The group then boarded the coaches for the We were allowed to practise driving the trams and return trip to the Melia Castilla in preparation for the apart from some trouble-some passengers (looking Gala Dinner which took place that evening. like they were going to cross in front of you!) the The work carried out in preparation by the Metro operation of the simulator was a success. It did de Madrid was testament to their staff and was provide a very good simulation and the facility was much appreciated by all. 143 2009 IRSE Exam Results

Congratulations to all of the following who achieved Passes (P), Credits (C) and/or Distinctions (D) in one or more of the Modules (M) of the IRSE Exam held last October.

Surname Forename M1 M2 M3 M4 M5 M6 M7 Surname Forename M1 M2 M3 M4 M5 M6 M7 Adepu Swetha Rani P Nicholson William Alan P P P Antoney Biju P Nistala V.S.V. Vijayakumar P Batchu Atchi Raju P C Palaniappan Venkatesh C P Bedford Mark William P P Paradza Peter P P Beeson Mark John C P C C Patel Priyank P C P Betteridge Luke P P P P Pearson Matthew C Blacker Philip Michael P Percival Alexander P C Chan Daniel Ming Chuen P Peyyeti Yamini P Collins Glen Michael C P Phillips Christopher James P P Coomer Stuart Daniel Richard C P Prusty Swati C P P Doyle Stephen P Puckrin Ian James C P P Eastmond Simon P C C D Pye Phillip P Fearn Matthew P Raikwar Prashant Sudhakar P Fenner Martin Ramzi P P C P Ravindra Polamraju P Fozard Jon C Roberts Lee P P Gallafant Carl Anthony D P C C Roberts Paul Salisbury P P Gardner John Spencer C C Robinson Thomas Peter P Gowthaman Selvaraju P Rowley Gareth P Hardcastle Alan George P Sadhanala Chiranjeevi Vijay Kumar P Heeley Daniel James P D C D Sankaran Radha Krishnan Hari Shankar P P P Howley James P Sankareswaran Aruna Devi P Hung Ho Man P Sealy Nathan Paul P Ingram Phillip Alexander P Selvakumaraswamy Azhagappan P Jayaraman Elamvazhuthy C P Shekhar Siddhartha P Jin Jianhong P Sibanda Jephious P Karunakar Reddy K P Snell David P Krishnan Lakshmi Narasimhan P Stubbs Andrew Gordon P Kumar Suraj P Tamrakar Neeraj P Kunapareddy Pavan Srikanth C P Taylor Alan P P Li Kwok Pong P Thompson Neil John P C P Lockyear Andrew P Tiwatane Suhas P Lucas Roderic William P P Venkatachalapathy Suganthy P C Malik Nasir P Venugopal Pothapragada P Miller Craig Stewart P C Visalakshmi Velamuri Kasi P Mohan Shiv P P Wan Michael P P Moyo Cleopas P Waszkiewicz Artur P Mukku Vara Prasad P Witton Andrew P Mumford Jonathan P Witts Darren P Munginga Vincent P P Wong Wing Yin P Nagarajan Sugavanam C P Yadava Krishna Kishore P P Nair G. Radhakrishnan P Zaw Myo Tun P Nath Kedar P Zifodya Edward P P Ncube Sikhumbuzo P

The Modules M1 Safety of Railway Signalling and Communications M5 Signalling Applications M2 Signalling the Layout M6 Communication Applications M3 Signalling Principles M7 Systems, Management and Engineering M4 Communications Principles 144 IRSE Strategy 2010-2014

The Institution undertakes strategic reviews of its activities periodically, with the most recent one carried out during the latter part of 2009. At its February 2010 meeting, Council approved a new strategy, and detailed action plans are now being developed to implement it. Council want the members to be aware of the Strategy and intend to monitor its implementation periodically to ensure that the Institution better serves the needs of its members whilst continuing to meet its public benefit obligations.

BACKGROUND RELEVANCE OF THE INSTITUTION TO THE RAILWAY SECTOR Over recent years the Institution has continued to develop and modernise itself, with a membership The industry has changed, with multinational that has continued to grow worldwide, now totalling suppliers, outsourced design resources, both large about 4470, an increase of 14% since the end of and small consultancies involved. Is the Institution 2006. Financially, the Institution is in a satisfactory now meeting the needs of industry? position with long-term reserves that provide ACTIONS:- financial stability and the capacity to fund • Introduce a company membership/affiliation development of the Institution. Its licensing scheme, scheme to help provide a dialogue between which is used primarily but not solely in the UK, suppliers and the Institution. continues to have approximately 6500 current • Fund and undertake a survey of industrial licence holders and is financially viable and fully companies. meets its contribution to the overheads of the • Ensure that the licensing scheme remains Institution. Nevertheless, there are challenges which relevant to industry, particularly in the UK and the Institution faces for the future and this Strategy promote competence management systems in identifies these challenges and details ways of general. meeting them. The seven challenges identified so • Make industry aware of the unique far are shown below, together with an initial list of opportunities offered by the IRSE. Encourage twenty-six potential actions to meet these industry to participate through supporting challenges. technical events with speakers and delegates. MEMBERSHIP GROWTH IMPROVE GLOBAL REACH Whilst there has been significant growth in Some members believe that a disproportionate membership in a number of countries, most amount is spent on supporting activities/events in significantly India and South Africa, the growth in London/the UK. the UK has been static. ACTIONS:- Countries where growth is disappointing or even • Involve Country Vice-Presidents more, seeking negative include North America, Hong Kong, advice as to how the Institution can best serve Thailand and Portugal. the needs of members in their area. The objective is for the Institution membership to • Provide information which shows the continue to grow at a similar rate to that achieved income/costs of the various activities in different over the last five years. parts of the world. ACTIONS:- • Establish suitable funding arrangements to support local activities. • Survey the potential market and decide where to target resource to increase membership • Ensure promotional material and the web-site further. reflects the global activity of the Institution. • Review the relevance and attractiveness of the • Seek section contributors to ensure worldwide membership package, particularly for those section events are recorded in IRSE NEWS and outside the UK. on the web. • Record the London and other technical • Provide bursaries to encourage younger meetings and make available to members (and members to participate in conferences/ non-members for some meetings) through conventions. webcasts and other media. • Provide Contact Officers for countries where • Further develop the web-offering to include a there is no Section to gain support more locally. members area for access to publications and • Monitor the age profile of the membership. other items. The membership survey undertaken in 2007 only • Establish special interest groups with web- covered members of the Institution. It is likely that enabled discussion forums. non-members would have different views that may GOVERNANCE AND COMMITTEE STRUCTURE be inhibiting membership growth. OF THE INSTITUTION • Decide whether to fund/undertake a survey of Given the increasingly international nature of the non-members. Institution, there is a need to ensure that the IRSE STRATEGY 2010-2014 145 governance of the Institution reflects the COLLABORATION WITH OTHER INSTITUTIONS constituency of the membership. AND GROUPS ACTIONS:- In the UK, the IRSE is a strong participant in the Railway Engineers Forum. The Forum produces • Ensure that Council nominations for election to position papers or comments on UK government the Council reflect the constituencies of the railway topics from time to time, and generally hosts membership. one inter-disciplinary one-day conference a year. • Ensure Council reporting reflects activities Some of the UK sections hold joint meetings with internationally and not only UK based other Institutions. committees. ACTION:- • Identify the issues that arise as the Institution • Review and identify opportunities to grows internationally and see what, if any, collaborate with other bodies worldwide. organisational changes may be appropriate. RESOURCES EVENTS Three of the Institution’s permanent staff are aged over 60 as is the Treasurer, and the Chief Executive. With the greater international dimension of the It is likely that some or all of them will retire during Institution, provide wider access via the web to the next five years or soon after. Institution lectures and events worldwide. There is a need to provide resource to further ACTIONS:- promote the activities of the Institution and to • Consider whether advance copies of London administer the growing web-site activity. papers should normally continue to be ACTIONS:- published in IRSE News before the meetings. • Develop a succession plan for the staff, • Encourage sections to video record their major Treasurer and Chief Executive. events and provide access to members (and on • Develop an implementation and resource plan occasions, non-members) via the web. to support this strategy. 146 Axle Counter & Technology Seminar by Walter Peckhuhn MIRSE – IRSE Contact Officer Germany

INTRODUCTION Between 29 September and 2 October 2009, delegates from railways world-wide were invited by Thales Rail Signalling Solutions GmbH (Germany) to their traditional bi-annual Axle Counter & Technology Seminar at the town of Konstanz, situated on Lake Constance which is surrounded by Austria, Switzerland and Southern Germany. Renowned for its pretty and culturally 1 2 significant location, the Seminar was held at the INSELHOTEL, a former 13th century Benedictine monastery and traditionally a first class address for such events. The by now well established Seminar was attended by delegates from nineteen countries, ranging from Europe via China to as far as Australia. As in the previous years, the Seminar was initiated by Joachim Janle, Director Turnkey Sales & Axle Counter Business, chaired by Helmut Uebel, Past President of IRSE and excellently organised by 3 4 Charlotte Olsen and Ramona Diebel. It once more provided a valuable forum for exchanging know- how and experience on the application of Thales axle counter equipment and systems in a multitude of operational, local and technical conditions existing within the various railway companies represented by the delegates. As a means of relaxation from the stringent seminar sessions, an attractive catering, sightseeing and entertainment programme was provided, which, however, could not always stop technical exchanges 5 6 continuing. The social highlight was a dinner on the 1. H. Uebel chairing the Seminar famous flower island Mainau where the delegates, 2. J.-P. Forestier, MD Thales RSS HQ Paris arriving by boat, were greeted by artists resembling 3. Opening address by Seminar initiator Joachim Janle mythical creatures associated with the lake and its 4. Speaker A. Simmons, Network Rail, U.K. surroundings. The final day was spent at the Thales 5. W. Peckruhn with Thales A/C expert R. Klemm 6. Speaker K. Holter, JBV, Norway premises in Stuttgart, visiting their impressive 7. INSELHOTEL viewed from the lakeside showroom as well as their integration and 7 competence centre for signalling systems. SEMINAR TOPICS The population of axle counters is rapidly increasing worldwide. Even in countries with a long history of using track circuits, like the UK, axle counters nowadays appear to be preferred. In Taiwan the largest ever single axle counter project with over 6000 Thales detection points has been implemented, covering the entire TRA mainline network. On important lines in Switzerland and the Netherlands, Thales axle counter equipment is fully duplicated and offers 100% train detection availability. The success of this equipment is such that Thales are nowadays providing the vast majority of their signalling projects worldwide solely Thales are not only looking back on over 40 years with axle counters. In fact, track circuits are only of axle counter design, development and integrated into Thales signalling systems in those manufacturing but have also gathered extensive countries where track circuits traditionally also serve experience in the application and the interface of for transmitting ATP information. this equipment with a vast variety of signalling AXLE COUNTER & TECHNOLOGY SEMINAR 147 systems and communication links. Nowadays their axle counters systems include latest state-of-the art technology, similar to that used on their ESTW computerised interlockings and ETCS train control systems. Communication interfaces are provided for ISDN, Ethernet, optical cable and GSMR. Meeting the CENELEC EN 50159 standards, Thales axle counters are already being operated over telecommunication networks in several countries. 8 An increasing emphasis is placed by railway companies on reducing life cycle cost. Thales are therefore continuing their efforts to improve reliability, robustness and serviceability. As far as the latter is concerned, remote diagnostics are extended for easier first and second line maintenance. Naturally all recent products comply with the relevant CENELEC specifications for the highest safety integrity level (SIL 4). Whereas a particular signalling system may generally work satisfactorily in one or a few countries, it may sometimes face unforeseen problems in another. The Seminar exchanges revealed once more that the reasons are often 9 unsuitable installation practices, insufficient training, special environmental conditions, unsuitable power supply, unclear technical specifications, unsuitable cables or communication links, rolling stock interference and such like. Deficiencies resulting thereof will degrade the equipment performance, adversely effecting the life cycle cost through increased maintenance requirements, reduced equipment life etc., as well as prompting penalty payments for train delays. As on the past seminars, the delegates were not only able to discuss specific difficulties they have experienced with their fellows from other railway 10 companies, but could also approach the development and application engineering experts of Thales directly. In some cases such difficulties were already identified and solved elsewhere and in other cases the experts could help immediately or note the matter for further investigation. A suggestion for an internet knowledge forum on axle 11 counter applications was prompted by the obvious 8. View from INSELHOTEL success of the seminar exchanges. 9. Chairman, Initiator and Organisers of the Seminar and a A bi-annual seminar does, of course, not replace “Mythical” welcome at Mainau Island close and continuous interaction between the 10. Seminar audience 11. Dinner at the Comturey Cellar on Mainau Island supplier and the individual user. However, the international user community present at such seminars offers a much wider spectrum of input to • Product lifecycle management for signalling the supplier’s design and engineering team. In this infrastructure. respect the continuing development of axle counter systems presented by Thales during the Seminar will RHK Finland no doubt take account of the comments and • Train detection overlay concept on TRA. suggestions received from the delegates and serve Taisel Taiwan for the betterment of their systems and services. • Axle counter for electronic block application. IBR Iran PAPERS SUBMITTED • Axle counter for level crossing applications. In total some 11 papers were read during the NRIC Bulgaria Seminar on the following subjects: • New single section axle counter development. • Distributed control architecture . Thales Germany Thales Germany • Latest innovations in axle counter applications. • The perfect product supplier - A customer’s Thales Germany point of view. • Axle counters, ERTMS and the environment. Network Rail UK JBV Norway 148 AXLE COUNTER & TECHNOLOGY SEMINAR

• Signalling programme in Denmark. • Challenges using modern transmission systems. McML Australia The available space does not permit reflection on 12 all of the papers presented. However, apart from the increasing importance highlighted in various papers on the reduction of life cycle cost, the following environmental issues raised in the Norwegian paper attracted my special interest and attention. JBV have decided on a program to introduce ERTMS Level 2 and axle counters for train detection. The program will start in 2015 and cover their entire network. In the decision process environmental 13 considerations played a significant role. The studies conducted revealed that the new generation signalling system will result in savings amounting to • 610 MWh/year of power on light signals; • 172 tons of copper on signal cables; • 1350 m³ of concrete on signal fundaments etc; • 270 tons of steel for signal masts and signal bridges; • 4200 ATP balises. 14 Especially relevant for the Seminar theme was the power savings that were calculated when replacing all track circuits with axle counters, amounting to some 1428 MWh/year, a reduction of 80%. Apparently the calculations were based on a power consumption of a track circuit of 30/70 W in the free/occupied state and 10 W of an axle counter section. JBV’s decision for axle counters has not only been based on the known advantages such as • no need for insulated rail joints; • no need for impedance bonds; • reduced cabling; • reduced noise by avoiding rail joints; 15 • improved return current path through the rails. 12. Thales integration & competence centre but also on experience gained under the special 13. Electro-Hydraulic Point Machine at Thales showroom operational conditions existing in Norway. 14. New Thales Axle Counter Rail Contact at Thales With some good sense of Norwegian humour Kjell showroom Holter of JBV closed his presentation with the 15. ETCS model track at Thales showroom following remark: With the right measures, Norwegians can also in future enjoy long and dark winters with temperatures down to minus 40° C address to the delegates during which he emphasised the increasing usage of axle counters MANAGEMENT SUPPORT worldwide and confirmed Thales’ as well as his Jean-Pierre Forestier, Vice President and Managing personal commitment to expand facilities for Director Rail Signalling Solutions within Thales cooperation with and post-project support to the Security Solutions & Services in Paris, delivered an users of Thales axle counter systems. 149 Younger Members’ 2009 Seminar & Technical Visit

Rodrigo Alvarez Garcia Sanchidrian of Network Rail followed hot on the heels of Peter by giving a technical overview of the GSM-R system and its application to Network Rail in the UK along with the new Fixed Telecommunications Network. The audience was provided with a comprehensive understanding of the main building blocks that make up the GSM-R system and the features that build on the public GSM system we all use everyday with our mobile phones. After a short coffee break, two speakers were lined up to provide some real project experiences of ERTMS implementation. Dave Fenner of Network Rail took the lead by outlining the Martin Fenner, YM committee, fundamentals of ERTMS and the various modes of introducing the system operation, before moving on to the real life event application of the technology to the Cambrian line in the UK. Dave described some of the challenges SIGNALLING TECHNOLOGY, OLD AND and opportunities that are surfacing for the NEW signalling engineer. DAY 1 Ronald Bresser of Movares then contrasted this A sunny morning on Thursday 12 November 2009 with ERTMS projects in the Netherlands. Ronald saw a cohort of IRSE members and other paid particular attention to the Betuweroute freight professionals descend on the National Railway line between Rotterdam and Germany, and gave a Museum in York for the annual IRSE Younger useful insight into many of the problems that have Members seminar. Following on from the success of been faced along the way. the 2008 seminar in Glasgow, the stakes were high, Following a spot of lunch, Tony Kornas of Invensys but with a perfect venue, the solid theme of the Rail tackled the fundamentals of point operating seminar – Signalling Technology, Old and New – and mechanisms and the role of the signal engineer in a line up of eminent speakers, the event was surely this multi-disciplinary interface. Tony remarked that ‘on track’ for success. this was to be an updated version of a presentation The day kicked off with an opening address from he gave to the IRSE a few years ago, although when our Chief Executive, Colin Porter. Colin dusting it down it became quite apparent how little congratulated the organisers on the excellent had changed! The presentation detailed the main turnout – over 100 people were in attendance and point machine types and some of the features and filled the conference room. The Younger Members issues associated with each type. This concluded by were also praised for continuing to be just as active looking forward to some of the developments for and dynamic as Colin recalled the Student and point machines of the future. The key to achieving a Graduate section to be in his early days with the good point machine for the future would seem to be institution. Colin closed by motivating the Younger to take the best bits from the point machines of Members to continue to take an ever increasing role today where possible, enhance them where in the institution and to challenge and give feedback required, and then wrap them all together in a to help ensure that the institution remains aligned to simple and integrated system that supports minimal their ambitions and needs. and easy maintenance. Peter Woodbridge of Invensys Rail, a well known After a short technical hitch and an – unplanned – face to the Younger Members, set the scene by demonstration of the principles of redundancy, giving the first presentation of the day on the early Brian Mulvana of Network Rail took to the floor to principles of signalling. This actually covered a give a run down on the work of the level crossing history of signalling principles right through from team based in York. It is without question that level the early days of the policeman ‘bobby’ right crossings represent the single biggest risk in terms through to ERTMS in the present day, with some of of railway safety in the UK, and Network Rail is the key events and developments along the way extremely focussed in reducing this risk through such as semaphore and power signalling. Peter lived campaigns and/or technical solutions. Brian up to expectations and managed to cram a wealth presented an entertaining yet informative overview of information into the short time available. Peter of the main level crossing types from user worked concluded by reminding everyone that it is always crossings to full barrier crossings. A number of the important that we understand why things are the main challenges and causes of risk were presented, way they are and to remember and learn from the along with some of the different solutions and lessons of the past when looking to the future. technologies that are being considered and 150 YOUNG MEMBERS’ 2009 SEMINAR AND TECHNICAL VISIT implemented to drive the risk down, such as and British Rail in the 1980’s, with the aspiration to magnetic locks on gates and radar to detect reduce and near eliminate the need for signalling obstacles at the crossing for example. It was relays on a scheme. It is a military style vital surprising just how cheap some of the solutions computer system with two out of three redundancy actually are when weighed up against the very real (i.e. there are three processors, of which at least two benefits that they might bring. out of three must agree based on received The next speaker, Xen Christodoulou of London information, before any action can be taken). As Underground, gave the audience a different with any interlocking, SSI is considered to be safety- viewpoint on introducing new technology by critical and is therefore designed to be fail safe, introducing the important principle of cross- utilising high integrity software appropriate to the acceptance whereby a system is accepted into use Safety Integrity Level (SIL) 4 application. based on an existing certification elsewhere and a The SSI processing speed is 2MHz and the thorough assessment of the differences to its native interlocking data relating to the area of railway environment. Xen apologised to the audience for under control is stored on Erasable Programmable the lack of exciting pictures/photos given the nature Read-Only Memory (EPROM) devices. As signalling of the presentation, but this was not required as he arrangements have become more complex over the proceeded to give a lively and interesting last ten years, the quantity of data has presentation on what is a very important but often proportionally increased which starts to highlight misunderstood process. It was acknowledged by the the limits of what SSI is capable of. Features such as speaker that while the principle is relatively Automatic Route Setting (ARS) interface capability straightforward, cross-acceptance in practice can be and Train Operated Route Release (TORR) can be very challenging and can even effectively lead to a programmed in to ease a Signaller’s job where full assessment of the system from first principles in necessary. the worst of cases. However, if managed and Another notable fact of SSI is that a lot of the applied correctly, cross-acceptance can significantly principles testing can be done off-site, thus reduce the time and cost of the acceptance process. reducing risk and minimising disruption at the point Richard Lant of Network Rail brought the of installation and commissioning. presentations to a close with an overview of axle WESTLOCK counter technology and its application in the UK, with particular attention to the AzLM system. Since The WESTLOCK system is one of the two modern the West Coast Mainline project, the rollout of axle derivatives of SSI (the other is ALSTOM’s counters in the UK has been gaining ground, but as SMARTLOCK) and has the equivalent capacity of Richard indicated, this has not been without its four conventional SSI interlockings. This reduces the problems along the way. An outline of some of the number of separate interlockings required for a problems was given along with some interesting given job, which in turn reduces the number of facts regarding axle counter reliability on the various interlocking boundaries and the significant work projects to which they’ve been applied. It is that is associated with managing these boundaries encouraging to see that many of the earlier both physically and in terms of data preparation. problems have now been resolved and that axle However, one possible disadvantage of such a large counter reliability is starting to meet the targets set interlocking is that a bigger area of control is on many of the schemes to which they’ve been affected in the event of system failure or during applied. system modification/upgrade. The final part of the day saw the speakers engage WESTLOCK also provides an improved diagnostic in a lively debate with the audience, where many computer for the maintenance Technician. One can topical issues were discussed. With no end to the use this to monitor as many different pieces of enthusiasm of the audience in sight, the organisers equipment within the interlocking area as required reluctantly had to stand firm and draw the seminar (both track side as well as in locations or Relocatable to a close. The day had certainly lived up to Equipment Buildings). It also automatically logs any expectations and with the breadth and depth of failures. The delegates were shown one of these material covered it seemed that it had proved terminals and the ease with which one can drag and interesting and informative for all delegates. drop the equipment for monitoring onto the main DAY 2 screen to begin receiving diagnostic information. The second day of the seminar promised to be as WESTLOCK works using the same principles as its interesting as the first, with a variety of events lined predecessor, thus making. the system backwards up. The morning session was based at Saxby House compatible and able to communicate and control with Invensys Rail where the delegation divided into existing SSI equipment. groups to be shown around the different WESTeX departments, where presentations and The current type approved heart of the WESTeX demonstrations were given on some of the suite of level crossing products is the GCP3000. This equipment that Invensys has developed over the is much smaller, simpler and cheaper than existing years. These are briefly described below. systems because there is far less equipment Solid State Interlocking (SSI) required. This is partly due to the use of the Level SSI was developed by GEC (now ALSTOM/ Crossing Predictor (LCP), which is very much like an Signalling Solutions), Westinghouse (now Invensys) a.c. track circuit. As a train approaches, sensors YOUNG MEMBERS’ 2009 SEMINAR AND TECHNICAL VISIT 151 monitoring the voltage change in the circuit can and system failure, once back on-line, it can go back calculate the distance and approach speed of the to the correct state just before the incident. train. From this, the optimum strike in point for the After a gratefully received lunch, courtesy of train can be calculated and used to give a near Invensys, the delegates left with high spirits and full constant warning time. This minimises the time that stomachs to visit the York Rail Academy adjoining the crossing is closed to its users since the system the National Railway Museum from the day before. accommodates trains that are travelling at different From here, one party left to visit York IECC, with the speeds. This not only helps reduce congestion from other party staying at the Academy to learn about passing trains, but also improves safety, since the the Absolute Block train control method. crossing is less likely to suffer misuse due to excessive waiting time. York IECC Only four rail connections for passive devices are Once the delegates arrived at York IECC they required for each track using an LCP. This means no were split into two groups to improve viewing work on existing track circuits or treadles to give experience and to intrude as little as possible in day- train position and strike in, and no locations, power to-day operations. or cabling for this equipment. A smaller system Firstly, there was the chance to look around in the which requires less integration to the existing equipment room with various racks containing SSI surroundings means setup/testing of the system can modules and Data Link Modules (DLMs). The predominantly be done off-site which is of great Technician’s Terminal was also seen, which can benefit for the 24/7 railway that we strive to run monitor train movements etc. in the control area today. This system is well established and proven in and can be used to home-in on system faults (SSI or other countries such as the USA. It was noted for the trackside equipment) in the event of failure. These purpose of comparison that in the UK we can take faults are printed as they occur so that the up to four months to install and test a level crossing, Technician has a complete listing of the day’s events. whereas in the USA they can do it in four days! The Incident room was briefly visited, where staff The GCP4000 is in the process of being type from Network Rail and the Train Operating approved. This is a similar system but has Companies (TOCs) get together when there are improvements such as direct drive outputs to the delays in the area, to try to resolve the problem in as barriers and warning lights. It can also be used on safe and efficient a manner as possible. more complex level crossing layouts and in Finally, the Area Signalling Control (ASC) room electrified areas. was visited. Here, the groups saw the displays and WESTCAD workstations of the Signallers and Signalling This system allows you to view a geographical Manager. York governs the passage of trains from representation of an area of track via Visual Display Doncaster to north of Northallerton and the Leeds Units (VDUs), and to control the interlockings with area. Each Signaller has their own workstation that which it is interfaced. This can either be for the covers a particular section of the entire control area, purposes of providing an Integrated Electronic but they rotate on different shifts so that all the Control Centre (IECC) style solution for the Signaller Signallers have good knowledge of the whole area. or simply for testing/ simulation purposes. The It was explained that the Signallers at York IECC WESTCAD is also connected to Train describer normally work 12 hour shifts, 3 days a week. systems so that train descriptions can be associated It was pointed out that the ASC has no back up with the various sections and can step through the control system, so if one workstation fails, the area layout as required. controlled by that workstation cannot be controlled The simulator at Saxby House was just like a from another. Whilst looking at the Signallers’ Signaller’s workstation with the tracker ball and panels we were shown the Automatic Route Setting keyboard. Here they can test interlocking data for (ARS) in action, which aids the Signaller to keep train functions and principles, by using WESTCAD to traffic moving and regulated in peak operating simulate commands associated with train times. movements and to introduce faults etc. While doing It was also pointed out that there were only two these tests, it is checked that the information CCTV Level crossings in the whole room, which is displayed and alarms or alerts received are all potentially very few for a control area of this size. correct and as expected. For example, it will be ensured that route setting works correctly, that track Next door to the ASC is a simulator room, where sections go occupied and unoccupied as they budding Signallers of the future can be trained in a should on the display, and that SPAD alarms are realistic environment so they are competent for the raised when the appropriate conditions are job when the time comes. satisfied. All functions are tested for each and every York Rail Academy route using both the keyboard and tracker ball. It The Academy had a miniature railway with which takes about 3 weeks to do these tests on a typical to demonstrate the principles of Absolute Block system. Once complete, test logs will be sent back signalling. This railway had three stations, with to the data preparers to highlight any issues or miniature lever frames that were interlocked by a anomalies for resolution. miniature mechanical locking system. The stations The WESTCAD system also saves data on what also had full sized block control instruments has been displayed, so that in the event of a fault associated with them. After a demonstration, the 152 YOUNG MEMBERS’ 2009 SEMINAR AND TECHNICAL VISIT delegates were invited to take part and to try and follow the correct protocol of sending a train through from station to station using the appropriate bell codes and sequence of block instrument operations. As with so many things, it looks simple when the professionals are doing it, but for the amateurs, the system soon descended into a chaos of different toned bells! There are two different tones of bell so that the Signaller knows which signalbox it is that is communicating to you. With a two or more track railway where you are sending and receiving trains potentially at the same time in opposite directions, it can easily get confusing, but the delegates had a 1 lot of fun giving it a go. There were various other devices in the Academy on which to get hands on experience such as Train Staffs and tokens. It was shown how these integrated into the complete system for allowing movements of certain trains, unlocking the ground frame levers they required for their routes, and opening the correct ticket boxes for the journey they were embarking on. As part of the Academy experience, the delegates were able to go out onto a section of track across the road from the main building, to what used to be 2 part of York station sidings. This area is now fenced off for training purposes. Here, the delegation were able to look at a variety of signals, but the session mainly focussed on examining the clamp lock and HW point machines to get a good insight into how they work. Finally, the group went into the nearby REB that contained the equipment racks of relays connected to the trackside equipment they had just been tinkering with. This also had a small NX panel to set train routes, which all had a go at. All in all, it had been a very fun filled and action packed couple of days, giving the opportunity to 3 learn a lot and chat with interesting people from across the country and abroad. Thanks to the 1. Keeping a watchful eye on the terminus at the York Rail sponsors of this event, the IRSE were able to Academy 2. Waiting for the Emergency Alarm subsidise a meal for 40 members in the evening 3. All IRSE visits must have a point machine! providing further opportunity to reflect on the 2 days and discuss some of the challenges we face as engineers in an informal atmosphere at a local Sponsors for the event: Signet Solutions, Lloyd’s restaurant. Register Rail, DEG Signal and Catalis. The IRSE Younger Members would like to express Martin Fenner, Nigel Handley, their thanks all those involved in making the event a Steve Hobbs, Peter Langer, success, and particularly to the generosity of the Thuy-My Nguyen 153 The Future Education and Training of Train Control Engineers and Technicians by Ken Burrage

INTRODUCTION reasoning, and felt that signal engineers of the future needed to be equipped to challenge The Institution’s Professional Development inappropriate standards. He suggested we needed Committee had arranged this seminar to consider to establish an industry-wide vision on future the important questions that the changes to railway training requirements, and finished by drawing organisations/structures over the last twenty years attention to the Association of Train Operating have posed to the training and development of Companies’ cross-industry training scheme which engineers and technicians for the future. had been running for several years. The Institution’s President, Frans Heijnen and We then heard from Paul Jackson, Chief Chief Executive, Colin Porter, led the seminar and Executive, Engineering Technology Board, who speakers were chosen from a cross-section of explained the societal changes impacting upon the railway administrations and supply organisations future recruitment of railway S&T engineers and from around the world. technicians. In the UK there is an ageing THE SCALE OF THE PROBLEM population, there will be a 16 per cent decline in the number of 18 year olds in the next ten years After an introduction by the President the resulting in fewer potential starters. Also, across seminar opened with sessions that described the the UK, fewer than 60 per cent of students on impact of recent change on the personal further education engineering courses actually development of S&T engineers and technicians, complete them, so there are fewer completers, and considered what future business requirements we are already facing sector skills shortages in the would be and information about current UK including in railway construction and population demographics. Eddie Goddard, Head maintenance. Young people have a poor of Engineering, LUL Line Upgrades and Steve perception of engineering as a career; only 18% of Hailes, Director, Control and Communications 7-16 year olds perceive engineering as a desirable Engineering, Network Rail gave the keynote career and only 12% of 11-16 year olds currently addresses. Eddie explained, by using the example claim to have some knowledge of what engineers of his own career, the traditional route for do. He finished by describing some of the producing S&T engineers, which involved initiatives being taken by the ETB (which he structured ‘on the job’ training in a wide range of announced would be re-launched as Engineering S&T activities including time spent with the UK on 1 December) to promote engineering to operations function and employer support to school children, their teachers and parents. One achieve academic qualifications. These such event was the second Big Bang Engineering arrangements were typical in the vertically Fair to be held in Manchester in March 2010 and a integrated railway administrations that existed up second was the “Tomorrow’s Engineers” initiative until the 1990s. The privatisation arrangements, being run in conjunction with a wide range of implemented first in the UK but then also professional engineering bodies. elsewhere around the world, led to organisational fragmentation to a greater or lesser degree and SOME CURRENT ISSUES/CONCERNS the demise of traditional S&T training schemes. In the post privatised fragmented railway it is much The next session dealt with changes that are more difficult to arrange training and development occurring currently in the education of young experiences that will produce the well rounded, people and in general engineering qualifications. competent, motivated engineers and technicians Kevin Marchand, from Go Skills, the UK Sector Skills that the railway needs for the future. Steve Council for passenger transport, who in conjunction reviewed the recent training and development with the IRSE produce the national occupation history from a Network Rail perspective, describing standards for railway S&T engineering in the UK, the 10 year gap when recruitment of both explained that the approach to vocational graduates and technicians had been curtailed in qualifications is changing. In future learners will gain the immediate pre and post-privatisation period credits for demonstrating learning, credits will be from 1994 and explained that more Incorporated added together to earn a qualification and the Engineers were required to become the front-line number of credits will determine the qualification managers of the S&T work force of the future. titles. It is envisaged that there will be three levels of Given the life of signalling systems, it would still be qualification, with 1 to 12 credits earning an necessary to train people in mechanical ‘Award’, 13 to 36 credits a ‘Certificate’ and more installations for many years to come in his view, as than 37 credits a ‘Diploma’. The focus for 14 – 19 well as dealing with the full range of more modern year olds will be on preparation for employment technology. He was concerned that a “compliance either directly or through further learning. He also culture” had developed without people necessarily referred to the work currently going on to set up the understanding the underlying principles and National Skills Academy for Railway Engineering (in 154 THE FUTURE EDUCATION AND TRAINING OF TRAIN CONTROL ENGINEERS AND TECHNICIANS which the IRSE is already participating). Work has being attainable by the best candidates. To date already been done to identify shortages of 1089 apprentices covering track, signalling and technicians and engineers and the National Skills electrification and plant have entered the scheme, Academy concept is to add value through co- the retention rate is 94% and 396 have already ordination/integration by undertaking detailed completed the programme. There are plans to analysis of gaps; information, advice and guidance expand the scheme to include locking fitters and to to attract recruits; training programme cover signal design and to take a further 1200 accreditation; trainer accreditation and a brokerage apprentices over the next 5 years. The programme service for employers and training organisations. not only provided technical training, but also provided the young trainees with opportunities to Bruce MacDougall, an IRSE Fellow and demonstrate pride, teamwork, determination and experienced signal engineer, then gave a respect for others throughout the period of training, presentation drawing upon his own and other’s and after. experience and asking, “Have we got the balance right and what can we do to help everyone achieve Andy Knight, Managing Director of Signet their best?” His concern was prompted by Solutions then gave a presentation on behalf of knowledge of incidents where process had been Craig King, Technical Director of Catalis who was slavishly followed, engineering judgement was not not able to be present, reporting upon the both the exercised and the wrong conclusions were reached. history of S&T training in British Rail and the present In his experience the current training regimes S&T engineering training opportunities provided for exposed concerns about the initial introduction to industry by Catalis. Catalis still owned the former the S&T discipline being very variable; the BR’s national S&T engineering training school at importance on ‘why’ something should be done Derby, as well as other training facilities. Catalis saw rather than just ‘what’ should be done was also very the future as providing opportunities for support of variable; there was a lack of sufficient structure for traineeships, conversion schemes and graduate consistency of content or delivery. There was an development programmes. Assistance in higher expectation gap and possible conflict for employers education programmes, refresher and update between employee career development versus events, standardised regional training centres, new productivity; and a tendency for a ‘conveyor belt’ interlocking technologies, modular signalling, approach at the training/job threshold. The end of ERTMS/GSM-R and transmission based train the training course is not the completion of training; control. Craig also foresaw significant opportunities training and professional development has only just for technology based training which has potentially begun and is a lifelong process. very cheap unit costs for large volume requirements, and is already successfully widely used for Signaller PRESENT TRAINING INITIATIVES training, and also internet delivery, distance learning In the first session after lunch, Bill Alexander, and directed study. National Training Manager for Network Rail, gave Andy then went on to describe the work that the Seminar attendees details of Network Rail’s Signet Solutions had undertaken to run conversion ‘Advanced Apprenticeship Scheme’. programmes for experienced engineers from other He explained that subsequent to the 2004 disciplines in the 27 - 40 age profile to transfer their decision to take infrastructure (including S&T) skills to become S&T engineers. maintenance back ‘in-house’ after 10 years, (having Karl Dodsworth, Director (Engineering Systems been the responsibility of a number of different Division) and Andrea Knight, (HR Director), from private company maintenance contractors as a Bombardier Transportation then provided a result of the privatisation of British Rail and during supplier’s view on the seminar topic. Karl first this time recruitment, training and development explained the global background of Bombardier’s was, at best fragmented and variable in quality) it products and services, which are sold to numerous was decided to set up a standardised national railway administrations in more than 60 countries training programme. A 25-year manpower-planning worldwide. Bombardier has more than 30 000 horizon was assumed, with account being taken of employees and a manufacturing presence in 22 the age profile, skills profile and anticipated countries. Andrea explained that the age profile in efficiency savings that could be achieved with the the world’s developed countries mirrored the age introduction of new technology and methods of profile that is occurring in the UK and similarly, apart work. from India and the US, the world’s talent pool of It was decided to set up a 3-year Advanced younger people (under age 30) is also shrinking. Apprenticeship Scheme, based upon the Royal Navy The shortage of skilled S&T engineers and engineering training establishment at HMS Sultan in technicians is therefore not just a UK phenomenon it Portsmouth, with the first year completed at is most definitely worldwide. Portsmouth, and then second and third year at the trainees’ home depots, although with periods of THE GLOBAL PERSPECTIVE training back at HMS Sultan. The scheme leads to Buddhadev Dutta-Chowdhury, from Bombardier NVQ level 3 qualifications in rail engineering and, and Les Brearley from Ansaldo STS were the final after a competence assessment by an IRSE presenters to the seminar. Buddhadev began by approved competence assessor, an appropriate briefly describing the huge undertaking that is level IRSE licence, with a BEng foundation degree Indian railways; 63 000 route km, 1.4 million THE FUTURE EDUCATION AND TRAINING OF TRAIN CONTROL ENGINEERS AND TECHNICIANS 155 employees, 16 zonal railways with 3 to 6 Divisional Masters degree was also introduced in 2008. A Headquarters for each zone and a variation of Professional Competency course is to be introduced signalling design in each zone. S&T training and in 2010. development for Indian railways is undertaken by A lively question and answer session had followed the railway’s own centralised training establishment, each series of presentations and the final session of the Indian Railways Institute of Signal Engineering the day was a general discussion of the topic guided and Telecommunications (IRISET) at Secunderabad. by Colin Porter when points made included the This takes over 2000 officers and supervisors a year, usefulness of having senior mentors taking a longer has laboratories for hands-on practical training and term view of trainees’ career prospects; the need to provides initial classroom and field training, embrace trainborne systems in training and refresher/equipment specific training, yoga, competency assessment; practical examples of meditation and stress management courses. There trainees from one company being given experience are also 10 Regional Training Centres for technicians in another company; the possibility of the IRSE across India. taking a lead to set job/competency profiles so that Buddhadev saw considerable benefit in the the Engineering Council standards for registration support the IRSE could give in providing a common could be demonstrated and a suggestion was that platform via the IRSE exam to support competency the IRSE should consider taking a more prominent development for the contractors down the supply role in school and graduate engineering fairs, chain, IRSE licensing expansion for the developing possibly in conjunction with industry partners. countries and producing an internationally acceptable syllabus for training with perhaps the CONCLUSIONS IRSE’s International Technical Committee taking a The disaggregated nature of railway structures, lead role to standardise and issue guidance on good especially following the privatisation of former practice. national railways, has resulted in the curtailment or For the final presentation of the day Les Brearley even abandonment of many training schemes for then gave a view from an Australasian perspective. the S&T profession. This, together with the His presentation showed that Australia faced the retirement of many senior engineers, has led to a familiar skills shortages and age profile problems for current skills shortage. S&T engineers and technicians as had been noted This is compounded by demographic forecasts for earlier from the UK presentations. Problems also the next ten years or so, which indicate that the arose from the disaggregated nature of the railway population of young people in the developed industry in Australia coupled with numerous countries will result in significant shortages in the different signalling standards, resulting in a general talent pool for the signalling and lack of critical mass in organisations to do training. telecommunications engineers and technicians of Consequently the focus of the rail organisations is the future. mainly ‘inhouse’ trade training. The frequent uncertainty and variability in S&T There is limited training provision at engineering workload is an added disincentive to industry to level, which is also mainly ‘in-house’ and on the job engage heavily in training and development for the from the large companies that have training future. However taking a global perspective of both available e.g. Invensys do some basic generic, mainly product, training and Ansaldo have a suite of the potential workload and the training and generic and a range of product training. There is development commitment can offset this. also the IRSE Examination, which is held each year in There are excellent examples of practical, Australia. An industry wide approach was required financially viable training and development facilities and the big success story in Australia is the around the world, e.g. Network Rail’s Advanced Graduate Diploma in S&T engineering run by Apprenticeship Scheme at HMS Sultan, Indian Central Queensland University, which had been set railways training establishment IRISET at up in 2004 facilitated by the IRSE Australasian Secunderabad and Australia’s Graduate Diploma in section. This is a distance learning education S&T engineering at Central Queensland University. programme, comprising a study guide, a teaching team (from Central Queensland University with IRSE WHAT COULD/SHOULD THE IRSE DO? tutors and mentors) and workplace activities that The IRSE is the pre-eminent professional link theory to local practice by means of team organisation for S&T engineers and technicians in projects, a web forum and weekly assignments. the world and can help the aim to ensure that there Courses comprise: Signalling and Safe Railway is an adequate supply of educated, trained and Operations; Signalling Principles; Signalling the motivated S&T engineers and technicians for railway Layout; Signalling Applications Engineering; administrations and the railway S&T supply industry Systems Management and Engineering; Signalling in the future by: Research/Investigation Project. • Continuing its efforts to become a global Successful completion of the Diploma is professional body by extending its membership recognised by the IRSE as an appropriate equivalent and influence into all the countries of the world qualification to the IRSE examination for the where there are railways with significant S&T purposes of IRSE membership. Railway infrastructures and especially in the developing telecommunications was included in 2008 and a countries; 156 THE FUTURE EDUCATION AND TRAINING OF TRAIN CONTROL ENGINEERS AND TECHNICIANS

• Encouraging and facilitating the learning and centres around the world and facilitating the professional development activities of all the establishment of exam study groups and the younger members of the Institution; provision of learning material for students • Encouraging and facilitating industry to work studying to take the examination; together to provide training and continuing • Encouraging the establishment of exemplar professional development opportunities; training establishments and professional • Continuing to work with colleagues to establish qualifying courses around the world; the National Skills Academy for Rail Engineering • Developing an internationally acceptable in the UK; syllabus for training. The IRSE’s International • Providing a common platform of qualifying Technical Committee could take a lead role in standards for S&T technicians and engineers, standardisation and guidance on good practice. e.g. the IRSE exam, (and similar equivalent Speakers Bill Alexander, Kevin Marchand, Craig qualifications), exemplifies the knowledge King, Buddhadev Dutta-Chowdhury and Les standard to be reached for engineers and the Brearley all serve as members on the IRSE IRSE licensing scheme exemplifies the Professional Development Committee and as such competence standards to be obtained for both are active in supporting the Institution’s work in the technicians and engineers; vital field of promoting the training and • Continuing to make the IRSE professional professional development of the S&T Engineers of qualifying examination available at exam the future.

Technical Visit to Aachen area of Germany

by Ian Mitchell and Mike Tyrrell

For one of the final events of his Presidential year, testing work undertaken. The test track was Frans Heijnen and his wife Alphonsine hosted a constructed in 1997 to provide a dedicated facility technical visit based in the city of Aachen, near their for testing of complex modern rolling stock and home in the borderlands of Germany, Netherlands railway systems away from the constraints that apply and Belgium, on 26-27 February 2010. Aachen is a on public railway networks. Over €140 million has historic city with an attractive “old town” area built been invested in 28 km of track, traction power around the cathedral where the Emperor supplies, train preparation workshops, and Charlemagne was buried in 814 AD. It is linked to specialised testing facilities. The facilities are Brussels by a recently completed extension to the accredited as an independent inspection body and Belgian high speed railway network. Many members testing laboratory, and recognised by the German had problems travelling from London as the accident Federal Railway Authority and the Eisenbahn-Cert at Hann south of Brussels caused major disruption to Notified Body. This enables the facilities to be used high speed services into Belgium from Lille. by suppliers other than Siemens – this makes up DAY 1: 40% of the usage. SIEMENS WILDENRATH TEST TRACK There are typically 250 Siemens staff and 100 others working on the site at any time. The main test The party assembled outside Aachen Hbf at 11:00 oval is 6 km long and is equipped with overhead and on Friday morning, and were taken by coach to visit third rail electrification for speeds of up to 160 the Siemens test track at Wegberg-Wildenrath. km/h. A wide range of traction supplies is available During the journey, a large number of wind turbines from 12 kV to 25 kV a.c. at frequencies from 16.7 Hz were evident, as this region of Germany has a policy to 60 Hz, or 400 V to 4 kV d.c. A shorter dual gauge to encourage “green” industries to set up in the (metre and standard) test oval with a curve radius of area to replace the previous deep coal mining 300 m can be used at speeds up to 100 km/h. There industry. The Siemens test track is constructed on 35 are also three other test tracks which provide Hectares of a former military airfield, alongside straight lengths, sharp curves and gradients. some other industrial units, areas of woodland, and A unique feature of the main test oval is a length a golf course. A hotel has been constructed just of track that is specially prepared for testing railway outside the entrance to the Siemens complex – an vehicles for compliance with the European Technical astute business move as there is a constant demand Specification for Interoperability (TSI) for Rolling for accommodation from engineers who visit the Stock Noise. The method of testing defined in the site from all over Europe to use the testing facilities TSI requires a very smooth rail surface and an – it also provides an excellent venue for entertaining absence of ambient noise to ensure it is the noise visitors such as ourselves. from the rolling stock alone that is measured. It is After a good lunch, we were welcomed on behalf impossible to find these conditions on an ordinary of Siemens by Robert Grootings who gave an railway track and Siemens have had to specially overview of the facilities provided and the type of polish the rails, cut down trees and import tons of TECHNICAL VISIT TO AACHEN AREA OF GERMANY 157

1

3 1. Welcome from Siemens at Wildenrath CHP 2. Bedburg medieval village gate MJT 3. Aachen station layout - the top 4 roads are dual voltage MJT 4. The President and his Lady at lunch at Haus Breurer at Bedburg CHP 2 Photos: Colin Porter and Mike Tyrell sand to give a smooth ground surface between the track and the sound measurement location. The main test oval is equipped with track equipment for ERTMS/ETCS, PZB and ATB-EG train protection systems, and there is radio coverage across the site from two GSM-R base stations. ETCS level 2 testing is possible, either using an RBC brought to the site, or via a telecommunications link to a remote RBC. The ETCS balises can be dynamically reprogrammed so that they provide a different message on each circuit of the track, and this allows complex test scenarios such as RBC handover and level transitions to be evaluated. There is a proposal to establish the site as a 4 European reference facility to improve the assurance of interoperability of ETCS equipment from the different suppliers. 380.001 was being prepared for test running, and one vehicle from 380.002 was being loaded with weights The ETCS theme continued with a presentation prior to a tilting test. The party was then given a ride from Dr Rolf Detering who demonstrated an of several circuits round the main test oval in a new ERTMS/ETCS train driving simulator that is being used articulated “Sprinter”, suburban train being tested to evaluate the application of the new ETCS mode prior to delivery to NS in the Netherlands. “limited supervision” to the Berlin – Frankfurt an der Oder line in Germany. The concept of limited At the location where we boarded the train, an supervision has been proposed by the Swiss railway item of “interesting infrastructure” was inspected. SBB to allow a low cost upgrade path from existing The access track that links the site to the main intermittent train protection systems to ERTMS/ETCS, German railway network has to cross the main test and is included in the draft version of System oval on the level, but there was a desire to avoid a Requirement Specification 3.0.0. The simulator is discontinuity in the rails with a conventional flat being used to validate the specification and explore crossing. The solution was to raise the access track areas of disagreement over some of the details. slightly and provide a movable section of track to Following the presentations we were taken into the bridge over the rails of the test oval. To see further site and walked through a number of the train details on the Siemen’s test centre go to: preparation and testing workshops. A wide variety of www.siemens.com/mobility/testcentre rolling stock was on view, from high speed trains to DAY 2: locomotives and trams. For the UK visitors it was interesting to see the first two trains from the latest AACHEN STATION AND GARZWEILER MINE batch of Desiro electric multiple units, being The second day started early, once again at constructed by Siemens for services in Scotland. Unit Aachen Hbf, with a visit to inspect the Siemens 158 TECHNICAL VISIT TO AACHEN AREA OF GERMANY

ESTW interlocking recently installed to control the station area, and the special arrangements to manage the switching between German 15 kV 16 2/3 Hz a.c. and Belgium 3 kV d.c. traction supply in the station platforms 6 to 9. When a route is set into an unoccupied platform, the overhead lines are automatically connected to the power supply voltage of the line on which the train is approaching. On arrival the train driver drops the pantograph and takes the key from his driver’s desk and inserts it into a special control cubicle on the platform. Insertion of the driver’s key allows the signaller at Duisburg to switch the overhead voltage, and this is confirmed to the driver on a voltage indicator in the cubicle. 5 He then removes his key, returns to the cab and raises the pantograph for the voltage the train will use on departure. The driver of the Thalys train departing to Brussels at 08:23 was somewhat surprised to find the number of spectators that were on hand to witness the process. Aachen station building is substantially as it was built in 1905. It has recently been subjected to 6 an extensive modernisation and restoration which has introduced modern space and access arrangements whilst retaining the main features of the original building. After the station visit, we boarded a coach for a visit to see extraction of lignite (“brown coal”) from 7 an open cast mine operated by the electricity company RWE Power. Brown coal is geologically 5. Garzweiler Mine: The Big Pit CHP younger that black coal, and with a lower calorific 6. Garzweiler Mine: Conveyor transfer station MJT 7. Garzweiler Mine: Digger buckets big enough for a small value and greater moisture content it is a less car MJT efficient source of energy. Nevertheless, the 8. Party awaits the arrival of test train at Wildenrath CHP enormous reserves available in the triangle of land Photos: Colin Porter and Mike Tyrell between Aachen, Cologne and Düsseldorf make it an important component in Germany’s strategic energy supplies, with 100 million tonnes extracted workings is enormous. The open pit is 160 metres from this area every year. Ninety percent of this deep and kilometres across. The overburden goes straight by conveyor belt from the open cast covering the coal seams and the coal itself is mine to the wagon loader for its short journey to the excavated by machines that are 240 m long and nearby electricity generating stations, with the weigh 13 000 tonnes, and similar size machines remainder processed to briquettes or fluidised return the overburden into the opposite side of the lignite for use in industry. pit to restore the land to the original surface level. It At the RWE Power information centre we were was said that it takes 15 minutes from extraction to given an introduction to the Garzweiler mine, which replacement on the other side of the pit. started in 1956 and with a recent extension, will We then returned to the coach for a tour around continue to operate until 2044. The scale of the the edge of excavations, and a look at the transport

8 TECHNICAL VISIT TO AACHEN AREA OF GERMANY 159 arrangements including kilometres of conveyor the closure and subsequent rebuilding of a railway, belts, and a railway system that connects Garzwelier two motorways, and the relocation of several and two other mines to the lignite processing villages to new sites. Our tour finished with a visit to plants. As the railway does not need to be the relocated village of Königshoven with an interoperable the locomotives and wagons are attractive variety of houses in local styles, allowed to operate with a 35 tonne axleload. The constructed by the former villagers using their railway is electrified and the locomotives are compensation money, and a new church that equipped with an additional side-mounted incorporates the altar from the church in the old pantograph to allow them to collect traction power village. On route to lunch the party visited the whilst running underneath the coal loading bunkers. original quarter of the village of Bedburg to view the medieval gatehouse and Village Street. The visit For further information: www.rwe.com/ web/cms/ ended with a typical local lunch of meat and mediablob/en/247478/data/235578/34705/rwep dumplings at restaurant Haus Breurer in the older ower-ag/media-center/lignite/blob.pdf village of Bedburg that has survived the mining, and The scale of the mining operation has meant the coach returned the party to Aachen for the enormous disruption to the landscape. The recent participants to make their way home or spend some extension to the Garzweiler mining area will require more time in the city. 160 Section Reports

Australasian Section Inc. Inc. Association No. A0019465H Incorporated in Victoria 62nd Annual Report – Year Ending 31st December 2009

During the year, three national technical meetings of New Committee Members the Australasian Section were held. NSW: Mr. M. Dewhurst (M) 1. The year started with the theme “Controlling NZ: Mr. S.A. Wood (AM) Railways – Australia’s Next Generation Qld: Mr. P.J. Stringer (F) Systems” at an Adelaide venue April 3–5, the presentation included the AGM. SA: Mr. B.J. Baker (M) 2. Melbourne followed July 17-18 with the Retiring Committee Re-Elected theme Communications & Signalling, this NSW: Mr. M.R. Lyons (AM) meeting also included a Special General Qld: Mr. L.F. Brearley (HF) Meeting to revoke existing rules and accept Vic: Mr. N.J. Thompson (M) the rule changes moved at the AGM at Brisbane March 23, 2007, this motion was NZ: Mr. A.E. Neilson (F) passed by all members except one. Committee Remaining in Office (elected March The Department of Justice, Consumer 2008) Affairs Victoria, Registration Branch, NSW: Mr. W.V. Talbot (F), subsequently advised the Australasian IRSE Mr. P.J.McGregor (M) Public Officer that the Rules approved at the Vic: Mr. R.A. Baird (F), SPG in July 07, 2009, were effective from August 25, 2009 Mr. H.B. Luber (M), 3. The Power House Museum was the location in Mr. G.P. Pallister (F) Sydney November 13-14 for a presentation Qld: Mr. P.A. Huth (AM) “Freight in the City” WA: Mr. A.M. Godber (M) The Papers presented at all of the 2009 Technical SA: Mr. M.A. Forbes (M) Meetings are available on the IRSE website for Officers to be Elected by Committee members: www.irse.org.au are the Public Officer and the Auditor. Also a summary of all meetings are forwarded to The members elected: the UK for publishing in the IRSE NEWS by Anthony Howker supported with photos by Anthony and Public Officer: Mr. R.A. Baird (F) other members. Auditor: Mr. G Cumming IRSE NEWS, reference, issues 147, 148 & 152. Details of this meeting are recorded in the The AGM included in TM Adelaide was opened minutes of the AGM 2009, circulated with immediately after the luncheon break, as per this document. agenda items 1 – 10 as circulated. Thank you is extended to the following Awards for 2008. organizations for their assistance in providing sponsorship for events, trade displays and Byles & Calcutt, candidate criteria not met, no advertisements at the Technical Meetings during the award this year. year. Semaphore, S Caporn. Ansaldo STS Shining light, M Davis, Arup Chairman’s, M Menadue. Australian Rail Track Corporation Aurecon Election of Officers and Committee for 2009 Base 2 As the nominations received were equal to the number of vacancies, all nominations were declared Bombardier elected vide Rule 23. (3). Coffey Rail Officers all re-elected ComGroup Australia Chairman Mr. J.J. Aitken (M) NSW Connell Wagner Vice Chairman Mr. S.W. Boshier (M) Vic Interfleet Sec/Treasurer Mr. G. Willmott SA JMD Rail Technology AUSTRALASIAN SECTION 161

Maunsell AECOM Victoria Olex Australia Ltd February 12. Parsons Brinckerhoff Track construction, maintenance & upgrading – R Bartlett (Raylink) DOT and the Pass Assets System & Pandrol its recent updates – P O’Halloran (DOT) Rail Control Systems March 11. Rail Personnel Detection of trains for differing gauge, “Train Siemens Ltd discrimination” – R Ogilie (Rail Control) Southern Signal Services Edinburgh Waverley Railway station, a $300 million project – S McKinlay (Parsons Brinckerhoff) Thales April 22. TIDC A tour of the Victorian railway industry group TTG Transportation standards- VRIOGS – M Meinke (DOT) United Group Rail Surge protection & earthing/grounding principles & Unipart Rail practices – P Jones (Erico) Westinghouse Rail Systems Australia May 13. SIA project, Albury Wodonga by pass & also the Weidmuller north east rail gauging from Seymour to Wodonga – LOCAL MEETINGS 2009 R Vaughan (O’Donnell Griffen) Qld Red light cameras at level crossings – T Spicer (DOT) February 10, attendance 70. June 10. Microlok based block proving with axle counter – Human error at level crossings – G Reed & N Duck Sananka Chaterjee. (Public Transport Safety Victoria) Communication in the rail environment – Phil Interoperability of train protection & control systems in Australia – C Gash Dowd. Capacity analysis over points – K Yum (Railway Both speakers Ansaldo STS. signalling Engr. Graduates CQU) April 21, attendance 45. August 12. ALCAM/level crossing – G Beh (QR) Going global to remain local, investment in Level Crossings: faster, smarter, cheaper – panel European train control systems, ETCS expertise – O session – K Walker (Worley Parsons), L Brearley Laskowski (Siemens) (Ansaldo STS), D Reynolds (United Group) Have we forgotten the train driver – T Howker. June 09, attendance two groups of 16. September 09. Technical Visit, Flight Simulators – Boeing Train scheduling – G Pack (V/line) Australia. Commissioning a rail signalling project from an August 11, attendance 45. operational perspective – P Jerman (GHD) October 14. Control & monitoring system project, Victoria, an overview – A Kyriacou. Joint meeting IRSE & RTSA. Protect or reconnect? A medical drama in SA – Research & development of products in the rail industry – J Warwick (Vic Track) Mark Fynmor. International railway investment trends & their Both speakers Parsons Brinckerhoff. economic returns – H Roberts, (Maunsell Australia) October 13, attendance 45. November 11. Upgrade of track circuits in the Wellington NZ Alliance contracting – O Cooke (Ansaldo STS) area – J Barber. Computer based interlocking upgrade project, Introducing Jade track circuits in the Wellington Melbourne metro areas – A Franes (AF Engineering) area – L Zabel. NEW ZEALAND Both speakers United Group. September 21. December 08, attendance 60. Joint meeting IRSE & RTSA. Building of High Speed Line 1 in the UK – The role of the IRSE in Australasia & the rest of the T Howker. world – A Nielson ( KiwiRail Network) SA 21st century signalling & train control technology for the electrified Auckland rail network – J Skilton, September 03, attendance 80. J Clendon (KiwiRail Network) Joint meeting IRSE, RTSA & PWI National Train Automatic train protection & application of ETCS Communication System. in Auckland – N Terry (Westinghouse Rail Systems System and equipment overview & operational Australia) benefits to ARTC – Mike van de Worp (ARTC). Report T Howker & photos, IRSE NEWS 150. 162 AUSTRALASIAN SECTION

NSW August 27. February 26. Issues Managing Software & Data in Modern Public Address in Noisy Environments – B Moore Signalling & Control Systems – S Lemon (AMCL). ( Arup) September 24. Choosing the right technology for a metro – W Talbot (Worley Parsons) Train Detection – S Lemon (AMCL), T Moore March 26. (ARTC), D Nolan (RailCorp) Battery technologies, Nicad, Pure lead & SLA The IRSE Australasian Section scholarship compared –P Stainsby (Enersys) proposal for an approved Asian engineer to be Application of Ethernet for signalling telemetery – selected for the distant railway signalling program G Hjort (ARTC) offered by the CQU, will be confirmed early in the April 23. new year. Microlok based block proving with axle counters – N Somasundaram (Ansaldo-STS) MEMBERSHIP. Predictors for Level Crossings – T Mc Peak (ARTC) The Australasian Section payment file as of May 29, Joint IRSE, PWI & RTSA. December 31, 2009 was 597. ARTC Competency Assessment & ITSR requirements – T Moore (ARTC) There has been an increase of paid new members PWI presentation – PWI. by 64. June 25. Three members have resigned and one has died. Australian Competency Management Systems, The Committee wishes to thank members for their Signalling Design – M Gordillo (United Group) support to the Australasian Section during the year TCP/IP, what is it and why should a signalling they look forward to the continuing attendance at engineer care? - J Aitken- (Aitken & Partners) meetings and functions in the future. July 23. Level Crossing Gate Project – J Meurer (ARTC) For and on behalf of the Committee. Epping – Chatswood Bi Directional Signalling – Chairman, John Aitken K Sundareswaran (United Group) Sec/Treasurer, Geoff Willmott

Dutch Section 2009-2010

MANAGEMENT COMMITTEE The membership of the IRSE Dutch section amounted to 102 members at the beginning of The IRSE Dutch section management committee 2009. At the end of 2009 the Dutch section had 121 for the year 2009 was composed by: members. President Jan Oonincx Mr. Gerard Verheul and Mr. Gert Koppenberg Deputy Chairman Marco Jungbeker have been nominated to be honorary members of Secretary Arjan Förrer the IRSE Dutch section. Treasurer Penningmeester Peter Otten FINANCIAL AUDITING COMMITTEE Professional Development Maarten van der Werff The financial audit committee for 2009 was formed Meetings & Excursions Peter Musters by Publicity & Website Wim Coenraad Maarten Bartholomeus Excursions Foreign Countries Ton van Rijn Jari Klomp Younger Members Kirsten Luiten-Loeff Lex Moscou Recruitment Henk Scholten IRSE DUTCH SECTION WORKGROUPS As a direct consequence of the departure of Mr The objective of the IRSE Dutch section is in line Marco Jungbeker to Siemens Canada, the General with the IRSE objective and is: promoting and Assembly held on November 13th has appointed expanding activities to contribute to the overall Mr. Fred Dissel (Siemens) as member of the IRSE exchange of knowledge and experience between Dutch section management committee. Mr Peter the Dutch members. Musters assumed the role of Deputy Chairman. To achieve these objectives several workgroups The management committee has met five times are active to support groups active at the chosen during 2009 and held on November 13th its General target of the IRSE-NL by promoting and facilitating Assembly. the knowledge transfer. DUTCH SECTION 163

PROFESSIONAL DEVELOPMENT / TECHNICAL - "BRIO Signal Boxes Concentration" (Siemens) INFORMATION by Kris Clinckx The IRSE Dutch section sees as one of its main - Guided tour of the factory by Michael Herman functions to preserve, make available and discuss and Jean-Marc Nizet (Alstom) knowledge on signalling and telecommunication to its - Presentation BRIO Signal Boxes Concentration members. So, even though the Netherlands doesn’t (Infrabel) by Louis Brabant / Hans Menschaert have any mechanical operated interlocking left on its network and only some, very well maintained, YOUNGER MEMBERS mechanical and electro-mechanical interlockings on In addition to the regular meetings, a number of museum lines have been preserved, information on meetings for the younger (<35y) members and non these earlier systems has been gathered and been members were organized with an emphasis on made available on our website www.irse.nl company visits and networking. In addition to this, this group also deals with the The following activities were organized in 2009: capture, access and transfer of knowledge. A lot of - February 25th, 2009 presentation on the knowledge is available, but is fragmented among subject: "Ergonomics, interaction between many members not electronically available. The drivers, expectations, signalling the Dutch and workgroup has made a broad survey among the the relationship to traffic. The presentation was members, and the result has been discussed during presented by: Jaap van den Top (DUT) with 15 meetings at the ProRail offices. The target is to to participants. publish a paper on Dutch Signalling in 2010. - April 15th 2009: presentation of ERTMS Level MEETINGS & EXCURSIONS IN 2009 1 to Havenspoorlijn by Ronald Bresser (Movares) with 12 participants. During the course of 2009 the following meetings - July 1st, 2009: a presentation on LED signals were organised: development by Gerben den Hartog (Vialis) - February 26th: lecture on ERTMS and its with six participants. relationship with the EU commission in Brussels - The planned meetings at Siemens, Alstom and by Henri van Houten (ProRail) and Frans Heijnen Arcadis were passed on to the (J) IRSE Program (Invensys), held in Utrecht Movares, 55 for 2010. members and interested parties were present. - The international trip on 9 / 10 October in the - March 12th: Lecture on cost by Lex Mosou Netherlands was unfortunately cancelled due to (ProRail) at Arcadis in Amersfoort, there were 47 few registrations. members and interested parties present. - May 14th: Lecture on Controlled admission, RECRUITMENT hosted by Roelof Bult (Strukton) Strukton in The increase of almost 20% in members, 19 new Meppel there were 28 members and interested members, is mainly due to the work of our parties present. Recruitment officer. During the convention of 2008 - November 13th, the Annual General Meeting he received a merit award for his relentless effort. As stated at the beginning, the total membership count was held at the offices of ProRail. The lecture on has reached the total number of 121 at the end of the subject of ergonomics was provided by 2009. Jaap van den Top (TU Delft), 50 members were present and 22 partners participated in the tour MEMBER SURVEY program around the city of Utrecht. For a better understanding of the needs of the PUBLICITY & WEBSITE IRSE-Dutch section and to optimise our program, a survey was held among all members. The response Our IRSE.NL website was updated on a regular was high and positive. It showed that the actual basis. This year also video podcasts of the program and diversity of topic and accessibility is presentations were made available. highly appreciated. On a 5 point scale the average EXCURSIONS FOREIGN COUNTRIES: was 4.3. In addition there are a number of program suggestions, which will be developed further in the On September 18th, 2009 a two-day technical visit course of 2010. to Belgium was organised to visit the Belgium interlocking renewal project BRIO and the relation SPONSORS with ERTMS. The activities of the IRSE Dutch section are made The technical visit was organised by Ton van Rijn possible by volunteers and companies operating in (Alstom) with the cooperation of Alstom, Siemens the sector through sponsorships in cash and and the Belgium railways. More than 52 members resources. attended the lectures and site visits in Charleroi and The management committee would like to Brussels. The very interesting lectures were given by: express its gratitude to all of those that have - Presentation BRIO Signal Boxes Concentration supported our section. (Alstom): Marcel Miller / Miller/Charles Binard Arjan Förrer en Bernard Clarenne/J.J.Gehrenbeck Secretary IRSE Dutch section 164 Hong Kong Section

It was another successful year for The Hong Kong session. IRSE (HK) conducted an extensive range of technical visits, forums and events and all of them were well attended by a cross-section of members.

COMPOSITION OF THE COMMITTEE The work that the Hong Kong session achieves throughout the year could not be maintained without the support of our committee members. In 2009/2010, the IRSE Hong Kong Section – Committee Members were as follows, Chairman Mr. Lam Lai Yin MTRCL Vice Chairman Mr. Lung Chun Pong, Charles Signalling Consultant Secretary Mr. Sung Yuen Fat Signalling Consultant Committee Members Mr. Cho Yan Ming, Steven MTRCL Mr. Pang Kwok Wai MTRCL Mr. Hui Fook Lun, Francis MTRCL Mr. Cheung Nin Sang, Henry Ansaldo STS HK Mr. Wong Wai Kwong, Frank MTRCL Mr. Wong Tak Chi, Alex MTRCL Executive Members Mr. Lee Kun Pui, Simon MTRCL Mr. Yee Hung Choi, John Ansaldo STS HK Ms. Ngai Ming Shan, Anthea WorleyParsons Pty Ltd Mr. Lam Kin Chung MTRCL Mr. Leung Kin Po MTRCL Mr. Chan Chi Cheung, Stephen Professional Engineer Mr. Wong Wai Ming, Philip MTRCL Mr. John William Manho MTRCL Mr. Li Chu Wai MTRCL Mr. Chan Yuet Wing MTRCL Treasurer Mr. Ng Tim Yau, Kenny MTRCL

TECHNICAL VISIT Equipment Room and Telecommunications Every year, IRSE (HK) hold a number of technical Equipment Room. visits and each time they are well supported. The Although many other technical visits were visit to NP360 – Cable Car System, was a very planned in 2009, unfortunately they were cancelled popular event last year and all the places were filled due to an outbreak of H1N1 in Hong Kong. All the once the event was announced. Therefore, this year visits have now been rescheduled to be held in the the committee agreed to arrange another visit on 1 second half of 2010. Aug 2009. All of our members enjoyed the visit. TECHNICAL FORUM The Hong Kong section successfully arranged The IRSE Hong Kong section regularly delivers another technical visit to Austin Station on 11 July technical forums to our members. During the year, 2009. This was a very successful event and more several technical forums were held. The papers than 30 Members participated in the visit. All were covered a wide range of topics, and as ever we are very excited and keen to learn about the station very grateful to our speakers for their commitment facilities and railway systems. They also had a and effort to provide us with high quality chance to visit the Station Control Room, Signalling presentations. All forums were well attended.

Figure 1 Assistant Cable Car Operations and Maintenance Figure 2 Group Photo taken during the NP360 - Cable Car Manager - Mr. Chung Chi Kit explained the NP 360 - Cable Car System Visit System to members HONG KONG SECTION 165

railway lines. The President’s visit concluded in a very pleasant and happy atmosphere of friendship and he was able to experience unique hospitality and the magnificent harbour view in Hong Kong. Mr. Frans Heijnen also delivered his Presidential Address on 9th Apr 2010 in MTR headquarters and the event attracted a lot of members to join. PUBLICATIONS Over the years, the Hong Kong section has developed its newsletter and distributed it to members. Over 40 issues have been published since it was first introduced in 2005. It can also be

Figure 3 Group Photo taken after Austin Station Visit

One of our speakers, Mr. Philip Wong, delivered two speeches in 2009, “The Challenge of Kowloon Southern Loop Signalling on 8 July 2009 and “Evolution of Signalling System in MTR on 17 Dec 2009”. The first technical forum was very well supported; the MTR Assembly Hall was full with participants numbering over 150. Many members were keen to know about the substantial interfacing challenge of the new railway line extending the West Rail Line and the interfacing of the new signalling system with the East Rail signalling system.

We were also very happy to have Mr. KW Pang Figure 4 Many members attended the technical forum deliver a technical talk on “East Rail Signalling” on 6 January 2010. Mr. Pang presented the historical voyage of the development of the East Rail signal system since the 19th century. He presented key design features and problems at each stage of the railway development leading to the present design. On 28 January 2010, Mr. Joseph Sin presented, “Introduction of ATO in East Rail Line. All members found the talk was fruitful and it gave an insight of ATO. Our Hong Kong Section Chairman also presented a topic on "Challenges to Extending a Track Circuit Based ATC System with a CBTC System in BTS Silom Line Extension Project" 15 Apr 2010. The talk was of high quality and great interest, and was followed by a lively question and answer session. Figure 5 Members asked Mr. Philip Wong about the detail of Besides providing technical talks in signalling, the the KSL project Hong Kong Section also jointly organized technical forums with the Operations & Engineering Services Department of the MTRCL. This provides our members with a different perspective on engineering and chances to explore new things and ideas. Many members found it useful and they all enjoyed them. PRESIDENT VISIT The Hong Kong section was privileged to be visited by the President, Mr. Frans Heijnen, during April 2010. Our committee members organized a series of site visits and activities for Mr. Heijnen in Hong Kong. During the stay, Mr. Heijnen was able to visit to the East Rail Control Center, Tsing Yi Control Center, Signal Equipment Room, Telecom Figure 6 IRSE(HK) committee and MTR senior manager support the presentation on “Introduction of ATO in East Rail Equipment Room, and take cab rides on different Line’ 166 HONG KONG SECTION

Figure 7 Group Photo taken on the IVE/ST Open Day Figure 9 The IRSE Exam Invigilators - Mr. Alex Wong, Mr. YF Sung, Mr. John Yee and Mr. Charles Lung retrieved online on the website, http://www.irse.org.hk/. The features include technical papers, industry news, interesting signals and some interesting articles written by our committee members. The newsletter also informs the members on a regular basis about the upcoming events. Special thanks go to our Editorial team. The Committee is very grateful to their hard work and effort they undertake in continuing to produce the newsletter regularly on time. WEBSITE Since the update of new IRSE(HK) website in 2008 to a more contemporary style, it has attracted many members to visit it. The website is a great success Figure 10 The IRSE members were working hard on the IRSE and proves to be an effective means to Exam communicate to the members. It contains a lot of useful information such as the latest Newsletter, Education- Shatin (IVE/ST), titled “Railway Systems details of technical meetings and events, etc, for with emphasis in Signalling Systems”. The course members and non-members. We are grateful to Mr. was developed and delivered by our KC Lam for his work in maintaining the website, Committee/Executive Members. Special thanks to including the major update and rebrand of new IRSE Mr. Y F Sung, Mr. Charles Lung, Mr. K K Tso, Mr. logo on all IRSE (HK) documents from Jan 2010. John Yee, Mr. Alex Wong and Mr. Kenny Ng who contributed their time and effort in the course. A IRSE (HK) AND IVE/SHATIN CO- total of 29 students enrolled in the course and 26 of OPERATION them successfully passed the final examination. All Knowing the demand for signalling skills and the students found the course fascinating and the knowledge is constantly growing, the IRSE (HK) lessons they learnt were very valuable. offered a 108-hour Professional Certificate Course in On the Open day of IVE/ST on 20 November summer 2009. The course was co-organized with 2009, the IRSE(HK) committees were invited to the the Department of Electronic & Information event. Mr. YF Sung and Mr. Charles Lung delivered Engineering, Hong Kong Institute of Vocational a talk on “Hong Kong Railway: the Past and the Future” to students. This contributed substantially to the promotion and dissemination of railway signalling knowledge to students. IRSE(HK) AND BJTU CO-OPERATION The IRSE(HK) Education Team, Mr. Charles Lung, Mr. YF Sung, Mr. Terry Chan, Mr. Alex Wong and Kenny Yau, co-organized with the College of Distance Learning and Continuing Education of Beijing Jiaotong University, Beijing to offer a 3-year Degree Course on Transport Management to IRSE(HK) members. A total 32 students were enrolled and the course was run in MTR Training Center. The Dean of Figure 8 Group Photo taken outside MTR Headquarters on BJTU and MTR senior managers were present at the Inaugural Ceremony on 24 Oct 2009 Inaugural Ceremony on 24 October 2009. HONG KONG SECTION 167

IRSE EXAM Singapore. However, this doesn’t stop the tireless enthusiasm of the committee members. The The IRSE exam was held on 3rd October 2009. success achieved during the 2009/2010 session was Thanks to Mr. Y F Sung, Mr. Charles Lung, and Mr. yet again attributable to specifically the John Yee for their time and volunteering to be the commitment of and contributions made by each of Examination Invigilators. the committee members. CONCLUSION The Committee also wishes to thank members for The shortage of signalling expertise and their support to IRSE (HK) section during the year. globalization put some of committee members We all look forward to the continuing attendance at working across different cities in the world. Many of meetings and functions in the future. our committee members are working overseas in Anthea Ngai Australia, China, Middle East, Taiwan, Thailand and MIRSE, Executive Member, IRSE (HK)

(Left- from front to back, Mr. KC Lam, Mr. Kenny Ng, Mr. Alex Wong, Mr. Terry Chan, Ms Anthea Ngai, Mr. CW Li and Mr. CM Yeung Right, from front to back, Mr. Charles Lung, Mr. YF Sung, Mr. Stephen Chan, Mr. John Yee, Mr. John William Manho, Mr. YW Chan, and Mr. Philip Wong) 168 INDIAN SECTION

Indian Section 2009-10 has been an exciting growth year for the etc. On the occasion Administrator, Universal IRSE Indian Section. Being the youngest Section of Service Obligation Fund, Government of India the IRSE, the people involved in its work showed a released a souvenir to commemorate the lot of enthusiasm to make great progress. During occasion. The seminar was in 4 sessions the year, owing to the full support of Indian namely: (a) On Board Train Control Systems for Railways, membership strength rose from under 200 Safety and Line Capacity Improvement. (b) to more than 400. This year also saw the start of the Newer technology, new competence: Have we IRSE examination in India at the “Indian Railway forgotten the operator and the maintainer? (c) Institute of Signal Engineering & Telecom (IRESET, IP based Communication System for safer and Secunderabad)” which is likely to benefit all secure Train Operations. (d) Information stakeholders in India. Summarizing, the following Systems and Broadband: A means for major activities took place during the year. operational excellence and passengers delight. 1. The 3rd Management Committee Meeting In all 21 papers were read and all papers were was held at the McML headquarters in Bangalore on 30th Oct 2009. During the well appreciated. The event also had product meeting the Management Committee displays from some companies. The event decided to organize its Management concluded with a cocktail dinner in the Committee Meetings at various Zonal wonderful setting of the lawns of National Rail Railways along with technical seminars to take Museum of Indian Railways. advantage of the presence of the members. The meeting also agreed that the Indian section should host the next IRSE convention in India. The meeting was followed by technical presentations from industry representatives: Modern Signalling by Mr. V G Ramesh Kumar, McML followed by another presentation by Dr Mukul Verma, MD, McML Train Control Technologies (MTCT) on the new concepts in “Solid State Interlockings”. The technical section was attended by more than 100 S&T Engineers from the South Western Railway, Bangalore division of the Railway and participants from industry (like Invensys, Ansaldo, McML etc). Registration of delegates. 3. The 4th Management Committee Meeting was held on 19th Feb 2010 at Kolkata and lessons learnt from the IRSE seminar of January 2010 were discussed, so as to make the next IRSE convention in Delhi a successful one. The Technical session was held in the newly built conference hall of the South Eastern Railway Headquarters, in coordination with Kolkata chapter of IRSTE (India), comprising of Eastern Railway, South Eastern Railway and Kolkata Metro.

Inaugural address of 1st IRSE seminar in India. 2. The year 2010 was kick started by organizing the IRSE Indian Section’s first seminar; the occasion also served as a celebration of its membership crossing 300 members. The seminar was held at the National Rail Museum, New Delhi on 08.01.2010. The seminar was inaugurated by Member Electrical, Railway Board, Ministry of Railways, India and attended by more than 300 delegates from India as well as abroad representing Indian Railways, Delhi Metro and industry partners like Ansaldo, Bombardier, Siemens, Nokia, Invensys, McML Paper on TPWS system of Network Rail INDIAN SECTION 169

Three papers were read: (a) An integrated Safe and Secure Train Management System By Mr. Anshul Gupta, Secy. IRSE, Indian Section. (b) Satellite Imaginary & Rail Navigation System by Mr. M. Alam, ED/Telecom, RDSO/Lucknow. (c) Adoptation of Audio Frequency Tracy circuit by Mr. R.K. Jain, Director Signal, RDSO Lucknow Delhi, Kolkata and Bangalore. 4. On 10th March 2010 the Indian Section was given the honour of allowing its Secretary to read a paper on the Evolution of Railway Signaling and Telecoms on Indian Railways in Delegates on 8th January 2010. the historical conference room at 1 Birdcage Walk, London. 5. During the year a number of technical visits were organized with a view to spread the science of Railway S&T. These visits were to: RRI New Delhi, RRI Howrah and RRI at Bangalore Cant etc. 6. The IRSE President visited India and attended various technical & social events during his stay from 12th March to 18th March at Delhi and Kolkata. The year ended with a short discussion organized by the IRSE Indian Section, on 31st March 2010 at the RailTel offices in New Delhi on the challenges faced by S&T professionals in India and how they can IRSE visits Puducherry panel. be addressed so that new competences are built to execute new works as included in the Rail Budget 2010 pertaining to Railway Signalling and Telecoms. The discussion also focused on the issues involved in the adaptation of ETCS -I (TPWS) on Indian Railway, with a view to further take up the challenge of faster execution of 800 km of additional ETCS works sanctioned in the 2010 Budget. Indian Section Committee 2009/10 Chairman: Sh. K K Bajpeyee Vice-Chairman: Sh. S Lahiri Secretary: Sh. A Gupta Treasurer: Sh. A Gupta

Meeting of delegates.

Culutural Evening on IRSE seminar on 8th January 2010. 170 IRSE Midland & North Western Section

The Session has seen a programme which In February we moved to Banbury for a talk on featured the 6th Annual Steam Lunch, one technical Axle Counter Applications on the Settle to Carlisle visit and eight lectures, two in Birmingham, two in Line (SCAM) given by Steve Moore of Siemens & Derby and one each in Banbury, Crewe, Manchester, David Teasdel of Babcock Rail. This presentation and Preston. was repeated in March in Preston giving the The technical visit was to the recently opportunity for more members local to the project commissioned East Midlands Signalling Control area to hear and question the speakers. Centre on the 7th January, which included a In February, a new Midland and North Western background paper explaining the overall Section tie was launched to celebrate the section’s implementation strategy for the East Midlands 40th Anniversary. Resignalling Schemes, the construction and It is a great pleasure to announce that the Midland commissioning of the control centre and the & North Western Section Chairman’s Award is commissioning of the first projects into the awarded to John Phillips. The section and the IRSE signalling centre. The tour of the facilities included have recognised the work and support that John has the equipment rooms, operational floor, training provided not only to the local section, but to the facilities and the incident control room. Institution as a whole. The work that he undertakes The Annual Luncheon and Technical Visit were has put a lot back into the industry, often unpaid held on the Peak Railway in Derbyshire on Saturday and in is own time. On the Severn Valley Railway 14th June when members and guests had the John not only supports the day to day running of the opportunity to enjoy the line from Matlock to railway, but also keeps the "traditional" signalling in Rowsley. The day started with a trip from Rowsley service for everyone to enjoy. South Station to Darley Dale Station on the train. I would like to thank the members of the The group then enjoyed a leisurely stroll back to Committee, in particular our Secretary Bill Redfern, Rowsley South Station station in glorious sunshine the speakers who provided an interesting selection while visiting Darley Dale and Church Lane Crossing of subjects, the companies that supported the boxes, and also inspecting one of the point machine sponsorship of the venues and those responsible for installations in typical IRSE style. The party then taking an active part with the organisation of the rejoined the train service at Rowsley South in time to years events. start the excellent three course meal eaten on the Palatine Dining Train while enjoying the scenery during two round trips of the line. IRSE Midland and North Western Section – 2009/10 The winter lecture season commenced in Derby in October with a talk on Training Requirements given Committee officers: by Reuben Dakin of Signet Solutions and Craig King Chairman Graham Hill of Catalis Rail Training. The lecture gave the Vice Chairman Paul DuGuay audience an insight to the history and structure of technical signalling training and also the needs that Hon. Secretary Bill Redfern may be required to sustain the highly qualified Visits Secretary Ian Allison engineers for the future. The lecture finished with a Hon. Treasurer Clive Williams tour of the facilities on site. Younger Members The second meeting was held in Birmingham in Representative Matthew Lupton November when D Hayward of Signalling Solutions Limited gave his paper on Smartlock. This paper MEMBERS OF THE COMMITTEE: looked at the development, acceptance and Ian Allison commissioning of the system into the UK Bob Barnard environment and the challenges that where faced. Ian Bridges In December the meeting was held in Crewe and Paul DuGuay was addressed by Phil Waddingham and Paul Buddhadev Dutta-Chowdhury Robertshaw from Invensys Rail who gave a talk titled Level Crossing Solutions. The lecture looked at the Ian Fury acceptance and commissioning of the WESTeX level Tapas Halder crossing solution to the UK market. Peter Halliwell The New Year started with a return visit to Derby Graham Hill to the East Midlands Control Centre with a Ian Johnson presentation from Dave Scarth of Network Rail. The Matthew Lupton paper and technical visit was well attended with Ian H Mitchell people battling through the snow and ice. Melvyn Nash The second January meeting was held in Bill Redfern Manchester. This dealt with Driver Advisory Clive Williams Information for Energy Management and Regulation Graham Hill given by Ian Mitchell of Delta Rail which he had Chairman 2009-10 previously presented in London. IRSE Midland and North Western Section 171 Minor Railways Section

The 2009/2010 Committee consists of: - at the box, which also controlled the level crossing Chairman Ian James Allison next to the box for the nearby ferry crossing and the level crossing at Kingswear station for the nearby Vice-Chairman Dave Helliwell marina. The railway has no internal telephone Treasurer Trevor Hodgson exchange at present and relies upon the Series 600 Secretary Martijn Huibers former Western Region telephone concentrator for Committee Stephen Clark train-to-signal box communication, supplemented Steve Growcott by local radio and BT telephones. Key operating and Ian Hughes engineering staff are also issued with mobile Roger Phelps telephones as part of a package negotiated with BT. Mike Tyrrell Communications to the Network Rail Signaller at Kevin Weston Paignton is via a direct line over the BT network. In its first full year of its existence the Minor On Sunday, the visit continued at the South Devon Railways Section has organised 4 successful events. Railway, where Mr Trevor Hodgson, the Signal Engineer of the railway, invited all members and The first event was a 2-day visit to the Paignton & guests to board the special train from Buckfastleigh Dartmouth Steam Railway and the South Devon to Totnes Littlehempston station. With signalling Railway on Saturday and Sunday 26/27 September based on typical GWR practice, the railway has 2009. Some 30 members and guests were present in three operational signal boxes (Buckfastleigh South, what was a most enjoyable and informative event, Bishops Bridge and crossing box Staverton) and a with opportunities to study a number of innovative further two non-operational boxes (the original ideas and technological advances put into practical Buckfastleigh box and Ashburton Junction box). operation. On Saturday the day started with a After the required safety briefing, Mr Hodgson gave structured safety briefing and overview of the an overview of the railway signalling and railway signalling and telecommunications systems telecommunications systems employed, after which employed by Mr Dave Helliwell. The group than the group visited the site including the new south split into two groups and departed by special train ground frame, the station and Ashburton Junction from Paignton to Goodrington Sands and Britannia signal box under restoration. At the north end of the Crossing signal box near Kingswear where the visit site is the ground frame that currently operates the was continued. At Goodrington Sands there was signal for the station platform line, along with the the possibility to look at the site of the soon-to-be- points to allow locomotive run-round and for the commissioned passenger passing loop, sidings and through passenger trains that arrive from Network ground frame panel, to be controlled by Britannia Rail infrastructure each operating season. At signal box via a Westinghouse S3 (Westronic) TDM. Staverton station the original 1911 crossing box was This must be a first where such technology has been visited, released from the nearby Bishops Bridge used in the Minor Railways world. The relay room on signal box. The Bishops Bridge signal box and site was inspected in great detail, having previously passenger passing loop were installed and been a permanent way building converted for the purpose. The groups were also briefed on the types commissioned in 1999 having preciously been of equipment used and where they have been located at Athelney in Somerset, with further located on site, due to the nearby coast line and the alterations to the Dock Siding and Staverton level environmental impact regarding corrosion and crossing installed and commissioned in 2005. The maintenance related issues. At Churston, the new signal box itself is fitted with a GWR stud frame and replacement entrance-exit signalling panel has a closing lever installed. The block working is by constructed by the railway themselves for electric key token (EKT) to Buckfastleigh and by installation at Britannia Crossing for Goodrington train staff (with ticket working for special events) to Sands was shown. It was interesting to note that Totnes. When Bishops Bridge signal box is closed, many off-the-shelf products were used to construct the railway is operated under the one-engine-in- the panel, which will operate the Route Relay steam principle with a long-section train staff. Back Interlocking based on the former Western Region in Buckfastleigh both the North and South signal W10K signalling circuit design. Also available for boxes were visited as well as the extensive inspection was a hydro-pneumatic point machine, locomotive engineering facilities. This later is a the ground frames for the sidings for the various major revenue-earner for the railway, undertaking workshops and storage facilities along with the tyre installation and renewal for other railway ground frame release instrument at Churston. It was companies, both mainline and heritage. interesting to note the use of standard bulk-head The Minor Railways Section would like to thank lights skilfully altered and adjusted to be used as the following people who made this event possible: ‘OFF’ indicators on both of the platforms. At Mr & Mrs Dave Helliwell, Mr David Mabey, Mr Peter Britannia Crossing signal box, Mr David Mabey, Roach, Mr Andrew Pooley, Mr Trevor Hodgson, Mr Signalling Technician of the railway, gave an Dick Wood and both the Dart Valley Railway and the overview of the railway signalling and South Devon Railway Association. The sponsors for telecommunication systems employed on site. this event were: Catalis Railway Training Ltd, DEG There was also ample time to observe the signalman Signals Ltd, Green Dragon Rail Ltd, Signet Solutions 172 MINOR RAILWAYS SECTION

Ltd as well as all those individual Members who Several signal renewals were shown with the winter donated so generously. conditions not helping getting to site as well. The The second event was our Winter Technical third presentation was another ‘keep it simple’ Meeting, a Seminar on Saturday 7 November 2009 message, this time about connections to the main at the Kidderminster Railway Museum. This seminar line. Mr John Jenkins took us to the West Somerset was a follow-up from the popular seminar held in Railway where he explained which considerations a 2005 at the same location. About 70 people railway organisation should take into account when attended this time with a very broad range of aiming for a mainline connection. Such a connection presentations. The day started with a welcome by is never cheap and a proper agreement about costs our Chairman and an opening address by Past and future maintenance boundaries should be in President Mr John Francis, who was our President place. Another discussion with the presenters during the convention in 2005. The first closed this third block of presentations. presentation was by Mr John Tilly about Heritage The last session of the day started with a Railway Level Crossings. He discussed the dangers presentation about Practical Mechanical of level crossings and the non-compliance of a Interlocking by Mr Stuart Ward from the Swanage several level crossings on heritage railways with the Railway. He discussed a basic method of designing regulations. The second presentation was by Mr Ian a mechanical interlocking, the things to take into Hughes about probably the first signalling project account doing so and some practical advice for the on a minor railway commissioned under ROGS, a installation. The second presentation was an update new repeater for a signal on the Ravenglass and on the progress of Peak Rail by Mr Dom Beglin. The Eskdale Railway. Using this example, the process of things that have happened in the last few years were ROGS was explained and it actually does not have presented as well as the aims for the years to come. to be a difficult exercise. The third presentation was The last presentation of the day was from Mr Bill by the Section secretary Mr Martijn Huibers. He Hillier from the Heritage Railway Association. He presented the progress so far with the initiative to talked about the guidance the HRA can give on make redundant signalling and telecommunications several subjects in the form of guidance notes, some equipment from main-line renewal projects and published on the members-only part of the HRA surplus equipment at heritage railways available for website but some also on the public part of their those who might give it a good home. After these website. three presentations was some time to discuss the The day was finally closed by an address from our subjects presented so far with the presenters and a President, Mr Frans Heijnen, who was surprised by short break for the next session. the level of professionalism shown by the heritage The second session of the day started with a railways. He congratulated all on the very successful presentation by Mr Richard Lemon named day. “Operations – keep it simple”. He questioned the The third event on Saturday 10 April was a visit to amount of signalling sometimes found on heritage the Ravenglass and Eskdale Railway in Cumbria, a railways which, although it does present a sort of 15 inch (381 mm) gauge heritage railway. This 7 mile heritage scenery, can make the way the railway is long line runs from Ravenglass, a shared station on operated more complex than is necessary. The next the Cumbrian Coast Line, to Dalegarth station near presentation was about ROGS and Safety Boot in the valley of Eskdale in the Lake District. Verification by Mr David Keay, Principal Inspector of Upon arrival the 23 members and guests were split Railways, HMRI. Some practical guidance was given into two groups and given a guided tour of the on what the HMRI will inspect with respect to ROGS Ravenglass site including the engineer restoration and Safety Verification. The last presentation of the and maintenance sheds, signal box with its Midland morning sessions was from RAIB. Mr Andy Savage Style frame and the former Furness Railway Signal told about what RAIB is and does and what the box, which previously controlled the Cumbrian current ‘track-record’ is for heritage lines. He Coast Line and access to the station yard and line to finished with a short description of what happens Murthwaite. The signal box has been restored as a when there is an accident, what the role of the RAIB visitor attraction. The complete group than boarded is and what you should or shouldn’t do yourself. the service train up to Dalegarth where an excellent Following another discussion with the presenters lunch was presented. After the lunch a historical there was an excellent lunch and the possibility to presentation was given by Mr Dave Jenner, the visit the Kidderminster Railway Museum and the railway’s historian and archivist, and Mr Trevor signalbox and a large signalbox frame next to the Stockton, the General Manager who brought us museum. right up to date with current methods used on the The afternoon session started with a presentation railway. This was than followed by a presentation by by Steve Bradbury about the Voice over IP Mr Grahame Taylor regarding trials of a new telephony at the Severn Valley Railway. The signalling system called TERN (Token Exchange presentation told all members and guests how this using Random Numbers). This is a simple computer- was achieved and the challenges faced during the based signal control system designed for use on installation. For the second presentation by Mr minor railways. Grahame provided the background Craig Donald another heritage line was visited, this to this equipment and provided an offsite time the North York Moors Railway. The subject of demonstration whit the assistance of Mr Stuart this presentation was renewal of lineside signals. Marsh, the Signalling and Telecommunications MINOR RAILWAYS SECTION 173

Engineer for the Railway and also Director of Signal members as it was arranged that hands-on Aspects Ltd. After this meeting, members and experience could be gained on the …… layout in guests boarded the train back to Ravenglass. Upon the Warehouse of the NRM. The volunteers for this arrival some members departed, whilst a few layout were present to give an introduction and remained to wait until the service trains had stopped assist with running the trains, but the members running. After a possession of the line had been themselves were required to operate the signal taken by the S&T engineer, the remaining members boxes on the layout following a very challenging and guests were afforded the opportunity to time table. This provided some hilarious moments observe the first live trial of the TERN control system but luckily without any accidents. Although most of on the railway, in a special train diesel hauled to the members had to leave early to get home in time, Irton Road run round and back to Ravenglass. Upon some members took the opportunity to visit the return to Ravenglass there was also the opportunity library of the NRM, the Search Engine, where Mr to view at close hand with the lid off the narrow Tim Procter was available to give a behind-the- gauge point machine which featured in the scenes tour through the storage facilities. Although November 2009 issue of IRSE news. Thanks must go located in some of the older parts of the museum, to Mr Trevor Stockton and the employees and the storage facilities are equipped with all the volunteers of the Ravenglass & Eskdale Railway, necessary installations to keep the drawings, books, along with Mr Stuart Marsh and Mr Grahame Taylor paintings, etc in an optimal environment, available for such an enjoyable day. Green Dragon Rail Ltd for many generations to come. Many thanks for Mrs and Henry Williams Ltd were sponsors of the event Liesel von Metz, Mr Ian Hughes, Mr Jonathan and Mr Ian Hughes organised the event on behalf of Stockwell and volunteers of the Yorkshire Museum the Minor Railways Section. of Farming and the Derwent Valley Light Railway for The fourth and final event of the 2009/2010 the Saturday programme. Thanks must also go to season was the Minor Railways Section AGM, Mr Phil Graham and his son, Mr Bob Brook and Mr combined with a visit to the Derwent Valley Light Tim Procter of the National Railway Museum for Railway in Murton (just outside York) on Saturday 5 their assistance to make the Sunday visit a day to June 2010 and the National Railway Museum in York remember. on Sunday 6 June. In total 16 members and guests The committee of the Minor Railways Section is attended on Saturday and 7 on Sunday. The AGM not only organising events, but is also involved in was held in the Yorkshire Museum of Farming where guidelines for Signalling and Telecommunications the library was available for the official part of the for the use by Minor Railways. These guidelines will programme and the presentations that followed. be published in co-operation with the Heritage During the AGM our Chairman presented an Railway Association and will also be available for overview of our first year after which the secretary’s non HRA-members. The first guidelines on both report was presented. As our Treasurer was unable signalling but also telecommunications are now to attend at the last minute the (healthy) financial drafted and are reviewed by several experienced situation was only discussed briefly. All members of persons within the industry and the committee aims the committee were allowed another term with only to publish the first of these guidelines during the Kevin Weston having resigned due to personal 2010/2011 season. The committee would like to reasons, but his place was filled again by Ron thank the HRA for their support during the past year Whalley who voluntarily agreed to fill the vacancy. and their presence at our committee meetings. Following the AGM, Mrs. Liesel von Metz presented Also, at the Winter Technical Meeting in her paper ‘Risk assessment demystified’, following a Kidderminster, the Section expressed a wish to start simple process of risk assessment, and Mr Ian operating a new award on a yearly basis to Hughes presented ‘New Works under ROGS’, a encourage a greater interest in railway signalling presentation about the procedures regarding the and telecommunications, along with increasing the ROGS regulations in the UK. The third presentation awareness of the Institution of Railway Signal was by Mr Jonathan Stockwell, the librarian of the Engineers and the Minor Railways Section itself. The Derwent Valley Light Railway, with a very interesting winning individual will receive the following: presentation about the history of the DVLR, from the early start up to the present preserved section • The Winner’s Trophy for the period of one as part of the Yorkshire Museum of Farming. The year; lunch was enjoyed during these presentations, so • One years membership of the IRSE at the following the last presentation the group visited the grade of Associate; DVLR station, signal box and was allowed a walk up • An IRSE Logbook to enable the winner to to the nearly-completed run-round loop at the end. work towards a future IRSE Licence; Halfway the line is a footpath crossing, and Mr Ian • Attendance at a leading Industry Training Hughes took the opportunity to show that also a School for relevant identified training; heritage railway does have the possibility to make sure such a crossing can comply with the • The opportunity to work with other S&T staff regulations. on other minor/heritage railways for experience and further understanding On Sunday, the remaining members and guests visited the National Railway Museum in York. • £ 100 in cash. Following a general visit in the morning, the The award is open for nominations from minor afternoon provided a challenge for all of the and heritage railways regarding their particular 174 MINOR RAILWAYS SECTION volunteer or volunteers who they consider to Finally, the Minor Railways Section is also demonstrate their own individual commitment on a supporting an initiative to share redundant or regular basis to the art of signalling and surplus signalling and telecommunications telecommunications engineering in a minor railway equipment between minor railways. This initiative context. The award is open to anybody above the also aims to include Network Rail maintenance and age of 16 and any nominations should be provided main line re-signalling projects where equipment with a short supporting statement of no less than might become available as a result of replacement 500 words clearly demonstrating the reason why by modern signalling systems. The initiative will take each individual has been nominated and their form as a mailing list, where available equipment will achievement to date. The Section is also interested be listed while a second list will include equipment in speaking with companies and organisations who that is required by organisations (wish-list). The may be interested in providing part sponsorship of organisations can either be contacted directly or, this award. certainly for main-line renewal projects, via an It is intended that the award will be made at the intermediate who can liaise with the project teams Winter Technical Meeting in late 2010 on a date to as a single point of contact. More information will be be announced. The judging panel, lead by Past provided when the initiative goes ‘live’ via IRSE President Mr John Francis, will begin to review News. nominations from October 2010. For further information or to become a sponsor of this award, Martijn Huibers please contact [email protected]. Secretary IRSE Minor Railways Section

North American Section

A full house at the AGM

2010 was a banner year for the North American Monday, May 17th, North American Section held a Section. We continue to grow and provide technical meeting that consisted of a half day important services to the members, and we are conference divided into two different sessions each planning for new projects and exciting meetings in with a total of five presentations. The theme of the the future. Our Annual General Meeting (AGM) Conference was: “ was continued with the format of a conference and Implementation” (PTC). PTC is the legislated field trip held in conjunction with the Railway mandate to equip most rail lines in the United States Systems Suppliers C&S Exhibition. However, 2011 will begin a new process for the NAS to meet for an with an interoperable train control system that AGM that is held at convenient sites for the enforces movement authorities, civil speed members as well as stimulate growth. This year’s restrictions, prevents movement over improperly Annual General Meeting was held at the Quest lined switches (points) and protects roadway Convention Center in Omaha, Nebraska. On workers by the end of 2015. NORTH AMERICAN SECTION 175

The event was well attended by over 65 interested guests. After an introduction to the AGM by NAS Chairman David Thurston, the program started with presentations from around the industry. The speakers included: • Bill Scheerer (pictured below), IRSE Country Vice President North America - Bill discussed the IRSE NAS beginnings from 2002 and the progress made since. In addition, Bill moderated the first session of the Conference.

rail line to be equipped with ITC type PTC discussed the unique features of SCRRA (Metrolink) and how they are adapting to the expedited mandate in the Los Angeles area to fully equip their trains before the end of 2012.

• Ed Mortlock (pictured below), with Parsons Brinckerhoff (but representing California High Speed Rail) talked about the features and requirements of PTC and Train Control for the California High Speed Rail project. The final results concluded that the project will seek a • David Thurston (pictured above) with Parsons train control system proven in high speed Transportation group who discussed the role of operation using a performance and functional standards and their organizations in PTC specification. implementation. Highlighting the work of AREMA Committee 39, there was detailed discussion about the new AREMA Manual parts that are being created for use in implementing PTC. • Greg Richardson (pictured top right) from the Union Pacific Railroad gave a presentation on the implementation of PTC on the Union Pacific Railroad. Included in the discussions were details on the size and complexity of the undertaking, and some details on the process included in the Interoperable Train Control Committee (ITC) that was formed to create the Main Line railroad PTC system. • Dan Guerrero (pictured middle right) the Signal Engineer with the SCRRA that will be the first 176 NORTH AMERICAN SECTION

• Wim Coenraad (pictured above) finished the Kendrick Bisset (pictured above), NAS Local presentation on PTC Implementation with a Committee Vice Chair from LTK Engineering then discussion on the lessons learned from the updated the Members on the status of the Body of ERTMS and ETCS roll out in Europe. Knowledge project undertaken by the Section. It After the last presentation by NAS members on was reported that over 1300 copies of the NAS the work that the Section is continuing with in the book “Introduction to North American Signaling” field of education and certification, the floor was have been sold, and that the next book project will opened to questions from the attendees. involve either Interlocking or Positive Train Control as its topic. At the conclusion of the Conference, David Other business discussed was the location of the Thurston, NAS Committee Chair called the Annual next AGM. With the “Big show” of all organizations General Meeting to order. Noting that a quorum related to the rail industry meeting together for the was present, the minutes of AGM held on May 20th first time, the idea was introduced to have the AGM 2008 were approved. in conjunction with the APTA Rail Conference as to The Section was again fortunate to have not interfere with the RSSI/AREMA plans for a significant representation from London at this year’s conference and concurrent product show. The Annual General Meeting as Paul Jenkins (pictured matter was referred to the Local Committee for final below), President of the Institution was on hand resolution. along with Colin Porter, Chief Executive of the The business of the Section concluded with the Institution, and Wim Coenraad, Past President. election of two members to the Local Committee. President Jenkins provided some remarks on the These positions were filled by: state of the Institution and a vision for the section Committee Members: Vic Babin, Northern Indiana moving forward. Commuter Transportation District- to a two year term Committee Members: Ed Mortlock, Parsons Brinckerhoff - to a two year term The AGM and Conference meeting room was graciously provided by the Railway Systems Suppliers, Inc, who also provide the NAS with booth space at the annual RSSI C&S exhibition (see photo on page opposite). Many information packets and book orders were passed out during the two day event, and the members wish to thank the individuals that volunteered their time to man the booth. A special thanks to Vic Babin for setting up the booth and organizing our efforts there. The Section was also fortunate to have sponsors for the Conference and Booth accessories that included: Railway Age – advertising Parsons Transportation Group – A/V assistance Parsons Brinckerhoff – A/V assistance ISIS, LLC – Booth furniture NORTH AMERICAN SECTION 177

On Thursday, May 20th, the Section was hosted The group also visited the Harriman Dispatch by the Union Pacific Railroad on a field tour of the Center where the entire Union Pacific Railroad is Missouri Valley Junction area and the Harriman dispatched from. Members were shown the Dispatch Center. In total, 18 interested people took “Bunker” where the operating theater and advantage of the railroads hospitality. Included in dispatchers are located as well as the associated the experience were inspections of interlocking support buildings containing the communications instrument locations, the latest technology in switch control, and review of anticipated work required for and network management equipment. The photo the PTC mandate. The picture below left shows the below right shows some of the participants at the group inspecting a rotary helper movement. main entrance to the facility. 178 NORTH AMERICAN SECTION

Preparations for the 2011 AGM are just getting IRSE and NAS membership can be found at underway. Any members interested in presenting a www.irse.org. paper should contact Kendrick Bisset North American Section officers are: ([email protected]) or Dave Thurston ([email protected]) to find out more David Thurston, P.E., FIRSE, Chairman about this exciting opportunity. Details on the time Vice President and Deputy Sector Manager - and location will be sent out when available. Systems Parsons Transportation Group The North American Section (NAS) was formed on 1601 Market Street, 9th Floor May 24, 2002 to support the goals of the Institution Philadelphia, PA 19103 in North America. The NAS presently has over 50 Tel: (215) 606-2365; Fax: (215) 567 1581 members, and is encouraging railroad E-mail: [email protected] communication and signal professionals to join. While prospective NAS members must also be Kendrick Bisset, FIRSE, Vice Chairman members of the IRSE, the NAS Local Committee Senior Systems Engineer would be pleased to offer assistance to anyone LTK Engineering interested in the applying for the benefits of P.O. box 212 membership with their application. NAS Mountainhome, PA 18342 membership at present is free. IRSE membership is Tel: 502 558 1062 available at several levels, from Associate to Fellow E-mail: [email protected] with appropriate membership fees. Information on

Plymouth Section

Following a number of years where the sections detailed work during which both sides began to activities had been substantially limited as a result of understand the others perspective and local employment circumstances, and in addition requirements, there was a successful conclusion. being a period that included the sad loss of IRSE Essentially the safety level meets the required President and colleague Alan Fisher, the section is figures as a result of the extremely low probability able to report a brighter situation for the 2009-2010 that a correct code will be received from a source session. The programme of events planned by the other than the transmitter associated with a local committee was largely completed, with the particular receiver. Otherwise the track circuit only casualty being one of three technical papers components are much as the well established TI21, that had been programmed. e.g. tuning units, modulated audio frequency etc. The first technical meeting was held on 14th The presenters wished it to be made known that a October 2009 when Andy Millar and Matthew key member of the design team mathematician Miss Radmore of Bombardier Transportation presented J Cai would normally have been present, but had their paper entitled “Assured Safety by the returned to China for a holiday. Application of EBITrack 400 Coded Track Circuit”. The second technical meeting was held on 24th The main thrust of the paper was the fact that the November 2009 when Richard Belli of TRE Ltd. safety performance of the track circuit for systems presented his paper entitled “Chasing your Tail, or assurance purposes is substantially mathematically Regulating a Circular Railway”. This paper described proven, as against previous generations of track the current Glasgow Subway Signal Control System circuits where safety was proved in the main by way and related in main to the headway regulation of experimentation and trial application. It also function of the computer based package, but also became evident to the audience that the word encompassed passenger information and other coded in the title does not carry the meaning as in facilities included in the system. Richard was a key previous generations of track circuits, where the member of the Bombardier team that designed and “coded” refers to the transmission of data via the installed the control system and continued to be rails, but that the safety of the track circuit is heavily involved in ironing out ongoing issues. The achieved by way of coded digital communication basic signal control elements of the installation were between transmitter and receiver. Nevertheless data touched upon, e.g. control and indication of transmission remains an option within the design. signalling and traction, displays, automation versus The track circuit was designed in conjunction with manual for various functions, but the main interest the University of Plymouth, in particular a group for the evening was the train regulation within the university that specialises in digital management designed to deal with a large number transmissions relating mainly to satellite of scenarios as encountered on the subway, which communications. When the two sides first came by default included the timetable generation and together, those from the railway signalling editing facility. The software includes a function background began to wonder whether there would wherein during traffic hours calculations are carried be any useful outcome from the alliance with out at very frequent intervals in turn initiating real seemingly so little understanding of railway time changes to the non fixed parameters included signalling and in particular track circuit safety needs in the timetabled pattern. Given time the software by the students and graduates, but after some would arrive at the most efficient departure pattern PLYMOUTH SECTION 179 for each of the 15 stations so as to provide a regular of the booths. This was necessary in view of the service for customers at times of disruption. There number of different tolls that can apply, for example are options for the operators to choose either taking onto account number of axles, size of vehicle, timetable or headway mode, as best befits the distinction between buses and lorries, trailers etc. It situation. The reason for the inclusion of “chasing would seem its cost will be recouped as a result of your tail” in the title is to emphasise the risk that the number of vehicles that will not get away with taking the easy option of holding trains at particular paying less than they should. As is often the case stations for regulation purposes on a circular railway with these events, the visit was extremely interesting runs the risk they will all end up bunched together. and showed there was more to the system than may There are so many scenarios that may affect the be imagined. railway that the presentation was limited to a Following the visit to the road bridge members number of obvious ones such as failed trains, retreated to the Royal Albert pub under the rail temporary speed restrictions and special timetables. bridge of the same name for the Annual General Richard was able to use technology to show large Meeting. At the meeting the committee for the screen displays of the train graph, network based 2010-2011 session was elected as follows. Andy management facilities and real time passenger Lovett and Andrew Jones stood down having information data. completed their three year stint, Dave Smith and Unfortunately the third of the three planned Richard Nettleton (two years in office), and Julian lectures did not go ahead as the development Stiles and Peter Stiles (one year in office) continued status of the proposed subject matter was not as members of the committee. New members voted sufficiently advanced. An attempt was made to on to the committee were Dave Biss and Jeremy identify a replacement at short notice but this was Whitley. The meeting was keen to ensure that as far not successful. as possible the committee included representatives Following the suggestion at the previous Annual from as many of the local signalling companies as General Meeting that the section attempts to return could be entertained. Other essential business to holding a technical visit in conjunction with the determined that it should be ensured the committee AGM, this was achieved for this session with a visit met and carried out its responsibilities, that the to the Tamar Bridge control room and toll booths. current pattern of three technical papers plus one The toll collection system for the road carrying technical visit in conjunction with the AGM seemed suspension bridge over the River Tamar had recently to be an acceptable combination, and the financial been modified to include automatic toll collection status and banking arrangements were discussed by the application of RFID tags. Attendees were not and approved. The secretary Dave Came presented surprised by much of what was shown in terms of his report for the year and Alan Peters as financial CCTV, the RFID process, lane control illuminations scrutineer, although absent from the meeting, had etc., but were very impressed with a vehicle profiling previously agreed the financial status. software package that was able to very accurately At a subsequent committee meeting Dave Smith identify any vehicle that passed though any of the was confirmed as Chairperson, and Julian Stiles was booths, using data from sensors positioned at each elected to the position of Vice-Chair.

Scottish Section The 2009/10 session started a month earlier than before being concluded by Ron McAulay (Network in previous years with a lecture in September on the Rail). For the first time, the joint lecture filled the ‘Efficient Modular Re-signalling of Secondary IET’s lecture theatre with a number of non-members Routes’ by Pat McFadden of Network Rail. This having to be turned away. presentation gave a detailed explanation of what (Attendance (IRSE Only): Members 25, Guests 36) classifies a secondary route, the new style In November we were once again pleased to equipment that we can expect to see on it, and the welcome members of the institution and guests challenges faced in implementing modular from all parts of the British Isles to our Annual signalling onto an operation railway. Dinner. The evening was started with a presentation (Attendance : Members 25, Guests 3) on ‘Edinburgh Trams – Construction, Signalling and In October the section held a joint lecture with the Traffic Interface’ by Steven Bell (Edinburgh Trams). Permanent Way Institute (PWI), the Institute of The evening then moved on to the Dinner itself with Railway Operators (IRO), and the Institute of the keynote address being given by Stewart Mechanical Engineers (IMechE) on the ‘Edinburgh Stevenson (Scottish Government Minister for to Glasgow Improvement Programme’ in the IET’s Transport). It is usually the tradition of the section to Teachers Building. This lecture was introduced and invite the immediate past president to the dinner. hosted by Bill Reeve (Transport Scotland), and had Sadly, with the untimely passing of Alan Fisher in presentations on EGIP Engineering by Geoff Cook February 2009, we were unable to continue with this (Network Rail) and Roger Querns (Transport tradition. However, Martin Govas (IRSE Treasurer) Scotland). There was then a presentation on the kindly accepted our invitation as a form of thanks rolling stock by Jerry Farquharson (First ScotRail), from the section for all his help over the years. In 180 SCOTTISH SECTION addition to Martin, Alan King and Tommy Gallacher lecture with a concise background to RETB also accepted invitations to the dinner for their signalling, and the existing analogue system many years of work on the IRSE committee. Thales currently in use. Dr Clark then went on to detail the was this year’s kind sponsor for the lecture and differences between analogue and digital dinner, this allowed us to subsidise the costs for telecommunications before showing the benefits in food and drink for the members tables. The dinner terms of communication clarity and in using off the was once again excellent and the Marriot Hotel did shelf technology. The lecture was very well attended us proud. This provided the guests with a relaxed by both Signalling and Telecommunications atmosphere in which to catch up and informally Engineers. discuss the issues of the day. (Attendance: Members 18, Guests 14) (Attendance (presentation): Members 32, In March the section organised a technical visit to Guests 12) Network Rail’s West of Scotland Signalling Centre (Attendance (dinner): Members and Guests 193, (WSSC). As the section had recently hosted a visit to Companies 14) the WSSC as part of the two day seminar in Following hotly in the heels of the annual dinner, November, the evening was opened up to members the Scottish Section hosted the IRSE Technical of the Retired Railway Officers Association (RROA). Seminar on Friday the 20th and Saturday the 21st of The evening was started in the Maintenance November. The seminar was titled “Scotland’s Delivery Unit with a presentation by Alan Taylor Railways” and focused on the new projects (Network Rail) on why the new signalling centre was commissioned, or in the process of being required, the construction work, and the areas now commissioned, on the Scottish Network. The Friday under control from the operating floor. The group started off at the Thales facility in Govan where the then split into three teams for tours of the operating IRSE President Frans Heijnen gave an introduction floor by Luke Betteridge (Network Rail), the and welcome to the group. A background to equipment room by Peter Allan (Invensys Rail) and signalling in Scotland was given by Alan King the signalling simulator by Alan Taylor (Network (Network Rail), before going to Dougie Kirk Rail). (Transport Scotland) who gave his experience on (Attendance: Members 14, Guests 20) recently commissioned Stirling – Alloa – Kincardine Our session ended in April with the joint AGM and rail line. Graham Kelly (Invensys Rail) finished off the Quiz Night. This was held locally in licensed lecture part of the day with a presentation on the premises (O’Neills in Candleriggs) with a buffet Airdrie to Bathgate rail line. The afternoon was supplied from the remaining section funds. finished off with a visit to the West of Scotland Signalling Centre, with a presentation by Alan Taylor Scottish Section Committee 2009 / 10: (Network Rail). Saturday’s events started off with a Chairman: Lynsey Hunter tour of the SPT depot and presentation by Paul Vice Chairman: Craig Hourston Smith (SPT) of the ‘Airwave’ emergency services telecommunication system currently being Secretary: Stephen Wright commissioned on the underground. The delegates Treasurer: Brian McKendrick then travelled to the Network Rail Training Centre at Peter Rowell Larbert before being given a tour of the facility and Simon Lowe a presentation on the GSM-R radio network by Paul Smith Network Rail and Cisco Systems. The two day Ricky Scarff seminar was open to all IRSE members and Chris Waters attracted 33 members from both the UK and Robert Gunn overseas. The seminar was only able to be Barry Young undertaken with the generous sponsorship from Parsons Brinckerhoff, Halcrow, Invensys, Scott Chairman’s Report – Session 2009/2010 Wilson and Thales. I would personally like to thank Craig Hourston and myself have shared the duties all the members and presenters who helped over of the role of Chairman of the Scottish Section the two days in making the seminar such a great Committee over this past session. I undertook the success. role until Christmas, thereafter Craig took over the (Attendance: Members 33) mantle. It has been a pleasure to lead such a In January the section was due to host a lecture on dedicated committee, some of whom have served ‘A tale of two branch lines, home and away’, by faithfully year after year. We have also been David Nye (Scott Wilson). Unfortunately, due to the fortunate to have a number of new members joining extreme weather conditions across the UK at that the committee. They have brought new ideas and time, the committee took the decision to cancel this enthusiasm to the committee and we hope that this lecture. will continue into the forthcoming session. We are The February lecture is traditionally the always delighted to accommodate anyone Telecomms Lecture and this year was no different. interested in becoming involved in the Scottish Alan Blackwood (Babcock Rail) and Dr Paul Clark Section, so if you would like to help, just ask one of (Comms Design Ltd) gave a joint presentation on the committee members. ‘Application of Modern Digital Techniques for RETB The committee has again worked tirelessly to put Radio Equipment’. Mr Blackwood started off this together an interesting programme of technical SCOTTISH SECTION 181 meetings. This year 5 technical meetings have been believe we did an excellent job, however we would held, the details of which have been summarised in have liked to have seen some more support from the Secretary’s report. We would like to thank our our Scottish members. I know that the visits may speakers for giving us of their time and expertise in have been to sites that you have all seen before, but order to provide us with a stimulating programme. these events are designed to promote cross industry Following previous successful events, another communication and the social aspect is key. I would joint meeting was held in October. This meeting, in encourage you all to attend these seminars if you the IET Teachers Building was held jointly with the can in the future. Institute of Mechanical Engineers (IMechE), As stated in the Secretary’s report unfortunately Permanent Way Institute (PWI) and Institution of we had to cancel the January lecture due to Railway Operators (IRO). The subject chosen was uncertainty in the travel arrangements of our the much anticipated EGIP (Edinburgh to Glasgow speaker caused by the severe weather we had at Improvement Programme) and speakers from the that time. Hopefully this winter was not a taste of three main client bodies gave a cross-discipline things to come, if so we shall need to plan to invite overview. The meeting was very well attended, with local speakers during the winter months! standing room only! We look forward to further February has become the month of the telecom joint meetings in the future and continuing to lecture on our calendar and this year’s presentation strengthen our relationships with other institutions. was notable for its ambitious choice of including a With this collaboration in mind, I met with the live demonstration of the new RETB digital chairmen of the other institutions at the IMechE technology. It is always a risky thing to attempt to annual dinner. They are all keen that we work include demonstrations of equipment and together and attempt to open up our events to technology in a lecture but in this case everything members of the various institutions. Our aims will worked perfectly with a live radio call put in be to share programme information early so as to between the Caledonian University lecture theatre avoid duplication, and also to publicise each others’ and the signaller at Banavie. This capped off an events. Hopefully this may increase our attendance, excellent technical lecture nicely demonstrating the and also encourage our members to visit other theory in practice. institution events that may interest them. The final event, other than the AGM, arranged The Annual Dinner remains as successful as ever. during this year’s events calendar was [another] Despite the gloomy financial climate of the past technical visit to the, now not so new, West of year, attendance was high, with the majority of companies being represented. Thales was the Scotland Signalling Centre. It was good to be able major sponsor this year, with other companies to open this visit up to our friends and ex colleagues supporting through their attendance. The in the Retired Railway Operators Association and popularity of the largest rail dinner in Scotland this helped to keep the numbers up to make the continues to attract members and guests from all event worthwhile. over the British Isles and beyond! This year it was a We have very much appreciated the support from pleasure to have Martin Govas, the IRSE Treasurer, the committee members who managed to find the as a guest. We were also privileged to have Stewart time to attend meetings and undertake all the Stevenson, the Scottish Minister for Transport as our varied tasks that need to be done. The running of after dinner speaker. Since the Dinner has now the section does take a lot of time and effort and is effectively evolved into being the main ‘Railway entirely reliant on this voluntary support. Special Industry’ specific annual function in Scotland it has mention must be given to those involved with the been suggested that it may now be an appropriate technical visit and the additional workload that it time to recognise this and rebrand the event as the brought. Many thanks to everyone who has been Scottish Railway Forum Annual Dinner. By doing this involved, however small or large a part you played. it would be possible to share the organisation of the A special mention must also go to Stephen Wright event with the other organisations. This is in his role as Secretary. Steve really holds the something that may be looked at over the committee together and does the large majority of forthcoming year for consideration by our members. the work. We really appreciate his commitment and The Scottish Section was in a privileged position hope that he wants to continue with his this year as it was asked to host the annual IRSE involvement! technical visit. This event took a significant effort to As always the Section relies on the support of the organise, but the committee stepped up to the membership; we would like to record our thanks to challenge. Focussing on ‘Scotland’s Railways’ the all. I would like to ask you to encourage your visit included lectures on SAK (Stirling Alloa Kincardine) and A2B (Airdrie to Bathgate). Site visits colleagues to attend our meetings, so we can included the Glasgow Underground, West of continue to build on the success already achieved. Scotland Signal Centre and Larbert Training School. Lynsey Hunter and Craig Hourston Organising this event was a very significant step for Chairmen, IRSE Scottish Section 2009/2010 the committee. From the feedback received we 22nd April 2010 182 Singaporean Section The IRSE Singaporean Section has had another SECTION WEB SITE quiet year in comparison to previous years, mainly The local section web site gives details of all the due to the increased effort required by the ongoing sections activities and forthcoming presentations. It projects in Singapore. However, the local section also includes articles of interest and useful links. continued to provide good opportunities for The IRSE (Singaporean Section) web-site address is networking, even though there were no Technical www.irse.org.sg, please pay us a visit. Presentations this year. As contracts finish and new ones begin there are COMMITTEE inevitable staff movements in and out of Singapore, Chairman Mark Appleyard happily the section has managed to attract new Vice-Chairman Russell Shield members locally to maintain membership levels. Secretary Lim Meng Chai We were happy to welcome the IRSE President Treasurer Ian Tomlins Frans Heijnen for a short visit. During his stay he managed to take in some of the local installations, Committee Members Toh Kim Toon Lim Chiau Khoon including the Circle Line Depot. Lor Kok Yew We are always happy to hear from any IRSE Martin White members, who are visiting or passing through Singapore, particularly those who would be Ian Tomlins interested in presenting a paper. Secretary IRSE Singaporean Section

Southern African Section

MEMBERSHIP IRSE being too small. Their criterion is a membership of 100. The membership numbers now Thanks in the main to the efforts of Mr Ken Boss, being fractionally in excess of the ECSA criteria a substantial batch of new membership applications opens the door for the Southern African Section of were received and processed in the early part of the IRSE to resubmit an application. 2009. Further applications were received and processed in much smaller numbers throughout the OFFICE BEARERS FOR THE 2009 balance of 2009. As a result of this, the active SESSION membership of the Southern African Section grew from 55 to 103 by the end of the 2009/10 session. In accordance with the Constitution of The This achievement was heartily applauded by the Institution of Railway Signal Engineers and the Bye- serving chairman and committee. Laws of the Southern African Section, the term of office for four General Committee members expired In the context of the significant change in the at the end of the 2008 session. membership numbers, a comprehensive review and reconciliation of the membership records was done. The General Committee members affected were:- As per the amended records on hand, the Mr R C Gould membership at the end of the session was made up Mr B J van der Merwe as follows: Mrs A Govender Honorary Fellows 3 Mr J C Van de Pol Fellows 5 Having relocated to Durban and having got Members 42 married during 2008, compounded by work Associate Members 38 pressures and the logistic challenges of participating in the regular Johannesburg based Associates 13 meetings and events, Mrs A Govender declined Companions 2 nomination for re-election. The membership per country within the Southern Only four nominations were received for which African Section was: the nominees had formally indicated their South Africa 101 willingness to stand for election/ re-election. These nominees were:- Botswana 1 Mr R C Gould Zimbabwe 1 Mr B J van der Merwe The application to the Engineering Council of Mr J C Van de Pol South Africa (ECSA) for recognition as a Voluntary Association, as referred to in the proceedings for Mr B M Ostendorf the 2007/08, was declined on the basis of the At the 2008 Annual General Meeting that was membership of the Southern African Section of the held on 04 November 2008, all four of these SOUTHERN AFRICAN SECTION 183 nominees were elected unopposed to the General • Pitso Thoahlane for his paper presented on Committee for the 2009 session. The Annual 17 July 2008, titled “Gautrain Safety and General Meeting was the last formal event of the Security”. 2008 session. TECHNICAL MEETINGS The first General Committee meeting for the 2009 session took place on 17 December 2008, at which Seven technical meetings were scheduled for the the following office bearers were elected:- 2009 session. These events, as in the past, contributed significantly to the promotion and Chairman Ryan Gould dissemination of knowledge and experience in Vice Chairman Ben van der Merwe railway signalling, train control, telecommunications Treasurer Johan van de Pol and related fields. Hon. Secretary (including All the technical meetings were held at the CPD administration Philip Meyer Gautrain Offices in Linbro Office Park, Frankenwald. On behalf of the IRSE, I convey my appreciation and Arrangements (Stage Manager) Derrick Marais thanks to Gautrain for affording us the use of these Papers, IT and Accreditation Berend Ostendorf facilities. Members and IRSE News/ FIRST TECHNICAL MEETING: Articles (local and overseas) Harry Ostrofsky The programme of technical meetings for the Technical Visits Vic Bowles 2009 session started on Thursday, 19 February 2009, The second General Committee meeting took with a discussion paper. The discussion was lead by place on 22 January 2009. All the other General the Chairman and the topic was “Addressing and Committee meetings taking place on the same day Changing the Signalling Industry Realities”. The and ahead of the Technical Meetings as detailed topic followed from observations made by the below. No formal General Committee meeting took Chairman in the Chairman’s Report for 2008 that, in place ahead of the Annual General Meeting and 7th his opinion, were cause for concern to the industry. Technical Meeting that was held on 22 October Ten issues were originally tabled in the Chairman’s 2009. Report, of which the following six key issues were discussed in the technical discussion meeting: ANNUAL DINNER • The rate of development of new competency The annual dinner took place on Friday 24 July is meagre 2009 at the Eagle Canyon Country Club, being the • Investment is now available, but lack of clubhouse of the Eagle Canyon Golf Estate that is resources is constraining firstly good decision located in Honeydew, Johannesburg. The attendance making and secondly implementing was once again good with 64 persons present. corrective initiatives Unlike the norm that had been established at • It appears that the main players of the past previous dinners, there was no honoured guest and are becoming less significant speaker for the evening. The local IRSE General • The train control system world is becoming Committee sought to offer something different to more fragmented– more referees than the traditional honoured guest and speaker as the players? main event on the programme and finally settled on • No entity is visibly taking the leading role in the option of running selected video footage from addressing shortcomings and problems historic signalling videos. The IRSE Head Office and more specifically Colin Porter assisted us by • The propensity for a train control system providing material from the IRSE suite of videos. related problem leading to a catastrophic This proved to be highly entertaining, somewhat of incident appears to be growing each day a blast from the past and was well received as an A lively and very relevant discussion followed. A alternative approach. summary was made of the key points raised during The other significant event of the evening was the the discussion and the proposed actions tabled. The presentation of the 2008 session paper awards. Due Southern African Section of the IRSE still needs to earnestly address and attempt to positively to there being no paper presented during the 2008 influence, in the interest of the local signalling session that adequately met the Southern African industry, a number of these negative trends. Section criteria for a publishable paper, there was no best paper award given for the 2008 session. SECOND TECHNICAL MEETING: However, three other paper awards for the 2008 The second technical meeting took place on session, which were sponsored by Siemens, were Thursday, 19 March 2009. Mr Berend Ostendorf of made as follows: Hatch delivered a paper addressing the subject of "Yard Control Systems". The paper informed that • Manie Bernard of Inteletrack for his paper safety concerns regarding yard operations had presented on 17-April 2008, titled “Satellite prompted TFR to explore technology to mitigate Track Warrant System as Installed in Zambia”. human error. The resulting yard control pilot systems • Rudi Barnard of Ansys for his paper presented had proven reasonably successful in addressing the on 22-May 2008, titled “Vehicle Identification symptoms. The systems developed also addressed System”. new yard problems relating to new points designs 184 SOUTHERN AFRICAN SECTION and relaxed physical standards for shunting “Gautrain Automatic Fare Collection System”. Mr personnel. The paper reviewed the development of Thoahlane postulated that part of the success of a the pilot systems and possible further application of revenue transportation service is dependent on the the yard control systems. effectiveness of the fare collection, accessibility of THIRD TECHNICAL MEETING: the travel media and the passenger throughput into the system. The latter is more pronounced in the The third technical meeting was held on Thursday, mass transit system such as a train service. 16 April 2009. Dr. Bennie Steyn of Transnet Freight Automatic Fare Collection (AFC) comprises various Rail presented on the "Development & Integration elements, for which the combined tasks are to of Wayside and Onboard Electronic Systems". The collect revenue from passengers and allow access to presentation informed that in order to respond to the various Gautrain services on rendition of valid the technology needs of Transnet Freight Rail, a fare media, as well as to prepare management number of projects and/or initiatives were generated by many departments within Transnet reports on all these and other related activities. The Freight Rail. These projects are all legitimate in their presenter then proceeded to explain the elements own right and address serious and real needs in the that make up the AFC system namely, ticket vending railway of today. These projects are all focussed on machines (TVM), ticket office machines (TOM), supporting the turn-around of Transnet Freight Rail access control gates, parking gates, bus and and are aligned with its strategic objectives. portable ticket validating devices and associated IT However, overlapping of functions and duplication components and networks. Overarching the of sub-systems and hardware creates interfacing, technical elements that facilitates fare collection and installation, integration and maintenance problems. access control to the Gautrain Rapid Rail Link system In order to cope with these issues, a sound are the enabling business rules that: interfacing and integration strategy is required. • Govern the operational aspects of the Accordingly, this presentation focused on the revenue collection of the service; integration and maintenance strategies developed • Fulfil the requirements of the Concessionaire as well as many of the solutions being implemented. Agreement; and FOURTH TECHNICAL MEETING: • Fulfil the Government requirements of On Thursday 18 June 2009, at the fourth technical promoting interoperability of various meeting of the year, Mr Ernst Swanepoel of PRASA passenger services through the use of presented on the topic of “The Project and common fare media. Programme Management Challenge to Resuscitate The presenter then proceeded to describe how the Rail Networks”. The presentation postulated the system, as designed and being implemented for that, within the context of a recently transformed Gautrain, fulfils the above criteria, needs and client, the cornerstone of the future Rail Networks is objectives. the way in which physical asset management is perceived and managed towards sustainable SIXTH TECHNICAL MEETING: utilisation. The future transport customer is no The Southern African Section of the IRSE had the longer a single mode user; therefore the future privilege of hosting the IRSE President, Mr Frans investment in the transport sector is no longer a Heijnen, and his wife Alphonsine, at the sixth fragmented market. The paper then briefly technical meeting held on Tuesday 8 September discussed four focus areas, i.e.: 2009. The President delivered to the meeting a • The macro challenge of , from a shortened version of his Presidential address as well safety-critical systems perspective only, to as an update of the latest developments in Europe fully commercialised multi-modal transport; of ERTMS. There was significant interest shown in this meeting and the President was faced with an • Four different ways in which the business array of questions, many of a technical nature. The model of a Railway Station should be President demonstrated to the local Section his interpreted; outstanding knowledge, understanding and • The impact of the National Rail Plan, priority experience in the field of railway signalling and train corridors and business development on the control systems by the manner in which he was so basic rail networks; and ably and competently responded to the questions. • Strategic (physical) asset management: Full SEVENTH TECHNICAL MEETING – COMBINED life cycle asset management to maintenance WITH THE AGM: excellence. Mr Jon Shaw, Head of Signalling Engineering – The presentation concluded with a few practical Asia Pacific (Ansaldo STS), presented to the seventh case studies regarding programme and project technical meeting and AGM that was held on 22 management risks in the rail engineering sector; the October 2009. The presentation was titled challenge of railway signal engineers towards “Applying Railway Systems Engineering to Signal resuscitation of the rail network and practical Engineering”. The presentation postulated that a programme hints. railway project never requires “just signalling” as the FIFTH TECHNICAL MEETING: impact of any change in signalling principles or On Thursday, 23 July 2009, Mr. Pitso Thoahlane of applications on individual sub-systems (e.g., the Lebone Engineering Services presented to the fifth electronic interlocking), as well as wider railway technical meeting. The title of the presentation was interfaces (e.g., power, train movements, safety, SOUTHERN AFRICAN SECTION 185 etc.) need to be factored in. The presentation described the application of a “railway systems engineering approach” to signalling. The presentation then followed with a description of a project that benchmarked an Australian signalling company’s performance in applying the approach versus that of similar companies in Europe, in order to develop a best practice approach to railway systems engineering for signalling. As has become practice, liberal opportunity was given for questions and discussion after each of the technical papers or presentations. All of the topics inspired questions, comment and discussion of a professional standard, for which the participating members and guests are sincerely thanked. The significant efforts of the writers and presenters of the technical papers and Replica Cullinan Diamond - 3106 Carats. presentations contributed hugely to the success achieved by the Southern African Section of the IRSE during the 2009 session. These efforts are much appreciated. PRESIDENTIAL VISIT The Southern African Section had the pleasure of hosting the current President, Frans Heijnen, and his wife, Alphonsine from the 4th to 14th of September 2009. They visited South Africa at the time of the annual technical visit that was held in September 2009 and participated fully in this event as detailed in the section below. The President and his wife were based in Johannesburg for the Presidential Visit. Having arrived in South Africa early the morning of 4 September, they accepted an invitation to dinner with Siemens on the evening of the 4th. Besides Relaxing on the Porch of Paul Kruger's Home in Pretoria. participating in the technical visit on Saturday the 5th, Frans and Alphonsine spent the following midday/afternoon. Alstom, who were at the time in Sunday with some of the committee members in the process of changing their company name to Cullinan and Pretoria. Despite the intention of this Actom, hosted the President on Tuesday the 8th at outing being that of a relaxing day in sunny South their office and factory premises. The President was Africa, the Presidential couple got a brief exposure returned early enough that afternoon to the hotel to to a segment of the South African diamond mining prepare for the IRSE Southern African Section industry and some of the historical sites and places technical meeting that Tuesday evening. Transnet of interest in Pretoria. Freight Rail hosted the President on Wednesday The IRSE General Committee arranged for the morning the 9th ahead of an earlier than usual President to visit the local signalling industry as is departure to the Kruger National Park. Frans and the normal practise. The President spent time with Alphonsine travelled to the Park with Ben van der the Rail Safety Regulator during Monday morning of Merwe, with an overnight stay in the vicinity of the 7th and with PRASA that Monday Origstad so as to be able to visit to the Echo Caves en route. Alphonsine was hosted by Charl Gould on Monday and Tuesday and by Isabel van der Merwe and Dinky Ostrofsky on the Wednesday morning. Alphonsine had expressed a wish to visit the Apartheid Museum, which she and Charl did on Tuesday, having been to Constitution Hill and the Constitutional Court the previous day. Isabel and Dinky treated Alphonsine to a visit to Monte Casino and the bird sanctuary on the premises. The President and his wife were treated to the traditional visit to the Kruger National Park from the 10th to the 13th, before returning home on the 14th Tour Guide Talk at Cullinan Diamond Mine Visit. of September. 186 SOUTHERN AFRICAN SECTION

• Convening at the Gautrain Offices for the welcoming, safety induction and fitting of PPE • A presentation on the status of the Gautrain Project and a review of the programme for the day • A site visit to the Sandton Station area and the tunnel • A site visit to Marlboro to view the start of the Ortia (Oliver R Tambo International Airport) Line, followed by a visit to the Rhodesfield and the Ortia Stations • A visit to the Gautrain depot which included viewing the workshops, the Operations Learning Experience at Elephant Hall Museum in Letaba Control Centre, the SCADA system and the Camp. signalling system. • Dynamic testing of the Automatic Train Protection • A closing ceremony at the Gautrain Offices that was followed by a traditional South African braai and refreshments The IRSE General Committee conveys its sincere appreciation to Ben van der Merwe and Harry Ostrofsky who orchestrated the arrangements, as well as to all of the Gautrain personnel that were involved in the technical visit who, with the visit being on a Saturday, gave of their personal time to host and guide us through the events. This was truly much appreciated. The sincere appreciation also extends to the staff of Ansys who provided the “snack packs” for the day and to Ben van der Merwe, Isabel van der Merwe and Richie Simpson for their part in arranging for and preparing the Iconic and Majestic Baobab Tree in Mopani Camp. braai. The General Committee extends its thanks to

The President Carrying Out Co-driver Duties. IRSE Technical Visit to Gautrain - 2009.

TECHNICAL VISIT The 2009 annual technical visit took place in Johannesburg on the 5th of September 2009. The Southern African Section of the IRSE was afforded the privilege of the Gautrain Project hosting of the order of 40 IRSE members, in some cases accompanied by their spouse or a family member, to view the Gautrain Project. We were further privileged to be able to include the IRSE President and his wife as part of this group. The technical visit comprised a full day’s activity within the domain of the Gautrain Project. The programme was as follows: Tunnelling for First SA Underground Suburban Rail. SOUTHERN AFRICAN SECTION 187

FINANCIAL SUPPORT Various organisations assisted the Institution with different amounts of financial support during the 2009 session. Without this funding, the Institution would not have been able to do and achieve what it did. FOCUS FOR THE 2010 SESSION The sustainability of signalling and the signalling industry in Southern Africa remains under stress due to the issues discussed in the first technical meeting of 2009, as captured in the Technical Meetings section above. The discussion at and record of the Train and Security Control Centre of Gautrain. technical meeting held in February 2009 suggests that little has been achieved during the past year to reverse the trends observed. This indicates that the local section of the IRSE still needs to contribute meaningfully to addressing and reversing these trends and that this remains the greatest challenge for local signalling industry for 2010 and beyond. The current membership levels of the Southern African Section of the IRSE offer the ideal opportunity to achieve recognition by ECSA as a Voluntary Association. The preparation and submission of a revised application must become a top priority and get immediate attention. In the same context, it is vital to get the administrative process for registration of CPD events and the Gautrain - The Train. formal reporting to members their eligibility for CPD points functioning properly. Gautrain, Ansys and Arcus Gibb for the financial The Railway Safety Regulator (RSR) that was support provided. formally established in South Africa in 2004 is becoming more prominent and is beginning to play COMMITTEE AND IRSE MEMBERS a significant role in the local signalling industry. The The successes achieved during the 2009 session Regulator is, inter alia, in the process of producing a were yet again attributable to specifically the suite of regulations and standards. The local IRSE commitment of and contributions made by each of has a potential role to play in contributing to the the committee members. The individual efforts of preparation and review of these regulations and the committee members are acknowledged and standards and accordingly it is intended that the they can be proud of their work. local IRSE formally approached the RAR offering its In a broader context, the participation of the assistance in this regard. It is also intended that the institution’s members, interested potential members local IRSE pursue its potential with the RSR role in and their families is acknowledged. This the establishment of a signalling licensing scheme in participation constitutes the foundation on which South Africa. the Institution exists and without this participation, Philip Meyer the IRSE would not be able to achieve what it does. General Secretary 188 Western Section

The fifty-fourth session of the Western Section The drive for modular signalling is very much to consisted of six papers. All were well attended by meet the CP4 challenge of renewal, operating costs colleagues from across the Western area and and capacity increases that are expected to arise beyond, with Network Rail, the consultant from ERTMS but the main thrust comes from companies and suppliers well represented. meeting the need to reduce CP4 OPEX costs. The backbone for control of modular signalling will be The technical papers covered a wide range of FTN. This will provide for more flexible control of topics, and as ever we are very grateful to our the railway as it means that control could, speakers for their commitment and effort to provide theoretically, be from anywhere on the FTN us with high quality presentations. network. The Western Section committee would like to A typical modular scenario would be a mechanical thank Network Rail, Amey IS, Atkins and signalbox with a crossover and possibly a level Westinghouse Rail Systems for their continuing crossing. The site would be on a secondary route support, both in terms of allowing us to use their and be neither busy nor complex. The aim is to facilities, and in providing refreshments at the centrally control a string of similar sites with a papers. replication of the existing layout. This means not COMPOSITION OF THE COMMITTEE enhancing, altering or generally gold-plating the project. Chairman Peter Duggan Pat expanded on the concept as each site being Vice Chairman Malcolm Peters an ‘infrastructure island’ between the Distant AWSs Hon Treasurer Andy Scarisbrick with a ‘dark’ section in between each site. The dark sections would have axle counters for train Hon Secretary Malcolm Peters detection. Pat used the term ‘islets’ to describe Members Martin Beard anything that could be put into a dark section at a Simon Cooper later date such as a crossover or IBS signal etc. One Peter Martell of the issues still to be determined is the costing Chris Napper mechanism because the traditional method of using David Nye SEUs does not work. ANNUAL GENERAL MEETING AHBs will remain as separate AHB islands as is current practice. MCB and MCB-CCTV level The section’s AGM was held immediately prior to crossings will be replaced with MCB-OD (Object the second Technical Paper of the 2009/10 session. Detector) level crossings. The technicalities of The Treasurer reported that the finances of the MCB-ODs are being finalised but even so, strike-in section were in a healthy condition, with no issues still remain as treadles could be much further expenditure during the previous year. It was out than the Distant AWSs to give time for the OD stressed that this was due entirely to the continuing system to operate and allow the barriers to be support of the sponsoring companies, specifically: lowered and protecting signals cleared. This may in Amey Rail, Atkins, Hyder, Westinghouse (now turn lead to longer waiting times for pedestrians InvensysRail) and Network Rail. and vehicles. Peter Duggan was elected Chairman for the Pat explained that whilst the GRIP process would forthcoming session and Malcolm Peters was still be used, it would be reduced as far as was elected as Vice Chairman. Andy Scarisbrick possible. The reasons are two-fold. Firstly the remained Hon Treasurer and Malcolm Peters also concept of modular signalling means an end to took on the position of Hon Secretary. bespoke installations which require so much of the GRIP process. Secondly the timescale is very tight October Technical Meeting and so GRIP needs to be pared down to the Topic: Modular Signalling minimum that will allow the objectives to be met whilst ensuring the process is sound. Presenter: Pat McFadden, Network Rail Pat continued on the reduction theme by saying Venue: Network Rail, Swindon that the use of scheme sketches may preclude the Attendance: 38 members, 14 visitors need for full-blown signalling scheme plans and that Pat started by introducing the background to greater use would be made of computer generated Modular Signalling. Starting with objectives video for signal sighting and positioning. including flexibility and efficiency, Network Rail Interlockings would be sited at the central control initiated the concept of Modular Engineering e.g. with signals controlled by object controllers – much S&C, stations etc. The term ‘Modular Signalling’ like SSI. However, control of MCB-ODs and other was coined by Andrew Simmons and now forms part crossings are more difficult. Pat acknowledged that an integral part of the modular concept. In essence, there is still much work to done in this area. modular signalling means repeatable signalling Modular signalling currently sits with GRIP 4 which needs a repetitive railway which allows for contracts with two contractors and suppliers who standard, proven design and testing. are each developing their own system to achieve the WESTERN SECTION 189 same goal. The systems will not be compatible thus significant benefits in terms of maximum capacity there will be no opportunity to ‘plug-and-play’ each and minimum infrastructure. However, this could other’s equipment. Whilst this may be seen as a present problems for freight users with trains retrograde step by some, it is the expectation that changing lengths as load requirements alter. The competition will keep prices affordable. It also issue of split-train detection remains and there may means that each section of modular route will be not be enough advantages for the cost. controlled by one or other dedicated system. Level 0. This is classed as an unfitted line. The step-change brought by modular signalling Level STM-N. A temporary hybrid which uses will inevitably need a change to Group and AWS or TPWS instead of balises. This uses a Company Standards and the process by which they Specific Transmission Module to act as an are introduced. There is talk of a ‘Modular ‘interpreter’ to interface to ETCS. Handbook’ to define the process with nine Level LS. This indicates a Limited Supervision workstreams to determine the requirements. system which is similar to full supervision but Pat concluded with the notion that probably the infrastructure is still required. It can be either L1 or biggest change must be in the culture and approach L2. of the railway in general to the adoption and The ETCS concept is based on interoperability. subsequent installation of the new signalling UNISIG is made up of six suppliers comprising infrastructure. Because the infrastructure will Alstom, Ansaldo, Bombardier, Invensys, Siemens essentially be the same at each island on the route, and Thales each producing one or more component there is no reason why it cannot be tested in the parts. The theory is that parts of each will work factory to prove it works together prior being taken together but issues are already arising which are to site. Therefore the process changes as below: making this difficult. Andrew went through the specifications from V2.0.0. (1999) through to V3.0.0. Design Design which should be the first version that actually works. Install Test It should be noted that the Cambrian specification is based on V2.2.2. which was introduced in 2000. Test Install To pre-empt the inevitable question of why it was Commission Commission taking so long we were reminded that there are a lot of people in many countries who are involved. There are too many to note but they all have the November Technical Meeting ability to slow the process – which they do. An example of the problems being faced is that V3.0.0. Topic: ETCS: Coming to a railway near introduces a standardised Braking Model. This you? meant the braking document went from under 10 Presenter: Andrew Smith, InvensysRail pages to nearly 50 pages and has taken over 5 years Venue: InvensysRail, Chippenham to come to fruition. Attendance: 27 members, 10 visitors Andrew gave an outline of where it is working in mainland Europe. Austria, Belgium, Bulgaria, Andrew started with some ETCS revision and Germany, Holland, Spain and Switzerland have a reminded the audience that it is to help fulfil EU combined total of approximately 3,900km goals for free movement of people, goods and comprising L1, L2 or both. There are some 2,900 trade and that it is seen as a solution for lack of on-board units fitted and the HSL from Brussels to capacity on the UK network. It started in the mid- Amsterdam will be the first line to operate ETCS 90s with the functional requirements describing over a border. It was noted that Luxembourg is fully what it should do and the DfT has submitted a plan fitted on its extensive network of 275km. The push for UK fitment. This is now an EU Directive, to be in Europe is for EU funding to continue installation reviewed this year. along the strategic freight route corridors. Andrew described the current levels that are Outside of Europe there are pockets of ETCS. applied to ETCS to differentiate the modes of Saudi Arabia has two single lines using the system. operation and control: One is 2,400km of L2 and the other is 449km of L1. Level 1. Messages to trains depend on details New Zealand will have 175km of L1 by 2011 and from interlockings and can use extra balises as and China is interested but may well develop its own when required. version. Level 2. Radio messages to trains. Balise for Andrew focussed the second part of the positional confirmation only. There are no signals presentation on the challenges that still have to be and the driver uses in-cab display. The benefit of L2 overcome. Versions V2.3.0. and V3.0.0. are not is that it can be overlaid on the existing directly compatible and those trains currently fitted infrastructure but can also allow some elements of may not be able to utilise the later version. There the infrastructure to be reduced. It can increase are difficulties in fitting equipment onto trains; safety and capacity but all trains must be fitted first balise readers must be near the front axle but so and there must be very good radio coverage. must other equipment and there is limited space Level 3. This removes train detection completely internally for the electronics, especially on double but is not being thought of seriously. L3 has deck trains. 190 WESTERN SECTION

There is much debate about what to do with through closure. signals if they are retained. Should they be capable For the next topic John listed all the types of of being switched out, should they have additional crossings found on the network and the subtle aspects fitted or retain their current aspects. differences between those that appear, on the face Further, most interlockings are country (or region) of it, to be the much the same. He went through the specific and so not universally compatible. benefits and problems of each and made us aware There is also no incentive for the TOC/FOCs. that AOCLs have a particularly poor safety record. It ETCS means more equipment to fail but franchises is perhaps for this reason that Network Rail is require it to be fitted and some trains e.g. steam, unlikely to be able to renew AOCLs in a like-for-like are probably too difficult to fit. Inevitably, some form and that conversion to ABCL is the minimum countries want specific add-ons which will negate renewal expected by HMRI. He then listed the compatibility and so ETCS could fragment with current legislation to which we must comply, these country or even project specific solutions. Another being the Railway Clauses Consolidation 1845, Level issue to be considered, but no one has really Crossings Act 1983, Level Crossings Regulations addressed, is that of security encryption and 1997 and the Road Safety Act 2006, and the salient encryption keys for ETCS and how they are to be points that they cover. distributed and how often. John then moved on to a few of the crossings that Andrew concluded with the following thoughts: he has been involved with. The first was a ETCS is coming – slowly particularly difficult level crossing modernisation at Brittania Bridge on the Welsh Highland Railway. Some countries are faster than others – and have While there were some technical problems to be better funding resolved, a lot of the problems arose around legal There is a Euro solution – possibly issues. For example, there was opposition and It could be anywhere near you – maybe! argument because the Level Crossing Order had been signed by an English Secretary of State and December Technical Meeting not the Welsh Secretary of State. A small section of Topic: 9 ½ years of level crossings the route has been classified as a tramway and as such the drivers require a vehicle driving licence, Presenters: John Tilly, Senalizacion Ltd and the lack of coordination between agencies has Venue: Amey IS, Bristol led to the threat of a legal battle due to the Attendance: 24 members, 9 visitors movement of a path by 10 metres. As John The basis of John’s paper was some of the issues explained, all these matters could have been dealt he dealt with during the time he spent with HMRI with by simple common sense but those involved do not seem able to recognise that fact. specialising on level crossings. He started by thanking Andrew Harvey, John Jenkins and others for An example of good cooperation and their advice and assistance over that period. Before understanding was outlined for Mellionen crossing, discussing his time with HMRI he gave a brief again on the Welsh Highland Railway. The issue here overview of what are considered to be the six most was the fear of children from the nearby campsite serious level crossing accidents in the UK, those running on the lines. This was dealt with by the being Fenny Stratford, Naworth, Hixon, Beckingham, provision of a vehicular crossing with cattle grids and Lockington and Ufton. We were informed that in the a fenced in section leading to the crossing plus a UK there are about 12 fatalities per year on crossings, separate pedestrian crossing. This has worked well the majority of which involved pedestrians and for with no incidents in the year it has been in use. some reason there is a particularly high percentage of Another simple application of common sense was elderly males. John also pointed out that the UK’s at Lincoln High Street crossing. This can see up to record of level crossing accidents is better than most 30,000 pedestrians per day on the crossing and when developed countries. It appears that the accident it was renewed as an MCB CCTV crossing the timing rate at level crossings accounts for approximately 1% for the exit barriers were delayed by 10 second. This of road traffic accidents in the developed world but allows the large number of pedestrians to clear the in UK the accident rate equates to more like 0.4% of crossing and has proven to be very effective. road traffic accidents. John described two crossings where the power of John then went through a list of historical events the law was used to initiate alterations. One was at from Level Crossing Acts, accidents, installation of Beddingham which had the worst risk rating on the barriers etc with the intention of showing how network. When the Highways Authority failed to regulation shaped events and vice versa. He take the risk seriously the power of the Level explained how the 2006 Road Traffic Act was Crossing Act was used to raise a Level Crossing delayed by some six months at Network Rail’s Order to force the issue with the Secretary of State. behest whilst amendments were made to make The culmination was the provision of a 1 ½ mile Local Authorities accountable for road signage. He bypass that was built over the railway. The other also made us aware that since 2008 he, along with was at Hixon where the Health & Safety at Work Act Andrew Harvey and others have been working with was used to force the issue of the provision of a the Law Commission to undertake a full review of bridge that only cost £300k more than the cost of a level crossings and described some of the benefits, crossing renewal and, in doing so, removed one of not just concerning safety, that can be accrued the worst crossings in the country from the network. WESTERN SECTION 191

He then talked through what he considered to be to be as close to the original design where possible, one of the worst pedestrian crossings that he had it had to incorporate modern safety systems and cause to come across which was at Mountsorrel. have the option to convert to oil firing in case future This crossing is over six lines on a twisting section of emissions issues made it impossible to run on coal. route at speeds up to 100mph. Under threat of a Around 95% of the required drawings were held Prohibition Notice Network Rail and LeFarge were at York. They were mainly non-indexed and happy to cooperate but the local council were not. required electronic cleaning. Many had to be By informing them that as they had been made modified or redrawn to make them useable. In all, aware of the nature of the problem and the risk of a some 1250 drawings have been scanned. Some of Notice they had ‘guilty knowledge’ and could be the problems found were that many drawings had liable, they had a sudden change of mind and an no tolerances, there was a lack of material emergency closure order was in place within three specifications and that one drawing could cover hours. many loco classes which led to incorrect John concluded his talk with a selection of manufacture of parts. Material descriptions were photographs showing poor signage, and why level vague and general which led to the use of two main crossing owners are at risk of prosecution due to it sources of information – 1957 LM region material and problems of poor maintenance to both book and the BR materials engineering department. equipment and road decking. The metalwork part of the project started in 2005 John interspersed his talk with video clips which in GWR works but then moved to what was a made clear some of the risks and actions undertaken derelict building in Darlington. The building was by the public. These included a horsebox being repaired and improved by Darlington Council and towed over a crossing which was hit by a steam Lottery funding for which project now pays a rent of train. At only 5mph is demonstrated the potential £100 per year. Labour comprises 90% professional for real carnage. Another showed a lorry being engineers and 10% volunteers due to the need to driven over a crossing with someone standing on work with new materials to close tolerances. the load and lifting a protective wire put in place to David described some of the managerial aspects warn against load contact with the overhead lines. which involved liaison with the Vehicle Acceptance A third video showed a youth jumping clear of a Body, HMRI (ORR), DfT for interoperability, NR and train. It should be noted that the video evidence RSSB. The RSSB was particularly important as a lot allowed the perpetrators to be prosecuted. of derogations needed due to the fact that a new loco could not comply with recent Standards. February Technical Meeting Because the project cannot run Tornado on (Joint with IET Local Section) mainlines by themselves they work with DB Topic: The Tornado Story – from dream Schenker which has a steam safety case. to steam As with any project of this type there remains a Presenter: David Elliott, A1 Steam need for money – and lots of it. It has currently cost Locomotive Trust over £3m which has come in the form of regular Venue: InvensysRail, Chippenham donations and one-off donations and through sponsorship. In one instance a bond issue raised Attendance: IRSE and IET 24 members, £0.5m to cover the cost of the boiler. However, a 30 visitors further £0.5m is required to continue funding future This was the annual joint meeting with the IET overhauls. with IET acting as sponsor. David then went on to talk about the manufacture David started the paper with a clip from YouTube of parts. This ranged from small industrial forging showing Tornado running on the Settle to Carlisle units in places like Dudley to large manufacturing line in full steam pulling a rake of carriages. He plants in Europe who made the boiler. The boiler structured the talk with a brief introduction of the alone took nearly a year to make and it is a why the project had been started with a more in- testament to the people involved that the boiler depth talk as to how it had been undertaken. fitted into the frame perfectly considering they were The A1 Pacific Class was an A H Peppercorn made 500 miles apart. Other specialist work designed steam train to run on the LNER. 26 were involved wheel manufacture and balancing to made in Doncaster and 23 were made in Darlington ensure wheel loading was within the set limits to in 1948/49. They were very reliable and well built allow 90mph running. One particular issue to be and it was usual for the boilers to need renewal undertaken was the change in design of the tender. before the bearings and other mechanical parts. This was altered to hold more water and less coal to They were eventually scrapped due to the increase allow for less frequent stops in running traffic. in the price of copper and the introduction of The electrical system had three design principles – diesels. When it was decided to build a new A1, a reliability, maintainability and safety + environment. team of trustees and advisors were appointed. There are several electrical systems available Among them was Dorothy Mather, widow of Arthur comprising a steam turbo generator, an alternator Peppercorn, who holds the post of President. mounted on the tender and shore power. The David then went on to describe how the project power supplies are dual redundant and utilise came to life starting with the engineering principles control and protection units mounted in the cab. which were that it had to run on the main line, it had These provide power for the OTMR and TPWS as 192 WESTERN SECTION well as other systems. The loco has an original AWS • Parallel test with existing equipment sunflower and the TPWS lights are incorporated • Install wiring, cables and dis boxes ready for underneath it. connection to new S&C David finished by giving a few facts and figures. • Remove old cables Tornado first steamed in Jan 08 and its first move • Slip links was in Aug 08. It was tested on the Great Central Railway which allowed running up to 60 mph and its • Cut track first test run was to Scarborough in Nov 08. It • Remove old S&C carried its first mainline passengers in Jan 09. It has • Prep track bed since been used on many public routes including use as the Royal Train plus many steam centres and • Install new S&C heritage railways. • Connect cables • Operate and check detection under power March Technical Meeting • Correspond to signalbox (Joint with PWI Local Section) • Job complete Topic: Modular S&C – A signalling In order for the above to be possible a set of challenge assumptions must be made: Presenter: John Alexander, Network Rail • S&C is fully made and tested away from site Venue: King’s Hotel, Newport • All cables are fully set out to correct length Attendance: IRSE and PWI members 14, • All connections use plug couplers – including 9 visitors hydraulic hoses This was the annual joint meeting with the PWI • Everyone buys into the plug, install and test with PWI acting as sponsor. methodology. John started his presentation by stating the track However, some issues still remain. The only challenge of renewing a turnout (and have it feasible point operating machine is the in-bearer working) in an overnight possession and went on to clamp lock coupled with ‘SO’ hydraulic backdrives. talk of the difficulties of getting the signalling back This is because the loading gauge is not sufficient to in during the same possession. He alluded to the allow HW machines and mechanical backdrives to somewhat unfair reputation put upon signalling as be carried on the tilting wagons. This is driving the being responsible for delays as we are the last out. policy that would see IBCL as the preferred point This is compounded by the need to be out of the operating mechanism but logic dictates that IBCL is track engineer’s way during the S&C renewal itself not suited to every location. but having a target of 30 minutes to complete handback. One area that has moved forwards is that of the point interface loc (PIL). It is envisaged that it will He then described the concept of modular S&C allow any point operating mechanism to connect to which, it seems, is really very simple. Preparatory any control system in true plug ‘n’ play style. It will work is undertaken in a series of possessions to prep be a standard loc with standard wiring that can be and install new cables and a control loc case. Then rolled off a production line. It will have a battery to lift out the old S&C and prep the track bed. Next assist in driving the points and work is being bring in the new S&C on a tilting wagon that fits undertaken to see if the battery could power the within our loading gauge. Finally lift the S&C off the whole loc in situations where power is cut off. This wagon with a big crane which keeps the pre-made might provide a MOM the ability to operate the set straight and level. points several times to keep traffic moving until Whilst the theory is easy, the challenges are not. power is restored. John went through some of the challenges including An additional unit within the loc is the issues of using new point operating mechanisms indication/control unit. Two teams of graduates with differing supplementary detection, how the were tasked with designing a unit to assist in the train detection can be reinstated in such a limited speedy installation and future maintenance of the timescale, how to ensure the railway is safe to new S&C. One team chose a reasonably basic operate following renewal and the need for high design with indication lamps for operation and reliability in supplementary drives. detection (up to six sets of detection that can be In order to meet these issues some requirements strapped out depending on switch type). The other were drawn up. These were to be able to interface team chose a simple computer based system with any point operating mechanism to any control an LCD message output. A benefit of the latter system, to minimise alterations to power supplies system is that it retains the last fault which should and to reduce testing on site due to extensive aid fault rectification. Indeed, the potential of the testing and setting up at the manufacturer’s facility. unit is such that Ops have requested that something In essence, what was needed was plug ‘n’ play similar be made available for use by MOMs. functionality. John proceeded to discuss further issues that need John talked through the steps of how such a to be resolved. These included whether an axle renewal could be undertaken: counter or temporary TI21 in a suitcase could be • Deliver control loc used to allow train detection to be maintained in the WESTERN SECTION 193 short term to allow completion of the renewal within different levels of detail as: the short duration possession with subsequent STM – 16. So called because it is capable of reconnection to the original track circuit in a follow- speeds 16 times faster than that of STM – 1. It is set up possession. Another issue is that of connecting up over the largest of the rings and utilises 24-fibre the S&C into the plain line. It is probably not cables. The rings cover most of the network but a possible to weld in time and so a policy decision few places, such as Penzance, require BT closure must be formed as to when it will be welded. links where the ring cannot close itself. There is The first use of the modular process was at Oxford however much debate over this as to some it North in mid-Feb 2010. The control loc did not presents an opportunity for a break to occur. This include an indication box as this may have been layer is used for national applications such as TRUST considered one step too many for early installations. and for IECCs. It has a very high bandwidth and is Lessons learnt will undoubtedly improve the process capable of auto-rerouting. However, it is only and then it might be time to introduce it. accessible at a few locations. John finished his presentation by summarising the STM – 1. Operates at 150Gb. Configured in process as follows: smaller rings, it has core nodes at signalboxes and • Ensure site is suitable for modular renewal access nodes approximately every 8km. This ring • Use templated design to plan the work links into the fibre cables. It has high bandwidth, auto-rerouting and can be used for remote alarms. It • Install the PIL can be used for computer terminals and in the future • Install correct length cables/pipework with could be used for remote operation of interlockings plug couplers or even disaster recovery of a signalbox. • Assemble equipment Primary layer. It uses MUXs for various • Undertake the renewal configurations and can utilise modems and VF • Carry out minimal testing TDMs. It can be used for SSI circuits and acts as an ISDN for speech and data. The primary layer could • Recover redundant equipment manage controls and indications and vital circuits. It April Technical Meeting (Rescheduled is resilient and allows for remote management but requires power and equipment cabinet housings. from January) Copper. This is the bottom layer. Copper cables Topic: Update on FTN are only installed where existing cables are life Presenter: Trevor Foulkes, Network Rail expired. It has advantages in testing and power Venue: Network Rail, Swindon applications and will carry data up to 2Mb. However it is susceptible to damage, is expensive Attendance: Members 37, 13 visitors and needs immunisation in electrified areas. It is Trevor started his presentation by giving an used for control and indication circuits and could, overview of what the Fixed Telecoms Network (FTN) theoretically be used for LED signals. was. He felt that it is best described as being what we would buy from companies such as Global Crossing or Trevor played a big role in developing a new type BT, namely a telecoms system infrastructure. of termination block that allows for fast connection and where the centre of the block between He then continued by identifying some of the terminations is removable to provide a direct access things that FTN will carry. These include GSM-R, point for testing. electrification controls, signalling bearer circuits, operational and business telephony and radio Realising the extensive need for new troughing to systems. It can also be used for TDMs and forms the put the FTN cables in, a super-armoured cable was basis of the Network Rail Information Management invented. It was trialled at Northampton where it Wide Area Network or NRIM WAN. was subjected to attack by chainsaw and burning by remnants of a rail weld. It was only finally damaged Trevor showed how the network is built up using to the point it was unserviceable by being crushed pictures to indicate the core network of Telecoms by the buckets of a digger. centres and how it radiates outwards in rings with different layers of the network consisting of different Having proved it could withstand being left ring sizes. trackside it is now run on the surface and pegged into place. The use of super-armoured cable has The current S&T approach with cables is to fill saved the project approximately £200m. Fibre is troughing with all manner of cables with differing functions. This is particularly true of large renewal EMC immune and cheaper to install but is does schemes where new routes may not be provided. require skilled jointers to work on it. The scope of the FTN project is such that it provides Trevor went into detail of how the system can be opportunities for signalling projects to get into the configured and then how much the network has system provided the two can be effectively aligned. increased over a short space of time. It is now being This is happening throughout the country but used for routing diversity. There has currently been greater use of FTN would lead to cost savings. synergy with about 20 resignalling schemes with FTN is essentially made up of a series of layers more scheduled. with copper at the bottom and the core layer, STM- The cabling rollout is nearing completion and the 16 at the top. Trevor described the layers in project team will then focus its attention on GSM-R. 194 York Section

The York section membership stands at 365 out of outlined the problems with installing a typical S&C 4634 which represents 7.9% of the total IRSE unit; they are too long and too wide so are out of membership compared with 8.7% last year. In this gauge for rail delivery. To overcome this; a splice is year the York Section membership has shown a made along the length of the unit and it now can be steady increase, however the main body of the IRSE delivered in two pieces and re-assembled on site. has increased at a higher rate, mainly, looking at the This can be done in a 27 hour possession time. For IRSE News, in overseas members. full modular applications the aim is to install in 8 The 2009/10 Committee consists of: - hours, with the signalling element reduced to 30 minutes! Within this 30 minute slot the testing Chairman J. Maw consists of wire count, strap and function test, Vice-Chairman D. Gillanders gauging, full function test and final correspondence Treasurer A.P. Smith and commissioning. 27 members and 5 guests Visits Secretary K. Yews attended this meeting. Recruitment Secretary R.H. Price 13 members and 5 visitors attended the first Technical Meeting of 2010, which was a paper by Membership Secretary A.P. Smith Andrew Plumb on “Automatic Control on High Secretary J. Maw Capacity Mass Transit Railways – Victoria Line”. An Committee I. T. Moore overview of the DTG-R (Distance to Go – Radio) A. S. Kornas system architecture as applied to the Victoria Line R.A. Pinkstone was explained. The control centre, which maintains K. Yews the timetable and provides ARS and ATR, sends route information to a local site computer in each signalling The first meeting of this year’s session was by equipment room (SER) which communicates with the Chris Hall of the RAIB who presented a paper on interlocking (WESTRACE). The Victoria Line uses two “Accident Investigation”. From 17 October 2005, control techniques to ensure high performance; the Railway Accident Investigation Board (RAIB) stepped braking profile vs calculated braking profile became the independent railway accident and constant speed profile limiting. This meeting was investigation organisation for the UK and its sole sponsored by Invensys Rail. purpose is to improve the safety of railways and prevent further occurrences. It was made clear that In February, Steve Oldridge of Thales (meeting it does not apportion blame or liability, nor enforce sponsor), gave a paper on “Manchester Metrolink laws or carry out prosecutions. Chris detailed the Phase 3A – An Infrastructure Project”. Steve began investigations that were carried out following a by explaining the key figures of the project which derailment of a freight train at Maltby and the included; a route length of 32 Km (compared with recommendations that ensued. The biggest area of 37 for Phase 1), 27 stops (stations), tram risk is the road/rail interface at level crossings. An maintenance and stabling depot at Trafford, and 2 accident at Wraysholme was investigated and core Network nodes plus 41 at stops and recommendations made which resulted in Network substations. The Thales portion of the project Rail carrying out various modifications at the included system engineering processes across the crossing to improve safety. The RAIB has whole project, generic designs for E&M disciplines investigated 144 accidents or incidents and providing assurance for requirements compliance, published 126 reports, which has resulted in 753 ducting, bases for cabinets, equipment rooms, and recommendations. 30 members and 1 guest OLE poles and substations. This meeting was attended this meeting. attended by 31 members and 5 guests. The October meeting which was sponsored by The final meeting of this year’s session, in March, Network Rail welcomed Dave Weedon who talked was by Richard Genner who gave his paper “If it about “High Capacity Mainline Signalling through begins with N….It could be ours”. In this paper the Heart of London”. The Thameslink Programme Richard dealt with the resignalling projects at is not a signalling project but its primary purpose is Nuneaton, Newport and the North London Line. to improve operational capability, to ease This meeting was attended by 26 members congestion & maximise potential. Dave explained and 3 guests. that major stations have to be reconstructed and The average attendance for the six Technical track layouts changed at Blackfriars, Farringdon, Meetings was 31, which is a very creditable figure. London Bridge stations. There is also a portfolio of As a follow up to the paper on “Accident projects of varying scope which include minor Investigation” given by Chris Hall in the last session, a platform extensions, huge civil constructions, ATO number of members of the York section visited the and resignalling works. Additional capacity is to be Derby offices of the Rail Accident Investigation Branch provided by increasing train length to 12 cars, (RAIB) during the summer. After a brief presentation increasing the train frequency through the heart of explaining why the RAIB was founded and the scope London from 8 to 24 trains per hour. This meeting of their investigations we were given a tour of their was attended by 37 members and 1 guest. facilities and presentations on a number of accidents In December Martin Marsden presented his paper they had investigated. This included an investigation “Modular S & C – The Joint Approach”. Martin of why a train had derailed at a level crossing. It was YORK SECTION 195 only after the investigators reviewed the CCTV has been a number of years since the UK railway has pictures and visited the site they determined that a suffered a major accident. The topic of High road vehicle had lifted the level crossing road surface Capacity signalling was covered in The Thameslink and when a train came by this piece of material Project by Dave Weedon whilst Mass transit by derailed the train. The RAIB also showed our Andrew Plumb, presented Automatic control as members their response vehicles, which apart from applied to the Victoria line. being fitted with tools, had access to all the main TV We have tried to make the subjects of our talks of news media channels, and aerials for all the major interest to signal and telecommunications mobile phone networks, ensuring communication engineers, and this year have also managed to could be maintained at almost any point in the attract a few from the operators as well. Each year country. It was a very interesting and informative visit the Committee tries to make the talks as wide and we were grateful the RAIB gave us their time to ranging and interesting as possible but it often show the work involved in accident investigation. difficult to persuade speakers that their subject will The finances of the York section were reviewed for be of interest and the incoming chairman always the previous year by Andrew Smith. In 2009 the York works hard to come up with subjects that will Section received no sponsorship for any of the talks hopefully prove of interest. The talks this year have which were given in 2009. The Income and been generally well attended with the possible Expenditure accounts for 2008 and 2009 both show exception of January. I think that this was more to slight losses with regard to the holding of the talks, do with the bad weather than the subject of the talk. but this is hidden amongst the dinner costs. The Again there has been a lack of interest in the Profit & Loss accounts uncover this. The issue was committee. I can only repeat what Andrew Smith said not helped by the sponsorship from Network Rail, last year that this is very definitely the one route in our which was apparently paid, but never reached our institution’s life which all members of the York section account. We have been unable to find where it went. have the opportunity to influence, and yet year after The same has happened this year and we are still year we end up with the same group running the investigating what has happened. However, this section because no one shows any interest in does not cover up the fact that in 2008 we had a replacing us! This year Rod Price has decided to step near £1500 profit on our activities, but getting on for down after more than 16 years on the Committee, at £1700 loss last year. Whilst we still have money in the least 11 of those as the organiser of the dinner dance, bank, we clearly cannot let this happen for very long. no mean feat in itself. The Committee would like to We suspect that it is evidence of the downturn in the rail industry, further evidence of which will appear in pass on our thanks to Rod for his years on the next year’s accounts in a significant loss we have Committee and for his support and guidance. incurred from this year’s Annual Dinner as a result of However as I have already said no-one has stepped the late withdrawal of one company. The precise size forward to replace him. It’s true that an IRSE Sectional of this loss is currently unclear but is likely to be in Committee is unlikely to change IRSE policy, but the order of several hundred pounds We will have to hopefully it can provide influence upwards. consider very carefully where to hold next year’s This year’s dinner dance was again held at the dinner as without being able to expect a minimum Royal York Hotel. Although numbers were down on number of attendees we have to pay a room hire last year it was a thoroughly enjoyable occasion. charge as well as the dinner cost, which would have On this point I would like to thank Rod Price for an impact on the price of the meal. organising the dinner. As I said previously he has Whilst it is to be hoped that we may receive more more or less single handedly organised the Section sponsorship in the next session, I do not hold out dinner dance for the last 11 years or so and it can be great hopes and fear that we are possibly a somewhat thankless task as people drop out at the approaching the time when we have to either last moment especially after agreeing a number of reconsider how we carry out our activities, or places. approach Council for sponsorship as we used to do. Likewise, I would like to thank Keith Yews for This, too, is something for the committee to continuing to organise visits. Visit venues are almost consider in the next session. as hard to find as subjects for talks as the health and However, to end on a positive note, once again I safety police become ever keener. I have not been am very grateful to Ernie Thomson for auditing the able to make any of last years visits, but hopefully accounts. now that I am fully retired (?) I will be able to enjoy This year’s selection of papers has reflected the the forthcoming visits this summer. Again work of three of our local section members. Martin suggestions for visits would always be welcome. Marsden gave a talk on The Modular approach to I would also like to pass on my thanks to the S&C renewals and it was interesting to include work Committee without whom none of the talks would carried out by our Civil Engineering colleagues as have happened. well as Signalling. On our “Metro” subject Steve Finally my best wishes to Doug Gillanders as his Oldridge talked about the extensions to the first stint as Chairman of the York Section begins for Manchester Metrolink. Richard Genner gave us our the coming session. “Project” talk about the work in Wales. Other subjects were “Accident Investigation” by Chris John Maw Chairman 2009/10 Hall, always a popular subject although thankfully it 196 Younger Members’ Section

The Younger Members of the IRSE continue to where 7 presentations covered signalling flourish, with a number of extremely successful technology old and new from the origins of events being held during the last session. The year signalling principles through to ERTMS as well as started with a Module 5 exam preparation day in metro input, concluding with enthusiastic debate. Rugby in July and a Module 2&3 exam preparation The technical visit was held at Invensys Rail’s offices weekend in Derby in August with approximately 60 at Saxby House where a talk and presentation were engineers attending each and gaining vital given on SSI, WestLock, WesTex and WestCAD; this information and practice in preparation for the was followed by the choice of either a visit to York forthcoming IRSE examinations. This was followed in IECC or a demonstration of Absolute Block at the November by a two day Seminar & Technical visit in National Railway Museum. York. Day one packed in a number of signalling lectures with day two covering a visit to Invensys to AGM explore their new technology and a trip to York Thursday 28th January 2010 saw the annual event IECC or a demonstration of Absolute Block working of the YM AGM, Seminar and Exam Review. The at the National Railway Museum. The New Year event took place at the IRSE headquarters in brought our traditional Half Day Seminar, which London and 50 delegates were present. included the AGM and exam review. May saw an The YM committee had two resignations, our earlier start to the exam preparation workshops for Chairman Lynsey Hunter and Publicity Secretary 2010 with another Module 2&3 weekend in Derby. Olga Wisniewaka. Our thanks go to them for all their hard work contributing to the success of the IRSE EXAM MODULE 5 PREPARATION Younger Members section. DAY We are pleased to announce the new committee: Throughout the years of the YM Exam Review, Chairman – Martin Fenner; General Secretary – Tom requests for practical help have constantly been Robinson; Treasurer – Andrew Witton; Publicity filtering through to the committee. The 2009-10 Secretary – Ian Ettle. season kicked off with a Module 5 preparation day held at GM Rail’s facilities in Rugby and offered a LECTURES range of sessions for young engineers to have Following the AGM, Roy Butchart of Catalis gave classroom based discussion around principles and a presentation on the past, present and future of past exam questions followed by the chance to S&T training on the UK Mainline Railway. This was make use of the equipment available at GM Rail to followed by Kenny Doggett who gave a talk on demonstrate application of principles. Our thanks Younger Member International Technical Visits. go to GM Rail and all the volunteers who made this Peter Martell of Amey Rail then presented an day possible. entertaining session entitled “Rules – For The Guidance Of Wise Men And Adherence Of Fools”. IRSE EXAM MODULES 2&3 The final presentation was given by Mathew PREPARATION DAYS Lupton of Atkins who discussed Braking and Braking Following on from the success of the Modules curves asking; Where Will It Stop? 2&3 workshops in 2008, another Module 2&3 exam workshop was held in the summer of 2009. The 2 EXAM REVIEW day session was held at Signet Solutions in Derby on The exam review directly followed the AGM, and the weekend of the 15th and 16th August 2009. was attended by many who either sat the exam the These sessions helped over 60 young engineers in year before, or were planning on sitting it next year. their preparations for these modules. An early start This session is invaluable as many of the examinees was made to the 2010 exam preparation with do not understand where they went wrong, and another 2 day session at Signet Solutions in Derby they can have a chance to ask questions of the on the weekend of 8th and 9th May 2010. As this examiners directly. The Younger Members are event was a little earlier than those that were run in grateful to all the examiners for the time they spend previous years, it was decided to focus more on a at the review. general exploration of signalling principles rather than purely focussing on particular exam questions. YOUNG RAILWAY PROFESSIONALS Many thanks to Reuben Daken & Mark Naylor of An exciting new group has been formed this year Signet Solutions and Peter Woodbridge of Invensys from the Young Members sections of the main Rail for their time and support over this weekend. institutions that form the Railway Engineer’s Forum (REF) namely the IRSE, IRO, IMechE, IET and PWI. SEMINAR AND TECHNICAL VISIT This group was launched under the banner of Young (YORK) Railway Professionals (YRP) at a formal black tie The annual YM conference in 2009 was held on dinner on the 4th February 2010 held at 1 Birdcage 12th and 13th November 2009 at the York National Walk in London with a sell out 150 delegates in Railway Museum. The conference took the format of attendance. a seminar (12 November) and technical visit (13 The YRP has been set up with three aims: to November). 110 delegates attended the seminar Promote, Inspire and Bring Together. To Promote YOUNGER MEMBERS’ SECTION 197 the best events being held by the institutions COMMITTEE represented to the YRP network, to Inspire young The sterling work that the Younger Members’ railway professionals to actively continue their achieve throughout the year could not be professional development by giving them access to maintained without the tireless enthusiasm of the senior industry figures, and to Bring Together by committee members. The committee composition organising national and international networking changes yearly, and is always open for new events for all railway staff. members/helpers. It is only with your support that More information about the YRP can be found on we can continue to deliver what the Younger www.youngrailwayprofessionals.org Members require. The website also includes a forum for discussion, The committee members for the 2009 - 2010 and allows for free subscription to the YRP session were as follows: newsletter. Chairman Lynsey Hunter, Network Rail General Secretary Martin Fenner, SESSION 2010-2011 London Underground As we move into the next session, plans are Treasure Andrew Witton, Network Rail already forming for the opportunities we want to Publicity Secretary Olga Wisniewska, provide to our members. Significant planned events Lloyds Register Rail include a Younger Members seminar and technical YM forum Champion Madiraju Ananthudu, visit to be held in London on the 12th and 13th McML Systems November 2010. Management Committee Study days will be held for IRSE Exam Module 5 in Representative John Haile, Thales August with the AGM and exam review in January. Many thanks to all of the committee members, There are currently plans to hold an International and also those non-committee members who have Technical Visit to Stockholm in February/March worked and supported the Younger Members over 2011. the past year. If you are interested in becoming If you would like to be included on our mailing list involved with the Younger Members, please contact and receive details of our upcoming events, please any member of the committee. send an email to [email protected]. Tom Robinson 198 Advertisers

Page

DeltaRail ………………………………………………………………………………………………………………………………………………………………………………… ifc

Bombardier ……………………………………………………………………………………………………………………………………………………………………………… 2

Henry Williams ……………………………………………………………………………………………………………………………………………………………………… 11

Kelly ………………………………………………………………………………………………………………………………………………………………………………………… ibc

Atkins Rail ……………………………………………………………………………………………………………………………………………………………………………… bc 199 200

The Editor would like to thank Linda Mogford, Peter Grant, Colin Porter, Frans Heijnen all the UK and Overseas Section secretaries and the staff of Fericon Press, Reading, for their assistance and co-operation in the production of the Proceedings. The Institution is also most grateful to our colleagues within the signalling industry who have kindly supported the Proceedings by placing an advertisement. .HOO\,QWHJUDWHG7UDQVSRUW6HUYLFHV/WG

,56( /LFHQVLQJ

$OHDGLQJVLJQDOOLQJLQVWDOODWLRQDQGWHVWLQJFRPSDQ\ZRUNLQJZLWKLQWKH/RQGRQ 8QGHUJURXQGDQG1HWZRUN5DLO,QIUDVWUXFWXUH

‡$QQXDO/RJ%RRN5HYLHZV ‡)XQFWLRQ7HVWHU ‡,QLWLDO/RJ%RRN6HWXS ‡3ULQFLSOH7HVWHU ‡6LWH&RQVXOWDWLRQ ‡7HVWHULQ&KDUJH ‡$VVLVWDQW,QVWDOOHU ‡$VVLVWDQW0DLQWDLQHU ‡3RLQW)LWWHU ‡0DLQWDLQHU ‡,QVWDOOHU ‡607+ ‡,QVWDOODWLRQ0DQDJHU ‡7HDP/HDGHU ‡3URMHFW(QJLQHHU ‡7HOHFRP,QVWDOOHU ‡$VVLVWDQW7HVWHU ‡7HOHFRP7HVWHU ‡9HUL¿FDWLRQ7HVWHU 

&RPSHWLWLYHUDWHV'LVFRXQWSULFHVRQYROXPHERRNLQJV )RUGHWDLOVSOHDVHFRQWDFWRUHPDLO,56(#NHOO\FRXN Signalling Specialists

As one of the country’s leading signalling design houses, Atkins has the skills and capacity to successfully deliver complex resignalling projects which will improve the UK’s railway infrastructure.

Thanks to a proven track record and a commitment to technical excellence, our expertise is currently being utilised on a number of significant programmes both in the UK and overseas, including Newport Area resignalling scheme and the implementation of ERTMS across the Danish network.

Consultancy qDesign qTesting q Installation q Commissioning [email protected] www.atkinsglobal.com/railandmetro

Plan Design Enable