Engineer

by rail engineers for rail engineers MAY 2017 - ISSUE 151

UK Digital
Strategy

A POSSIBLE WAY FORWARD RAILTEX PREVIEW BIGGER AND BETTER

Plans for a hybrid solution could make Rail Engineers 54-page preview to the The Railway Industry Association
the adoption of ERTMS Level 3 that UKs most important rail industry show Innovation Conference gets bigger every
much easier. of the year makes essential reading. year as the topic increases in importance.

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 Rail Engineer May 2017 3

Great Western Route

Contents
Modernisation
Rikkert Wienia describes how the
24 News 
Brunel, Blackpool trams, Shakespeare Beach.
6

route was surveyed using Fugro

on-train scanners. UK digital strategy  10
Paul Darlington investigates the governments Digital Strategy paper.

ERTMS Level 3 a possible way forward  16

Clive Kessell considers the advantages of a hybrid version of ERTMS Level 3.

Trouble-shooting failed electronics  20

RoadRail Cranes Chris Leek reveals how Charcroft tackles failed and obsolete components.

Reducing Access Time Train Cab Simulator Systems  26

Malcolm Dobell enjoys taking Sydacs latest products for a test drive.

Innovation conference gets bigger and better  30

David Shirres recycles an old title to reports on RIAs latest industry gathering.

Good vibrations  34
Stuart Marsh sings the praises of Track IQs RailBAM acoustic monitoring system.

40 All under control  38

Grahame Taylor investigates what happened when the alarm went off at 6pm.

Trains that fit - Improving Glasgows Subway tunnels  44

the gauging dilemma
Trains must run in tunnels and
48 Tarmac Pozament and Freyssinet worked together to renovate old tunnel linings.

past platforms, leaving the Railtex the preview  58

minimum space possible The start of a bumper 54-page preview of Railtex.

Seminars  60
All the details of the seminar programme hosted by Rail Engineer.

Also at Railtex  78
A look at the Knowledge Hub, The Platform, On-Track displays and networking.
French rail industry meets at SIFER
What to see at Railtex  82
New products, innovative technology, novel solutions and clever ideas.

Floorplan and exhibitor list  110

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

54 See more at www.railengineer.uk

Were looking to highlight the latest projects and innovations in

Stations Surveying & BIM/Asset Management

in the July issue of Rail Engineer.
Got a fantastic innovation? Working on a great project? Call Nigel on 01530 816 445 NOW!
For more information scan
here to visit Network Rails
Safety Central Website.

Editor
David Shirres
david.shirres@railengineer.uk
Production Editor
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nigel.wordsworth@railengineer.uk
Production and design
Adam OConnor
adam@rail-media.com
Matthew Stokes
matt@rail-media.com
Engineering writers
bob.wright@railengineer.uk
chris.parker@railengineer.uk
clive.kessell@railengineer.uk
collin.carr@railengineer.uk
david.bickell@railengineer.uk
graeme.bickerdike@railengineer.uk
grahame.taylor@railengineer.uk
lesley.brown@railengineer.uk
malcolm.dobell@railengineer.uk
mark.phillips@railengineer.uk
paul.darlington@railengineer.uk
peter.stanton@railengineer.uk
stuart.marsh@railengineer.uk
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The times they
are a' changing
The words of Bob Dylans classic song have never been
more true. Global management consultant McKinsey &
Company considers that technical change is happening
10 times faster and 300 times the scale, or roughly
3,000 times the impact of the industrial revolution. To
remain competitive, and increase its exports, the rail
industry must keep up. Yet, with its necessarily complex
system and commercial interfaces, rail lags behind the
aerospace and automotive sectors.
This much is apparent from our report on the Railway
Industry Associations recent innovation conference,
which highlights many useful innovations and promising
developments such as the UK Rail Research and
Innovation Network. The event made it clear that
technology is only one aspect of successful innovation,
which also requires long-term output-based contracts,
continuity of investment, keeping successful teams
together and effective industry collaboration.
RIAs innovation event offered an insight into
innovations outside the industry and how these might
affect rail usage. Whilst the future impact of self-driving
cars is still unclear, it seems that smartphone apps, such
as Mobility As A Service, make public transport more
attractive.
The digital revolution that provides such information
on tap has its own capacity challenge as internet
traffic doubles every two years. In his feature on the
governments recently published digital strategy,
Paul Darlington considers how the nations digital
infrastructure must be enhanced to provide businesses
with the required connectivity whilst protecting their data
from hackers. He also explains the importance of this
strategy for the rail industry.
The holy grail of moving block digital signalling offered
by ERTMS Level 3 is being thwarted by the problem of
proving, to the required safety integrity level, that a freight
train has not split. Clive Kessell explains this problem and
describes a solution that retains track detection.
Identifying a split freight train was not a problem when
one recently derailed at East Somerset junction and was
stopped by its automatic brake application as the brake
pipe parted. In a rare venture into the world of operations,
Grahame Taylor explains how the resultant recovery of
the train service was managed. Just like engineering work,
this requires good planning, except in this case the plan
had to be produced in a matter of hours.
Stuart Marsh brings another 60s song to mind in
his Good Vibrations article. This explains how wheel
bearing life is being extended, and any early onset of
failure identified, by trackside detectors that acquire the
acoustic signature of each passing wheel bearing. This
has undoubted safety and cost benefits, yet its uptake in
the UK has been slow. Stuart explains why, and highlights
some barriers to UK rail innovation.
The use of train-borne sensors to gather infrastructure
data is the other side of the coin. An article by Rikkert
Wienia describes how equipment mounted on
conventional trains has provided useful survey and
Rail Engineer May 2017 5
DAVID SHIRRES
gauging information over 2,000 route miles.
Gauging engineers use such data to ensure that trains
can be as big as possible on Britains restricted mainline
loading gauge and London Undergrounds even smaller
one. In his article explaining how this is done, Malcolm
Dobell describes how probabilistic mathematical
techniques are being used to develop a go-anywhere
train.
Even smaller than London Undergrounds tunnels are
those of the Glasgow Subway, which have been subject to
a 19 million repair programme that required some 2,600
tonnes of grout. Of this, 1,000 tonnes were used during
the month the Subway was closed. Presenting significant
logistical problems, as described in our article.
Back to Malcolm, who clearly enjoyed researching
his feature on the latest train simulators. This includes
the use of GCI to provide a highly variable realistic
environment. He also describes some of their not-so-
obvious benefits and explains why they are an essential
part of the current GWR driver-training programme for
the introduction of IEP and new Crossrail trains.
Railtex takes up much of this magazine, but first a word
from our European correspondent, Lesley Brown, who
was recently in Lille to visit its French equivalent, the
Salon international de lindustrie ferroviaire, which, with
over four hundred stands, is about the same size. Its
parallel conference, organised by the French Rail Industry
Federation, considered the impact of globalisation on the
rail market. Its members were urged to step out of their
comfort zone to compete and to collaborate to develop
innovations. No doubt speakers at Railtex will offer similar
views.
Will you be one of the estimated 10,000 who will
be at Railtex? With 470 exhibitors, keynote speakers,
presentations from exhibitors in Rail Engineers own
Seminar Theatre, project updates and panel discussions
in the Knowledge Hub, and opportunities to catch up with
others, there will be much to do. To make the best of your
visit, read Nigel Wordsworths description of whats on
offer.
Our writers are looking forward to Railtex. When they
are not touring the show, they will be at the Rail Media
stand, alongside those from RailStaff and Global Rail
News. Do come to say hello.
If you have a story for us, let them know, especially if it
concerns an innovation such as those we have been glad
to feature this month.
 6 Rail Engineer May 2017
Light at the end of the tunnel
Did Brunel design a tunnel to celebrate his birthday?
One of the more intriguing myths that
surround Isambard Kingdom Brunel is that
he aligned Box tunnel, on the Great Western
main line, so that the rising sun would shine
directly through from one end to the other on
his birthday every year - 9 April.
So this year, on his 211th birthday, a team
of Great Western Railway (GWR) engineers
went into the tunnel to check out the idea. The
myth had been checked out in theory in the
past, and those doing so found that it might
indeed be true. It just had to be checked on the
ground.
The astonishing result was that it was
almost true. The tunnel did in fact line up
with the rising sun, but the light didnt quite
penetrate its full two-mile length.
The alignment of the sun directly between
the tracks makes it difficult to imagine it
wasnt engineered said GWR commercial
development director Matthew Golton. Given
that the sun rises in a slightly different spot
NEWS
from the east each day, its hard to predict the
days with pinpoint accuracy.
That said, Brunel might have calculated
it right when building the tunnel his
calculations were so accurate that, when the
two ends joined up, it was only 5cm out but
he may not have taken into account leap years
and so the sun effect has moved away from
the actual day of his birthday.
Whatever the truth of it, it makes a stunning
photo.
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 8 Rail Engineer May 2017
Trams for Blackpool North
Proposal published to connect the North Pier with Blackpool North Station
After the upgrade of the Blackpool
to Fleetwood Tramway was successfully
completed, a proposal was published to connect
the North Pier with Blackpool North station.
Its not the first time the two have had a tram
connection. A connection from North Pier to
Blackpool North station and then Layton opened
in 1902 but closed in October 1936.
The new extension will trace the route of the
former line as far as Blackpool North station,
which will become a terminus for the tram. There
are no current plans to reach Layton this time.
The tender notice for the new extension was
published in March 2017 and calls for a 550 metre
extension with one intermediate station, at Talbot
Square. Plans are for the 21 million project to be
NEWS
approved by the end of 2017 with construction
starting in 2018 and services running by April
2019.
Interestingly, the new tramway will (nearly)
connect Blackpools two main railway stations.
Blackpool South is a seven-minute walk from
Waterloo Road tram stop, from where trams will
connect to Blackpool North.

Bathers back on the beach

Access restored to Shakespeare beach
Following a massive storm on swum the Channel 33 times, said: Im
Boxing Day 2015 that destroyed delighted that the beach is back because
the railway, Network Rail rebuilt the it was always the traditional starting
line and sea wall that runs along the point for swims and Channel swimmers
bottom of Shakespeare Cliff in Kent last have such an affection for it. Over the
summer, reopening the line between years we have also been able to use
Dover and Folkestone on 5 September Samphire Hoe and now the pilots can
2016 (three months early!). choose a beach depending on the tides
However, the shingle beach, which is and how they will affect the swimmer.
also owned by Network Rail, remained The feeling of completing a crossing
closed as there was no way to access it. and walking back on dry land is the most
Now, however, a new footbridge wonderful feeling in the world.
has been completed and the bridge
reopened. This is particularly interesting
to cross-channel swimmers, as
Shakespeare Beach has traditionally
been the departure point.
A varied group of long-distance
swimmers, Network Rail executives,
dog walkers and the local MP gathered
at Shakespeare Beach to mark its
reopening.
Michael Read, who is president of the
Channel Swimming Association and has
10 Rail Engineer May 2017

UK Digital
Strategy

PAUL DARLINGTON

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

By 2020, the volume of global internet traffic is Digitisation challenge

expected to be 95 times that of 2005, and connected Each business has its own specific digital needs, but
devices will outnumber the global population by nearly there are four core digital activities that most businesses
seven to one. In the UK, fixed Internet traffic is set to need to do to remain competitive:
double every two years, while mobile data traffic is set to Maintain a web presence to communicate to
increase by between 25 and 42 per cent per year. customers, stakeholders and suppliers;
The UKs digital infrastructure must be able to support Use the cloud - for example business continuity,
the increase in traffic, providing coverage with sufficient collaborative working;
capacity so that data can flow to meet the requirements Digitise back-office functions such as payroll, logistics
of modern life. Data transmission will be treated as the and asset data;
fourth utility, with industry and society benefiting from Sell online - where appropriate to the type of business.
the improved connectivity. Many businesses are still a long way off adopting these
This will increase innovation and productivity across digital processes as a core part of their operations and
the economy, bringing significant economic rewards. the UK is lagging behind competitors such as France and
Independent research suggests increased data speeds Germany.
alone could add 17 billion to UK output by 2024. In a CBI
survey, 81 per cent of companies said that they see more
reliable mobile connectivity as essential to their business.
Over 80 per cent of small medium enterprises now
have access to broadband download speeds of at least
30 megabits per second (Mbps), up from 68per cent
coverage a year ago, but more needs to be done. Business
connectivity continues to lag residential connectivity,
whilst eight per cent of small businesses, mainly in rural
locations, do not have access to broadband speeds of
10Mbps or above.
 Rail Engineer May 2017 11

Fibre roll-out
In December 2016, government issued a Call for
Evidence on full fibre roll-out and will shortly publish its
findings, but the Digital Strategy indicates that publicly
owned or funded networks, such as the Network Rail
Fixed Telecoms Network (FTN), offer the potential to
increase fibre connectivity. These will be investigated to
see how these fibre networks can be opened up to provide
vital backhaul infrastructure, which could help to increase
business and residential connectivity in hard-to-reach
areas.
A new Business Connectivity Forum, chaired by the
Department for Culture, Media and Sport, will bring
together business organisations, local authorities and
communications providers to develop specific solutions
to the issues faced by businesses in accessing fast,
affordable, reliable broadband.
The spring budget confirmed that commercial options
for improving broadband coverage on roads and rail would network, as this is vital for digital rail. Rail privatisation
be developed. In some parts of the country, in remote resulted in the break up and over-commercialisation of the
rural areas, the railway telecoms copper cables have, in BR telecoms network, and it has taken over 15 years and
the past, been used to provide public telephone service a multi-million pound investment to recreate a modern
to premises adjacent to the railway. Such connections telecoms network ready for digital rail.
were outside any formal regulatory, commercial or license Included in the spring 2017 budget was 200 million
arrangements, and were probably arranged locally and to fund a programme of local projects to test ways to
pragmatically by engineers who knew that technically and accelerate market delivery of new full-fibre broadband
logistically it was the right thing to do. networks. These will include bringing together local public
Now there is a railway fibre network with spare sector customers to create enough broadband demand in
capacity in these areas, it appears that there may be the order to reduce the financial risk of building new networks.
opportunity to regularise and expand such connections Full-fibre broadband connection vouchers for businesses
for the benefit of communities. It is hoped that this does were also confirmed, to increase the take-up of services
not result in the sale of the Network Rail Telecom (NRT) where new networks are built.

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12 Rail Engineer May 2017
In addition, funding will be provided to directly connect
public sector buildings, such as schools and hospitals,
which is intended to provide fibre closer to more homes
and businesses. Opening up existing ducts and other
public sector assets will also allow new fibre to be laid
more cheaply.
A new National 5G Innovation Network was announced
that would trial and demonstrate 5G applications. The first
phase will invest up to 16 million in a 5G facility with the
technology to run the trials. Telecommunications regulator
Ofcom has been tasked to ensure that the UK has a
regulatory environment ready for 5G.
Transport
Users of the UKs train networks expect good
connectivity on the move. Wi-Fi is being rolled out on
trains across the UK, and it is forecast that, by the end of
2018, 90 per cent of passenger journeys on Department
for Transport-franchised lines will benefit from Wi-Fi. In
new rail franchises, train operators will be required to
tackle not-spots on their routes and deliver high-speed
connectivity to ensure Wi-Fi is fast and reliable across
routes serving the majority of their passengers, who will
then be able to send emails, browse the web and social
media, and make calls using Wi-Fi calling.
Most main lines are already covered by 3G/4G LTE
provided by Mobile Network Operators (MNO). Train
operators need to provide each train with an efficient
Mobile Communications Gateway with Local Area
Network (MCG-LAN) in order to connect MNO services
to Wi-Fi access points throughout the train. RSSB RIS-
0700-CCS - Rail Industry Standard for Internet Access on
Trains for Customer and Operational Railway Purposes -
provides requirements and guidance for train operators in
order to meet their franchise commitments.
It is a pity that the Digital Strategy did not include
MNOs improving coverage on rail routes, however where
an MNO not-spot is identified, connectivity could be
improved by deploying fixed Wi-Fi points. These can
be located at stations, on electrification gantries, or on
GSM-R masts. With a station located every 14km on
average, this may be a relatively cheap way of improving
rail broadband connectivity. Such installations need
to be carefully deployed in order not to interfere with
operational infrastructure and this is something Network
Rail and train operators could possibly develop and
implement together at local level, so long as they involve
competent engineers within NRT.
The Digital Strategy also announced plans for
investment in Wi-Fi networks in public buildings including
museums, schools, hospitals, universities and offices
in city centres, so rail is therefore not alone in investing
in Wi-Fi. Ofcom recently announced more spectrum for
Wi-Fi and plans to consult further.
Mobile coverage on UK motorways is high, with 97
per cent receiving voice coverage from all MNOs. But
significant improvements are needed to ensure there is a
reliable connection across other major roads, not only so
that travellers can make a call while on the move or in an
emergency, but also as a means of enabling applications
from real-time traffic alerts to emerging technologies
such as connected and autonomous vehicles and smart
motorways.
The Emergency Services Mobile Communication
Programme is seen as an important part of this process.
Opening up this infrastructure for commercial use, as far
as possible, may extend coverage across the UK, including
improving commercial coverage on roads.
 Rail Engineer May 2017 13

At the 2016 Autumn Statement, the government

committed an additional 450 million to roll out digital
signalling technologies on key routes on the UK rail
network. The introduction of digital technologies, such
as in-cab signalling and intelligent traffic management
systems, will become increasingly important to deliver
much needed capacity and improve connectivity. For the
rail passenger, real-time management of traffic will reduce
disruptions and enable services to respond to peak times
of demand.
Public and private investment in digital signalling over
the next 10 years will aim to strengthen UK leadership
in a growing market, worth over 30 billion globally by
2020. By 2019, nearly 200 trains with digital signalling will
run on Thameslink and Crossrail. Industry leaders will be
used to advise the Secretary of State for Transport and to
introduce best practices from other industries that have Improved real-time information will help passengers
successfully delivered similar digital transformation. make better decisions about their journeys. Opening-up
data will spur innovation and help create apps, products
Smart ticketing and services. Rail industry data will be made more open
By the end of 2018, government wants every passenger and of better quality in areas including reservations,
to have the choice of travelling on trains with a smart reliability, planned disruptions, routing guides, and GPS
ticket. Digital tickets and payment through smartcards, train locations. This will enable the development of apps
mobile phones and contactless will offer customers more and services that will improve the customer experience,
convenience and flexibility in how they buy and use tickets. increase accountability and produce innovative solutions
Smart ticketing can also help to provide better passenger to problems the rail industry faces.
information, for example during disruption, and automatic
passenger compensation when trains do not run on time. Digital for society
Prior to the further roll out of smart ticketing, digital The strategy reinforces the commitment, across
technology will help to make passengers aware of their government and the public sector, to harness the potential
right to claim compensation. The rail industry will be of digital to radically improve the efficiency of public
encouraged to develop and deliver modernised ticketing services. This will enable organisations to provide a better
by the setting of challenging requirements for bidders in service to users, and at a lower cost.
future franchising competitions. A further 80 million was In education, for example, the government will address
allocated in the 2016 Autumn Statement to accelerate the barriers faced by schools in regions not connected to
the rollout of smart ticketing, including season tickets for appropriate digital infrastructure. The strategy confirms
commuters in the UKs major cities, and 150 million has investment in the Network of Teaching Excellence in
been committed for multi-modal smart ticketing to be Computer Science to help teachers and school leaders
rolled out across the North of England. build their knowledge and understanding of technology.
14 Rail Engineer May 2017

Police officers will be able to use biometric applications Digital benefits

to match fingerprint and DNA from scenes of crime and The benefits of digital are widespread. Digital
return results, including records. transformation can make every business in every sector
Data is a global commodity and businesses must more productive. A recent survey of 1,000 UK-based
continue to compete and communicate effectively around businesses found digital capabilities helped boost
the world. To maintain the UK position at the forefront revenues by 4.4 per cent and reduce costs by 4.3 per cent.
of the data revolution, government will implement the Small and medium-sized enterprises (SMEs) with a strong
General Data Protection Regulation by May 2018. This web presence grow, on average, more than twice as
will ensure a shared and higher standard of protection for quickly as those with minimal or no presence, export twice
consumers and their data. as much, and create twice as many jobs.
While UK companies have similar levels of internet
Cyber security access and web presence as those in other European
Not surprisingly, cyber security forms a part of the Digital countries, they are less likely to digitise their back-office
Strategy. Making the UK the safest place in the world to functions than their peers in other countries. Fewer than
live and work online is a priority, and a safe and secure 20 per cent of UK enterprises use software to share
cyberspace is an essential requirement for an inclusive, information across the organisation, compared to 40 per
prosperous digital economy. This will give people the cent in France and more than 55 per cent in Germany,
confidence to be part of the digital world, as well as giving while only 22 per cent of SMEs in the UK use any form of
the UK a significant competitive advantage. e-commerce, so we need to up our game.
To secure technology, data and networks from the many From marginal changes such as a restaurant adopting
threats they face, and to keep our businesses, citizens online bookings, to wholesale business transformation, the
and public services protected, government will require the ambition is for all UK companies to be able to realise the
National Cyber Security Centre to provide a single point of efficiency gains offered by adopting digital ways of working.
contact for companies requiring cyber security, particularly If successful, this could play a crucial role in closing the UKs
those that form part of the critical national infrastructure. productivity gap with the best of other countries.
A new approach of Active Cyber Defence will be
introduced, using the skills, knowledge and technical
expertise of the Government Communications
Headquarters (GCHQ) working with the countrys ISPs
(internet service providers) to provide a new level of
protection for British cyberspace. To ensure that the UK
has a pipeline of cyber skills that meets its current and
future needs, a new national after-school programme
for the most talented students, cyber as well as
apprenticeships, and adult retraining will be introduced.
It is recognised that creating a safe and secure cyberspace
for children requires some particular actions. So, to stop
childrens exposure to harmful sexualised content online,
companies will be supported to roll-out family-friendly filters
to all broadband customers and to introduce age verification
controls for access to online pornographic material provided
on a commercial basis in the UK.
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 16 Rail Engineer May 2017

ERTMS Level 3
CLIVE KESSELL

A Possible Way Forward

T
he global debate on the merits and problems associated with ERTMS continues unabated. The Level 3 concept
Good progress has been made in recent times with the signing in Autumn 2016 of the In short, ERTMS Level 3 has two main
Memorandum of Understanding concerning the co-operation for the deployment of the features over and above Level 2. It facilitates
European Rail Traffic Management System. This will ensure the regulatory and design authorities much closer headways by the opportunity of
work together and that the latest version of the specification is confirmed as the standard with no adopting moving block, meaning that trains in
deviation from this for new ERTMS projects. close succession can close up particularly at
lower speeds, and it allows for the removal of
It has taken around 20 years to reach this number of meetings and the time expended to track-based train detection equipment in the
stage, which says much for the diversity of arrive at a consensus. Nonetheless, an objective form of track circuits or axle counters, which
signalling principles and operating rules across has been achieved in that the standards for should reduce capital and maintenance costs
the EU member states and other adjacent ERTMS Level 2 are effectively set in stone. and improve reliability.
countries, and the ensuing difficulty in reaching However, it is not the end of the road as, whilst When first conceived, it was the latter of these
agreement. ERTMS Level 2 brings considerable benefit two that dominated the thinking. In those days,
There are many parties involved in this: the for interoperability and some capacity gains, it rail was seen as a declining industry and anything
European Commission, the European Union was always envisaged that Level 3 would be that could reduce the cost of operation was to
Agency for Railways (formerly the European the ultimate goal as this offers significant cost be welcomed. Nowadays, with rail patronage
Railway Agency - ERA) and the European Rail savings for infrastructure equipment. Predictions continually increasing year by year, it is getting
Sector Association are the three main ones but in the mid-1990s that the technology would additional capacity that is the driving force.
the latter comprises the CER, EIM, ERFA, ERTMS soon be available proved to be a pipe dream. So why has Level 3 made such little progress in
Users Group, GSM-R Industry Group, UIC, UNIFE So what is ERTMS Level 3 all about and why the intervening period? A recent IRSE lecture, given
and UNISIG. One can only hazard a guess at the has it proved so difficult to achieve? by Nicola Furness from Network Rail and Henri

van Houten and Martin Bartholomew from ProRail
in the Netherlands, attempted to answer these
questions and included a pragmatic solution to
overcoming the fundamental problems that exist.
Level 3 ETCS (the signalling element within
ERTMS) is based on a total radio solution. A
trains position is reported back to the RBC
(Radio Block Centre) at least every five seconds.
This information is based upon the data obtained
from a series of track-mounted eurobalises
(radio beacons) provided at intervals dependent
on the positional accuracy needed (for instance,
where a precision stop is required). The position
reference obtained is then incremented by
accurate train-borne odometry that calculates
the distance travelled from the last balise.
This constant updating of position and speed
allows following trains to run closer to the one
in front by adjustment of the MA (Movement
Authority) information displayed to the driver.
The potential gain in capacity is significant.
So what is the problem?
Why has Level 3 not yet been developed into
a standard way of working. There are a number
of issues but the two main factors are that the
train has to be proven as complete - that it has
not become uncoupled en route with part of the
train left behind - and the radio system has to be
completely reliable.
For modern passenger trains (usually multiple
units), a train data bus exists down its complete
length to facilitate brake and traction demands,
communication systems and general train
condition monitoring. Thus, if a separation
were to occur, it would be immediately obvious.
Even older passenger trains are likely to have
electrical connections down the train that fulfil
the same objective.
On freight trains however, no such train
integrity exists and, although a broken brake
pipe connection will stop the rear wagons, it is
possible that the locomotives compressor could
Rail Engineer May 2017 17
overcome the resultant air leak so the front part
of the train would not be affected and the driver
would be unaware that his train had divided. In
such a situation, track circuits or axle counters will
detect that the train is incomplete and prevent a
movement authority of any type (including lineside
signals) from being given to a following train.
Without an independent train detection system,
a different form of Train Integrity Monitoring (TIM)
has to be part of a Level 3 application.
If communication is lost because of a train
radio failure or the radio network has become
defective, possibly through external interference,
then the position and speed messages every five
seconds cannot be given and the trains will stop,
with no easy means of recovery.
Various solutions to these two problems have
been put forward but none have proved to be
operationally acceptable or have the necessary
safety integrity and thus obtaining safety
approval would inevitably be difficult.
 18 Rail Engineer May 2017
ERTMS display (right) in a modern cab.
Hybrid Level 3
The solution now being put forward aims
to get around these two problems and allow
the increase in capacity that is so urgently
needed. Known as Hybrid Level 3, it has been
in development since 2013 as a joint effort
by Network Rail and ProRail with Alstom and
Bombardier both supplying equipment that
demonstrated the feasibility. The stage has been
reached whereby a potential application to the
real railway can be considered.
The crux of the proposed system is to retain
any existing track-circuit or axle-counter
sections and to then create virtual blocks as sub
sections within these. The operation would be:
A train equipped for ETCS Level 3 operation
would receive an MA allowing it forward
into the block section which, if no other train
is preceding it, might be to the end of the
section or even beyond.
A following train that is also equipped for
Level 3 operation would receive an MA to
enter the same section with an MA to the
limit of a safe stopping distance of the first
train, taking into account the distance and
speed of both trains. If speeds were low, then
the second train could close up on the first
under moving-block principles.
Any subsequent train also equipped for Level
3 operation would follow in the same way.
If a train only equipped for Level 2 operation
were to approach the section, it would not
receive an MA until all preceding trains had
cleared the track circuit or axle counter
section. Once this has occurred, the train
would receive an MA to the end of the track-
circuit or axle-counter section. Any following
train would not receive an MA until the Level 2
train had cleared the complete section.
It follows that any train not equipped for
either ETCS Level 2 or 3 operation would not be
permitted to run on this particular route unless,
in addition to track circuits or axle counters,
lineside signals are retained. This is similar to
the situation today for lines being considered for
Level 2 introduction whereby, unless all items
of rolling stock using the line are equipped,
conventional signals have to be kept in a so-
called overlay mode.
Technical implications
The train equipment for Level 2 or Level 3
operation is virtually identical, other than a
Level 3 train has to incorporate a periodic TIM
data signal that the train is complete. The
display of the Movement Authority and ancillary
information is the same.
The infrastructure will require some
development and addition. Firstly, the balise
positioning and track-circuit/axle-counter
section lengths should be aligned with each
other to ensure that positional information,
as displayed to the signaller, will be the same
regardless of the source. This may not be the
ideal situation, since the track circuits and axle
GSM-R (and NRN) installation on the Tornado steam locomotive.
counters will be unchanged from whatever
existed hitherto. However, it would be a small
price to pay compared with the advantages to
be gained. The RBC will need to have a bolt
on Virtual Block Detector, not only to permit
the authorisation of the relevant MAs, but also
to distinguish to the system which trains are
operating in either Level 2 or 3.
The Network Rail/Prorail team has devised a
set of conditions that would show the signaller
the status of each section and sub-section. The
latter would normally either display Occupied or
Unoccupied. However, there may be conditions
where the status is uncertain and two further
conditions are foreseen - Ambiguous, which
means a train is present but its status is not
known and Unknown, where the occupation of
a sub section is not proven. A total of over 100
scenarios are being thought up and tested which
include all kinds of failure conditions.
The fact that existing ERTMS rules remain
largely unchanged, and the type and use of
existing train detection equipment remains the
same, should mean that preparing the necessary
safety cases and having them approved will be
relatively straightforward.
 Rail Engineer May 2017 19

Progress to date
Speed is of the essence since capacity gains
are required urgently, as Nicola said at the
start. However, even with this in mind, it will
take time to get the full operational scenarios
sorted out together with associated testing and
progression of the dreaded approval process.
The programme as currently seen is:
September 2015 - operational principles
established;
March 2016 - validation of Hybrid principles in
a Siemens laboratory;
March 2017 - establish Hybrid principles as a
European standard;
Late 2017 - operational field trials to Monitoring freight train integrity is one of the problems to be overcome.
commence involving all ETCS suppliers,
probably using the Hertford Loop test site; capital expenditure on these items, they still as a main income stream and the business
Early 2018 - an early deployment trial on a have to be maintained and eventually updated, model will be adversely affected if this is lost.
chosen route; which will cost money. Some alternative business model may need to
2019 to 2030 - virtual blocks established as The current ERTMS Command and Control be thought through.
a common feature across Europe, possibly TSI already embraces Level 3, and this must not Neither does the Hybrid solution do anything
combining this with deployment of a radio be forgotten. It would be all too easy to forget to negate the impact of radio failures. This
system to replace GSM-R. the end goal and the reduction in trackside requires urgent consideration as it is a problem
infrastructure with associated cost savings. that equally affects Level 2 unless lineside
Ongoing challenges Many existing rail routes do not carry freight signals are retained. Another article as to
There can be little doubt that the Hybrid Level trains and have modern passenger stock - could solutions to this problem will be forthcoming
3 concept has a potentially significant impact. these not be equipped for true Level 3 operation shortly, watch this space.
Whilst pragmatic, it surely must not detract from straight away? Finally as one contributor asked, is it Hybrid
efforts to develop a true form of ETCS Level 3. The buy in from suppliers needs to be Level 3 or actually Enhanced Level 2? At the end
Even though the ongoing use of existing track assured. Many of these depend on the sale of of the day, providing the capacity gains prove to
circuits and axle counters means no additional products such as track circuits and axle counters be real, does it really matter?

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 20 Rail Engineer May 2017

Trouble-shooting
failed electronics

CHRIS LEEK

MTM Power supplies feature patented encapsulation.

T
aking on the challenge of finding robust alternatives to failing electronic components often In addition to successfully overcoming the
requires some creative thinking and a little customisation. It is a scenario which is all too main reliability challenge, the replacement
common in the rail industry - a suitable component is chosen, it is equipped with additional was also able to deliver additional benefits.
protection to help it to cope with the harsh operating conditions, and then the environment throws The standard units nominal input ranges
up another challenge which causes it to fail. of 24V (16.8V to 33.6V) and 110V (50.4 to
154V) were sufficient to cover the three input
The simple fact is that the rail environment is The thermoselective vacuum process completely voltages required by the system. This allowed
tough on electronics. So many of the standard and permanently encapsulates the power the OEM to replace the three original versions
devices used in other industries can fail when supply, creating a cemented joint that provides of the open-frame supply with just two
confronted by the daily operational realities of an inseparable link between the potting material PCMDS150 variants. A secondary circuit, with
vibration, dirt, contamination or high-voltage and the components. This ensures that ageing, fully independent isolation and regulation, was
transients. heat, cold, rapid temperature changes and also added to the supply to provide a 40V rail
other environmental influences do not result in for use as a reset, operating independently of
The reliability challenge delamination, cracking or air pockets, which can the 12V board net.
Take the example of a power supply that was compromise reliability and potentially lead to failure. To provide assured reliability for operation
used to drive an on-board Train Protection The combination of the patented in the rail environment the new supply was
and Warning System (TPWS). Although the encapsulation process and the IP65 rating fully tested for compliance to EN50155 and
original unit provided a good fit for the systems eliminated the hand assembly that was required EN50121-3-2 by the manufacturer. A built-
electrical and mechanical specifications, to protect the original open-frame unit. This in heatsink further improved reliability by
concerns over its operational reliability soon resulted in a 20 per cent reduction in the overall eliminating the need for external cooling fans
began to surface and a more reliable alternative unit cost of each supply. - often a cause of failure in power supplies.
was needed urgently.
The original approach was to use three
different variants of an open-frame power
supply to cover input voltages of 24V, 72V and
100V. To provide protection against vibration,
water, dust and other potential contaminants,
the open-frame supply was enclosed in a metal
case with wires connecting the printed circuit
board to the outside world.
With reliability at the core of the challenge,
the starting point for the replacement unit was
a 150W PCMDS150WK-IP65 DC-DC converter
manufactured by MTM Power. The standard
version of this supply features patented
thermoselective vacuum encapsulation and an
IP65 rating for maximum protection against
PCMDS Power Supply with IP65 sealing.
external contaminants.
 Circuit
breakers High-current foil
HV magnetics & resistors
wirewound resistors Fibre-optic
TX/RX
Self-healing
lm capacitors
High-stability
mica capacitors

Long-life
position sensors Pressure
sensors
Thermostats
Energy-storage
capacitors
EN50155 & EN50121
power supplies

Rail Challenge #1: Legacy system upgrades

Challenge Charcroft to help you to overcome obstacles to designing upgrades for electronic
systems in rolling stock or signalling. The exibility to customise standard products can enable
new components to become drop-in replacements for legacy parts, or provide additional
environmental protection against harsh environments.

Standard, semi-custom and fully customised components

Chris Leek
POWER SUPPLIES RESISTORS Power Specialist
EN50155 & EN50121 compliant Surface mount chris.leek@charcroft.com

Wide input voltages Tubular wire-wound

Vacuum encapsulation Voltage- & current-sense
Specialist power resistors
THERMOSTATS, SENSORS
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Pressure sensors Aluminium electrolytic
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Jeff Gurr
Electromechanical Product Specialist
jeff.gurr@charcroft.com

www.charcroft.com
Email: request@charcroft.com Tel: 01591 610408
Roger Tall
Passives, power, interconnect, emech and more Passives, Hi-rel Semis & Opto Specialist
roger.tall@charcroft.com
Knowledge of yesterday Looking after today Supporting tomorrow.
 22 Rail Engineer May 2017

A quick fix for transients

The high voltages present in rail systems can cause serious damage to
sensitive electronics, as another OEM discovered when the door controls
on rolling stock started to fail. The source of the problem was identified as
transients on the 110V DC input supply and a quick fix was essential. Ideally,
the fix also had to avoid the high cost and time-consuming process of replacing
the system on every single door within the fleet.
The proposed solution was for Charcroft to supply an active transient filter,
from MTM Power, that could be retro-fitted to the input supply in front of
the door-control modules. When a transient voltage is detected, the filter
Custom QR-coded label.
automatically clamps the input supply and buffers the output supply to
continue to provide power to the doors, enabling them to operate normally.
Avoiding customisation
Terminal problems Of course, customisation can be avoided if the products themselves offer
Fixings and terminations can be another potential point of failure for power sufficient flexibility. A high degree of configurability certainly helped with
supplies in rail applications. Conventional pin-style connections on the input the refurbishment of an HVAC system on a legacy carriage. The purchasing
and output of power supplies can easily become corroded, leading to failures in department had already spent considerable time searching for spares
the field and unplanned downtime. inventory only to discover that the manufacturer had withdrawn the
For one OEM, the solution was to switch to a drop-in replacement with thermostats some years earlier.
modified screw terminals. These terminals not only provide greater protection
against corrosion but also ensure a more secure and reliable connection.

Creative customisation
Whilst drop-in alternatives are the best option for many projects, it is not
always possible to find a direct replacement. For one upgrade project, the only
option for replacing a legacy circuit breaker with non-standard fixings appeared
to be significant and costly alterations to the metalwork of the distribution
panels.
Cooperation between Charcrofts e-mech specialist Jeff Gurr, circuit-breaker
manufacturer Sensata, and a third-party fixings company, provided adaptor
plates for the new breakers. These allowed the replacement breakers to
be fitted directly into the existing footprint of the legacy component and
eliminated the time and cost which would have been incurred to re-configure
the metalwork.
Standard Sensata Circuit Breaker.
Although vital in helping to provide solutions to failing electronic
systems, creative customisation can also deliver commercial benefits to
rail operators. Take component labelling for example. The use of custom
vinyl labels with QR codes, applied to a power supply unit before despatch,
can help to minimise maintenance time. Each QR code label contains
information such as manufacturing date, customer part number, input
voltage range, output voltage and current as well as a unique serial number
for each converter. This provides maintenance crews at the depots with all
the information they may need at the click of an app in addition to providing
complete component traceability.
The buyer called in his engineering colleague who liaised with Charcroft
to configure a standard Klixon 1NT thermostat from Sensata to match the
electrical, mechanical and thermal parameters of the legacy unit.
Selecting from a broad range of terminal options, the decision was
made to use a quarter-inch quick-connect mounting which offered either
horizontal or vertical terminals. By specifying the vertical terminals, the
thermostat was able to meet the very tight space-constraints within
the HVAC duct. This configuration also allowed the existing electrical
connections to reach the terminals of the new thermostat.
Because this was a high-current application, silver contacts were specified
rather than gold-plated contacts, which would typically be specified for
switching lower voltages and currents. As the thermostat was being used
as a safety device, the operation of the contacts was specified to open on
rise and close on fall.
Finally, the thermostat was fixed inside the duct using a standard Sensata
airflow mounting bracket. Unlike a flat mounting bracket, the airflow bracket
allowed the thermostat to measure the temperature of the air within the
duct rather than the temperature of the duct material. This solution also
provided an added benefit for the buyer and the maintenance teams as it
ensured that the thermostats would be available on a short lead-time.
Whilst there are rail applications which can successfully use conventional
off-the-shelf components, the potential impact of failures in both cost and
downtime is considerable. The use of robust, rail-approved components,
with the addition of flexible configuration options or creative customisation,
can help electronics engineers to find a more reliable and often more cost-
effective approach to rail electronics.
Chris Leek is a power product specialist at Charcroft.
Charcroft and MTM Power will be on Stand No. G07 at Railtex 2017
 Rail Engineer May 2017 23

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 24 Rail Engineer May 2017
RIKKERT WIENIA
Great Western
Route Modernisation
T
INNOVATION
he Great Western route modernisation is an extensive programme
undertaken by Network Rail to electrify one of Britains oldest and
busiest railways, providing greener, more reliable journeys. The focus
of the programme is the Great Western main line (GWML), built more than
150 years ago.
For an investment of this scale, robust and timely rail asset data is essential
for effective decision making but, with pressure for the survey to be completed
in 12 months, traditional survey techniques were inadequate. Moreover, from
a safety viewpoint, Network Rail wanted to minimise the work on or near the
track and eliminate any disruption or loss of track availability to passenger and
freight traffic.
To mitigate the time and safety issues, Fugros train-mounted rail
infrastructure alignment acquisition system (RILA) provided the solution.
Network Rail contracted Fugro to survey the primary routes in Western, Wales
and Wessex regions, approximately 2,000 miles of rail track, using its RILA
Track and RILA 360 systems.
The route requirements included the modernisation programme, the
electrification scheme and the introduction of new high-speed electric trains
for which Network Rail required a combination of topographical survey and six-
foot and structure clearance analysis. RILA data, and some cleverly developed,
complex algorithms, provided the gauging data for structures along the GWML
and other alternative routes including relief lines, various loops and sidings.
What is RILA?
Traditionally, track measurements are undertaken by surveyors who work
on and near the track and are exposed to the dangers of live railways whilst
doing so. Conventional surveys are often restricted to night time working in
short possession periods. Fugros innovative suite of train-borne RILA systems
is able to measure the track and rail corridor in a fast and efficient manner,
designed to keep trains moving safely, without interruption to services whilst
keeping survey personnel away from the track.
Installation of RILA system
with a connection time of
less than 2 minutes.
RILA Track projects a
laser beam over the rail.
The RILA Track system uses GPS, IMU (inertial navigation) and laser vision
technologies. All equipment is installed in a transportable device that can be
mounted to an automated coupler of a passenger train or to a set of buffers
within just two minutes. Data acquisition is at line speed and, when installed
on a regular passenger train, there is no need for additional train paths, limiting
the disruption to train services.
The system is currently cleared to operate at 100 mph and at this speed will
yield profiles at 10 cm intervals with an absolute accuracy of +/-10mm (plan)
and +/-15 mm (height) without the need for ground control.
As the RILA Track system passes over the track, its laser vision system
projects a laser beam over each rail with the integrated camera capturing
high-resolution images of the rail profile and the coordinates of 1,400 laser
points per railhead are calculated. The laser image of the rail head and rail foot
provides high accuracy profiles and measurements (relative accuracy <0.3mm)
that can be used to determine rail head and running edge wear as well as wear
of S&C components.
The RILA Track system also incorporates an integrated video that can be
georeferenced using the systems survey data and used for desktop-based
analysis and validation.
While the RILA Track system focuses on the track, the RILA 360 system
incorporates twin 360 laser scanners and a panoramic imaging system to
supply ultra-high density LiDAR point cloud data of the entire route. Each laser
scanner rotates at 200Hz, recording one million points per second. Designed
to be light and portable, the RILA 360 system connects to the back of a regular
passenger train that has buffers in less than two minutes to enable it to scan
the complete rail corridor, including track assets, structures, earthworks and
vegetation. As with RILA Track, GPS, Active GPS reference network and IMU
data are used to compute the absolute position of the point cloud.
The RILA systems work independently but they can also complement
each other. The great advantage of deploying RILA Track and RILA 360
simultaneously is that four runs are undertaken with both systems, which
supports the collection of high density, RILA 360 point clouds. Through
an iterative process, and cross-referring adjacent tracks from each tracks
own perspective, a homogenous point cloud and adjusted RILA track
measurements are supplied to Network Rail Band 1A specifications. The result
is an accurate, absolute XYZ model of all the objects in and around the track
(including OLE componentry) and even higher relative accuracy of the objects,
in respect of the track.
Speedy surveys and quality data
The entire survey was completed progressively on a phased approach
throughout 2016. The entire section from London Paddington to Bristol was
completed in only six shifts, immeasurably faster than conventional surveying
with no requirement for track possession and no disruption to service.
 Rail Engineer May 2017 25

One of the key requirements of the project was to satisfy Network Rails
need for passing clearances. These six-foot clearances were calculated at
five-metre intervals from the measured track alignments, providing Network
Rails project team with all the track distances in ClearRoute software format.
This allows them to quickly analyse whether the new rolling stock will cause
any infringements (early-warning data) and ensure that design parameters are
adhered to.
Structure gauging files (SC0), which calculate the distances from
structures (such as over- and underbridges and lineside furniture) to the
tracks and their positions, are generated from the point cloud to analyse
if all assets comply with the strict clearance profile. This is particularly
important near platforms to check the gap between the train and platform
for boarding (platform gauging or SCP files) and technical design (can trains
pass this platform?).
The use of Fugros innovative RILA systems has given Network Rail access
to a wide variety of asset management and track position data providing value
for money while reducing the need for traditional surveys in open line working
or track possessions.
INNOVATION
(Below) Screenshot of 3D point cloud data in the RILA Portal Web viewer.
Our team has found the RILA and RILA 360 technologies to be safer, faster,
more accurate and less expensive than any other method of acquiring datasets
for sections of track longer than a mile, commented Chris Flynn, IEP project
manager at Network Rail.
RILAs mantra is to collect once and use many times and this was
convincingly demonstrated on the section between Didcot Parkway and
London Paddington, where the data has used, not only for the previously
detailed Great Western projects, but also for High Output Track Renewals and
Crossrail.
Rikkert Wienia is a project manager with Fugro

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 26 Rail Engineer May 2017

MALCOLM DOBELL
INNOVATION

Reducing Access Time

Train Cab Simulator Systems

T
rain Cab Simulator Systems have come a long way since I drove one at London Transports GWRs Challenge
Railway Training Centre at White City in the early 1970s. It was a representation of a Piccadilly Why do operators value simulators so much?
line train and unlike most of todays train simulators, it was a full motion simulator. It had Surely an operator can commandeer a train and
hydraulic actuators to move the simulator to represent horizontal and lateral acceleration. use it to train the drivers? That was true in the
past but is certainly not true today, as Brian Clark
It covered the section from Hammersmith to Rail Engineer was invited by Dave Bradshaw, Senior Simulator Manager, GWR explained at their
Acton Town and the video was from a 16mm Business Development Manager UK and Europe training facility in Reading. He should know, with
film that had been captured from the front of for Sydac, one of the worlds leading developers 37 years experience of driving and training on
a train. One of its few scenarios available was of driver training simulation and part of the many classes of trains too numerous to list here.
to set the gradient. Setting the system for a 1 Knorr Bremse group, to see two of the latest Brian said whilst there is nothing like the real
in 30 down gradient and running at full power simulators which Sydac have recently designed, thing for gaining the feel of the train, that seat
certainly provided a lively ride. developed and commissioned into two UK Train of the pants effect when accelerating and braking,
Since then, Train Cab Simulator Systems Operating Companies. The visit, to the Intercity most other training interventions can be carried
have developed rather a lot (typical British Express Class 800/1 (GWR) and the Class 345 out in a simulator. The training tasks include:
understatement), and whilst they usually no (for Transport for Londons new Elizabeth line) Aptitude testing
longer require the full motion experience, they simulators, provided the opportunity to try them Basic conversion from one type of train to
have developed in ways that were unimaginable out and to talk to people involved in their use. another for experienced drivers
back then. It is no longer a question of
providing a simulator, but of providing a training Elizabeth line Class 345 simulator.
environment to meet defined requirements
based on training needs analysis. There will
generally be a 1:1 representation of a cab, some
sort of wide screen video display, an instructors
console and usually a classroom environment
so that delegates can learn from each others
driving.
It is easy enough to build a cab replica with
functioning controls, but it is far from trivial to
make it feel like the real thing and immerse the
driver into a high-fidelity experience. All sorts of
tricks are played on the senses to convince the
trainee that the train is moving. In many ways,
the requirement is similar to the immersive
experience that video gamers seek. Like video
games, the sound and video experience is key to
the simulation.
 Rail Engineer May 2017 27

Practicing activities that cannot reasonably be

tried on the main line, especially in degraded
and recovery modes
Ongoing competence assessment
Refresher training to practice skills not
routinely used.
Practicing signalling and safety procedures
and protocols
Brian described the enormous scale of training
facing GWR over the next few years. Drivers
used to class 165/6 trains will have to learn the

class 387 and Class 800 series, those used to
HST have to learn Class 800 series, those used
to older diesel units including Pacers will have to
learn to drive class 165 and some drivers used
to class 150 will have to learn HSTs for Devon
and Cornwall services. In short, all of their 1200
drivers will require retraining as a result of the
cascade associated with electrification and
introduction of the new trains.
On top of this is the training required for
instructors themselves, driver managers, guards
and train managers. This is in addition to basic
training for new recruits and refresher training
for existing drivers.
Brian said that GWR would never be able to
complete all this training without the simulators,
and even so it is a major planning job to get it all
completed in time without harming the routine
service.
One of the advantages of simulators is
that they can even be used to start training
before any trains have been built. For GWR
this meant that they have also been to get on
with their preparation and early training whilst
awaiting access to the real hardware as the
Class 800 series is still undergoing testing and
commissioning.
Class 800 series simulator just arrived at Reading.
Safety Research
We discussed several uses for the simulators
in addition to their training role. Increasingly,
Human Factors engineers focusing on railways
safety are using simulators to identify how
changes in railway systems or operations
affect driver behaviour. As an example, drivers
currently observe signals though the windscreen
and process their response to the signal whilst
maintaining their view of the way ahead.
ETCS will require the driver to look at the
in-cab displays more often, particularly so
when lineside signals are eventually eliminated.
What will be the effect on driver behaviour/
performance? This is an area that can be tested
and observed with representative groups of
drivers using simulated scenarios and can deliver
much more data than could ever be collected in
service.
This is just one example where the effect on
driver behaviour of changes in technology might
be tested in the simulator.
INNOVATION
The general principles of both simulators were
the same. The description of the Class 800
simulator below illustrates the principles. The
Elizabeth line simulator description highlights
the differences between the two. These
differences are more about the design of the
train and cab than differences in the simulation.
GWR Inter City Express Simulator
The Class 800 simulator contains a faithful
1:1 representation of the Class 800 cab using
genuine, functioning controls that were provided
by the same companies that supply Hitachi,
mounted on a replica drivers desk constructed
by Sydac. The simulator has a large enclosure
which allows the cab to be in darkness, if
required, without having to black out the room
in which it is housed. This is an improvement
on even comparatively modern simulators and
has been enabled by the adaption of large high
definition flat screen monitors instead of video
projectors used previously.

Class 800 series simulator control desk.

 28 Rail Engineer May 2017
The cab included the following:
The spacious full width Class 800 cab behind
a huge windscreen
A main display screen measuring 213cm over
the diagonal displaying detailed video imagery
of GWR track network.
Use of additional video displays on both side
windows to provide a comprehensive visual
driving experience.
All the controls including a GW-ATP interface/
speedometer, a display for future ETCS,
INNOVATION
GSM-R radio, selectors for electric power
and for diesel power, the Train Management
System touch screen monitor. These are
positioned in an arc in front of the driver,
Touch screen monitors displaying simulations
of the body mounted cameras),
Controls for accessing saloon CCTV including
simulations of the saloon cameras
Drivers and instructors seats
Isolation switches and miniature circuit
breakers on the cab backwall.
smaller flat screen displays visible in the side
windows
A touch screen display outside the enclosure
representing all the train equipment that a
driver may need to access outside the cab, for
example to rectify train faults.
Controls and displays in the classroom
outside the simulator room to allow the
instructor to set up training scenarios and for
other delegates to see how their colleague is
performing.
Elizabeth line Class 345
The trainees using these simulators are MTR
Crossrail drivers that will drive the Class 345s
initially between Liverpool Street and Shenfield
before the Elizabeth line opens through central
London from December 2018.
Ultimately 400 drivers will be needed across
the railway.This is another full width Train Cab
Simulator System, of similar size to the Class
800. The main differences are that:
1. There is no requirement for GW-ATP, but
it will have to operate on ETCS level 2 in
the Heathrow tunnels, Siemens Trainguard
MT CBTC on the central, mainly tunnel
Andrew Tucker of Sydac at the Elizabeth line instructor's console.
section, and AWS/TPWS everywhere else.
The drivers interface with the signalling is
largely contained in a single touch screen
Human Machine Interface.
2. DOO CCTV incorporates cameras on the
platforms which transmit images to the train,
again faithfully reproduced and simulated.
Andrew Tucker, Sydacs Support Engineer for
London demonstrated how the controls can
be manipulated by the instructor to make the
trainees task easier or harder.
Train Cab Simulator Systems: aspects, weather and day/night in a CGI simulation
Engineering and Simulation
The standard Sydac hardware and software
platform used by both simulators includes
industrial PC type computers running the
Windows operating system. The CGI (Computer
Generated Imagery) of both GWR and Elizabeth
line track network are developed using UniGine
a proprietary world leading vision engine.
Also, in common with the vast majority of UK
train simulators, these are static; however, the
sensation of motion is convincingly conveyed by
sound and vision alone.
Dave Bradshaw emphasised the importance of
obtaining the original parts (such as traction brake
controllers) usually from the train manufacturer,
Class 345 simulator cab back wall.
to ensure that the simulator provides a life-like
experience. Krystian Malinowski, Sydacs Support
Engineer for the western area described the
bespoke electronics that are usually necessary to
interface these train parts to the simulator.
Moreover, a huge effort goes into the video
simulations. It is no longer acceptable to simply
film the line and use that although such video
capture is used to help develop the CGI. In
response to the obvious question, Dave Bradshaw
said that it is easier to control the variable
elements, such as the layout of points and signal
rather than in video. Equally, once the elements
have been modelled in CGI, they can easily be
adjusted. For example, if a new building is erected
or demolished, it can easily be inserted into or
removed from the simulation.
Another important advantage of creating a
virtual CGI world is the ability to train staff on
track infrastructure that is not yet there in the real
world. (e.g. the Elizabeth line underground sections
where track is currently being laid or the GWR
Paddington to Swindon simulation includes all
overhead electrification in anticipation of it being
completed). Brian Clark added that the flexibility
of making some of the key features a little
larger than scale size such as iconic buildings or
locations drivers might use as braking cues.
CGI simulations are built using a number of
data sources; cab video, scale plans of the track
(curvature, gradients, points, signals, stations), and
information from sources such as Google Maps
and Google Earth. Some operators want a faithful
model of a route and for these a faithful rendering
of lineside features is provided. The technical
name for this is geo-specific and for GWRs Class
800, Paddington to Swindon has been simulated
as a geo-specific simulation.
One huge advantage of simulators is to give
drivers the chance to practice activities that
they will only rarely experience in service, and

Sydac's Dave Bradshaw at the Class 345 touch screen display representing the rest of the train.
those that cannot be safely practiced on real
trains. This helps them to be prepared for the
unexpected. Such events may be uncommon
but they do happen, and amongst GWRs and
MTR Crossrails numerous drivers they will
happen. The Elizabeth line and GWR simulators
prepare drivers for the time it happens to them.
The whole system train controls, video
simulation and performance rules have to operate
like a real train. For example, signing in and
booting the train has to be exactly like the real
train and failure to respond to AWS must apply
the emergency brake. A particularly satisfying
feature of the Class 345 simulation was when it
was stopped in a station. When the doors were
enabled, the front, side and DOO monitors all
faithfully showed people moving to and from the
doors on the various displays but each image
was correct for the context and angle appropriate
for that display. Moreover, the simulated people
reacted correctly after I stopped the train short of
the official stopping point.
At the time of the Rail Engineers visit the Class
387 simulator was in use, and we watched from
the instructors workstation whilst the driver
stopped the train short of a sheep standing
in the 4-foot. As the train stopped, the sheep
vanished, but I was assured that the instructor
usually makes the sheep walk off the track if, for
example, the trainee blows the horn. This is just
one example of how the simulation responds to
the actions of the trainee and the instructor.
Teamwork and Support
Everyone I spoke to emphasised the close
co-operation/collaboration that is required during
the design and development of the simulator.
All the stakeholders; the train supplier, simulator
supplier, the user, and Network Rail need to work
together if the simulator is to be a successful
tool. Dave Bradshaw commented that this level
of collaboration between stakeholders made the
design and development of both the GWR Class
800 and TfLs Class 345 very successful projects.
They emphasised the importance of a willingness
to iterate if the simulator is to be a faithful replica
of the train. Indeed, although the Class 345 and
Class 800 simulators are fully functioning, they
cannot be fully validated as representing the real
trains whilst the trains are still being fine-tuned.
The Sydac engineers explained that they use
the train manufacturers detailed specifications
to design the simulations and that sometimes
the simulator is found to work differently
from the train. These issues clearly need to be
sorted out, but with the increasing complexity
of train systems it must be helpful for the train
manufacturer to have effectively an independent
group validating their specifications.
Once the simulator is up and running, it is
important that it is supported. Dave Bradshaw said
that all Sydacs simulators in the UK are covered by
support contracts for the hardware & software and
that they would usually expect to refresh hardware
& software every seven to nine years. Brian Clark
added that probably the single biggest source of
unreliability has been eliminated by the move to
flat screen monitors rather than video projectors
and their expensive short life bulbs which always
failed at exactly the wrong time.
At the time of acceptance of the simulators, It
is impossible to anticipate the number or scope
of future train or infrastructure modifications
which will need to be incorporated into the
simulators to ensure their continued fidelity. It
is usual to commission these as required via a
bespoke maintenance and support agreement.
These software updates are quickly and easily
uploaded via a secure internet connection by the
Sydac software development engineering team
at a mutually agreed time to ensure minimum
disruption to the simulator training programme .
Rail Engineer May 2017 29
I did ask Brian Clark how much a simulator
costs, but got the cautious answer that they cost
a lot less than not having them.
Conclusion
In conclusion, I should answer the key
question. Was I convinced by the simulation? At
first, I was disconcerted by the lack of any sense
of motion other than through the CGI. However,
the feeling soon passed, and, particularly in the
INNOVATION
Class 345 simulator I was routinely stopping
accurately at stations. The experience of
interrogating the various touch screen monitors
was very lifelike.
However, the overwhelming benefit has to
be the ability to practice scenarios in a realistic
environment that it is unreasonable to practice
on real trains. As technology increases the
complexity of rolling stock and the signalling
used, then technology must be used to
develop very safe and experienced drivers, I am
convinced that driver training simulators can be
utilised to achieve this and complement the on
board training.
Finally, back to Brian Clark and his challenge;
there is clearly no way he will deliver the
training required to all GWRs drivers and their
colleagues without the simulators. That alone
demonstrates their value.
Rob Cotton, New Trains Director from MTR
Crossrail said The Elizabeth line simulators
are indeed a state of the art product which
will ensure our drivers are prepared and
trained ready for when the new vehicles are
introduced into operational service. Only by
close collaboration of the teams from Sydac,
Bombardier and MTR has this been possible
Joe Bednall, Project Director, Bombardier said
The Bombardier team involved in the Crossrail
simulator project worked closely with both
Sydac and MTR to ensure the simulators were
delivered on time and to the satisfaction of the
operator MTR Crossrail.
Thanks go to Sydacs Dave Bradshaw for
organising the visits, and to Brian Clark of
GWR for hosting us at Reading. Thanks also to
Krystian Malinowski and Andrew Tucker from
Sydac.
Class 800 series simulator under construction.
 30 Rail Engineer May 2017

Innovation conference
gets bigger and better
DAVID SHIRRES

G
etting the right title for an article can be difficult. The one above was used for Rail Engineers Graham felt that much had been achieved
report on the Railway Industry Associations (RIA) annual technology and innovation and was pleased to find Government totally
conference in 2014, attended by more than 200 delegates. With a record 300 delegates at supportive. Nevertheless, there had been
INNOVATION

this years conference, held recently in Hinckley, Leicestershire, it seemed right to recycle this title.
Less than ten years ago, innovation was barely
mentioned. Now, it is recognised that the rail
industry must innovate to reduce costs and
satisfy its customers. For individual companies,
this means innovate or die. Hence it is not
surprising that RIAs annual innovation event
gets bigger and better each year.
The ministers message
In a video message, Rail Minister Paul Maynard
acknowledged both the importance of the
conference and the many positive things about
the rail industry which, together with the biggest
investment programme since Victorian era, were
all good news. However, he stressed that the
industry had to listen to its customers and felt
that winning back customer confidence is the
industrys biggest challenge.
He felt innovation has a big role in reducing
costs and disruption and was concerned that the
pace of rail innovation was slow compared with
other sectors. To address this, he announced
that the Department for Transport was funding
a 9 million competition to accelerate innovation
in rail by high-value, low-cost innovations or
those that improved customer experience
through stations. The competition opened on 20
March and closes on 17 May.
The government deal
In his opening presentation, industry chair of
the Rail Supply Group, Gordon Wakeford, set
the scene. The industry has 4,000 suppliers
employing 124,000 and with a turnover of
around 7 billion. In 2016, it became the twelfth
sector to have a Government-supported
strategy. This is, essentially, a deal offering long-
term continuity of investment and output-based
contracts in return for increased productivity,
lower whole-life costs and increased exports.
To achieve this, the industry needs 50,000 new
employees over the next ten years, of whom half
must be graduates or apprentices.
We have the worlds safest, busiest and oldest
railway, which runs better today than it has ever
done before, Gordon noted, adding that he felt
the industry should sing its praises as reputation
is a key factor in obtaining government support.
Nevertheless, he acknowledged that the
industry had to grow its exports and highlighted
the slow pace of innovation in rail compared with
the automotive and aerospace sectors.
The need to collaborate
After previously working in the aerospace
industry, Graham Hopkins became Network
Rails group director, safety, technical and
engineering, in 2015. His first impression was
the glacial pace of innovation with rail investing
one to two per cent of turnover on innovation,
compared with five to six per cent for the
aerospace and automotive sectors.
Over the past year, he felt that there had
been an increased focus on the customer and
innovation. The technology leadership group
(TLG) had replaced the less-focused technical
strategy leadership group that had around sixty
members. TLG can now effectively deliver the
industrys capability delivery plan which sets
out twelve requirements needed to offer better
transport opportunities for passengers and
freight.
problems such as arguments about ownership
of the data from the train-mounted Perpetuum
energy harvesting sensors, which illustrated the
need for better collaboration.
Who owns the data from Perpetuums
innovative train-mounted sensors?
Procuring innovation
From HS2, commercial director Beth West
explained how innovation has to be built into the
project if it is to deliver a customer experience
that removed all the frustrations of rail travel
and built a future-proofed infrastructure.
This requires innovation to be a key part of
procurement contracts, which is being done
by defining outputs that challenge industry to
develop new solutions by working together. HS2
contracts will also reward reductions in whole
life costs, and consider the time to realise such
cost savings.
Beth recognised that having the right people
is an essential requirement. HS2 has to attract
and train a diverse workforce, and this will also
produce a diversity of ideas which will assist the
project as a whole.

RIAs Innovation Conference attracted a full house.


Not sexy, but fundamental
Maggie Simpson offered the perspective of
the Rail Freight Group. She explained how the
reduction in power-station coal traffic from eight
to two million tonne-km over the past two years
showed how the rail freight industry had to be
flexible to survive. However, she stressed that
rail freight was not all bad news. Its intermodal
and construction traffic is steadily increasing, the
countrys largest rail-connected warehouse had
just opened and ten bi-mode class 88 freight
locomotives had just been delivered.
Nevertheless, she was concerned about the
greater level of freight innovation outside the
rail industry. She acknowledged that there
were good examples of rail innovation but felt
these were happening at a pace behind our
competition.
To improve rail freights asset utilisation,
Maggie felt that Network Rail had to modernise
its older-generation core systems. As an
example, she felt it would probably take Network
Rail six months to advise what it would take
to increase freight train weight from 2,000 to
2,600 tonnes, as this would have to be worked
out manually. Although such systems were not
sexy, a rapid response to such questions was
fundamental to the rail freight industry.
Making it happen - UKRRIN
Since the creation of Railway Research UK
in 2003, Britains universities have delivered
and supported many rail innovations. Currently
the Rail Research UK Association (RRUKA)
involves over 50 universities and offers a large,
internationally recognised rail research capability.
However, as Professor Clive Roberts of the
University of Birmingham explained, more needs
to be done, particularly the development of a UK
Rail Research and Innovation Network (UKRRIN)
to provide centres of excellence to make the UK
a global leader in rail innovation.
This is the subject of a bid to the Higher
Education Funding Council for England (HEFCE),
which provides funds on the basis of 2 of
private investment leveraging 1 in government
capital funding. Thus, Network Rail and Transport
for London (TfL) cannot support this bid. Instead
17 rail companies have offered to contribute
68 million in total, which will generate the 92
million required to set up UKRRIN.
This will consist of innovation centres for digital
systems, rolling stock and infrastructure. The
digital system centre will be at the University of
Birmingham. The rolling stock centre will be at
the University of Huddersfield and supported by
the Universities of Newcastle and Loughborough.
The infrastructure centre will be based at the
national infrastructure laboratory currently under
construction at the University of Southampton,
with other facilities at Heriot-Watt University and
the Universities of Loughborough, Nottingham and
Sheffield. UKRRIN will have a co-ordinating hub to
facilitate collaborative working between industries
and its innovation centres.
The University of Birmingham has been leading
the UKRRIN bid since last April. It was submitted
in December with HEFCE expected to announce
its decision in May.
Making it happen - KTPs
In his presentation, Greg Howell of LPA
connection systems explained how universities
also promote innovation within Knowledge
Transfer Partnerships (KTP).
LPA is based in Essex and specialises in
connection systems. With the growth of
Wi-Fi and other train Ethernet systems, LPA
had identified a market for high bandwidth
digital connectors between rail vehicles. As
their technical department had no electronic
or telecommunication capability, they had to
consider how best to acquire this expertise to
develop these high bandwidth connectors.
Rail Engineer May 2017 31
INNOVATION
When Greg attended the 2012 RIA innovation
conference, he first became aware of KTPs,
which are for projects of one to three years
duration. Having established that the nearby
University of Essex had the required expertise
to support the development of LPAs new
connectors, he contacted a KTP adviser at the
university who helped support his application
to Innovate UK. This required a simple business
case from LPA, after which the university
completed the application with the advisers
guidance.
With the application agreed, the university
advertised for an associate whose role was
to ensure that the company benefits from the
universitys expertise. The associate is employed
by the university, based at the business
concerned and supported by an academic
supervisor who, typically, visits the business on
a weekly basis.
The process does not take long and, for
LPA, proved to be a great success. Greg had
his associate in place less than a year after
attending the RIA conference. For an outlay of
70,000, plus 40,000 capital investment, LPA
developed a product which generated sales of
around 8 million and was used in the worlds
first rolling stock with 10 Gbit/s connectivity
over copper.
Rail innovations
Three speakers described their companys
specific innovations. Mike Hulme from Alstom
advised that the company had an objective that,
by 2020, thirty per cent of its orders would be
from newly developed products. One such is the
worlds first hydrogen-powered passenger train,
the Coradia iLint, which is to enter service in
Germany in 2018. This meets a policy objective
of developing the companys rolling stock to
enhance market position by offering customers
a zero-emission train.
 32 Rail Engineer May 2017
Another Alstom innovation is the
TrainScanners installed at Pendolino
depots. A high-speed camera and
laser facility that examines all aspects
of the train, the TrainScanner offers
significant savings as these trains
are now maintained on a condition,
rather than time, basis. It required
a significant investment, which
was only possible as Alstom has a
long-term framework agreement
INNOVATION
with Virgin trains. Mike advised that
Alstom has similar agreements with
its suppliers to encourage them to
innovate.
Pete Duggan of Siemens
TrainScanner at explained the benefits and issues
Manchesters Longsight of the introduction of mathematical
depot. verification techniques to railway
interlockings that have already been
used outside the UK. He considered
this to be a game-changer which can
produce error-free interlocking data in
a matter of hours, rather than weeks.
However, as it was a radical change
from the conventional tried, tested
and loved process, its introduction
will require many hearts and minds to
be changed, not to mention changes
to standards.
Paul Priestman, chairman of the
PriestmanGoode design consultancy,
advised the conference that sitting
is the new smoking. He did so whilst
explaining his companys perch seat
design concept, which offers four
seat rows instead of three to alleviate
over-crowding, and is to be trialled at
the end of the year in a RSSB project.
Delivering the digital railway
Much has been written in Rail
Engineer about the digital railway and
its benefits, including an interview
with Network Rails managing director
of the programme, David Waboso, in
our January edition. Without wishing
to repeat this, it is worth noting his
key points for successful innovation
across the railways complex
system and commercial interfaces
in his presentation delivering major
technical system change on an
operational railway.
He recalled the introduction of digital
technology on the Jubilee line, which
took a long time to implement. In
contrast, the next digital programme,
the more-complex Northern line, took
less time as the same team delivered
both programmes. For this reason, he
was absolutely passionate about
keeping teams together.
He also felt strongly that the
supply chain needs confidence to
invest in long-term and output-
based contracts if it is to innovate.
He felt successful contracts required
good relationships and leadership.
Leadership is also essential across
the industry to successfully deliver
the digital railway as a cross-industry
programme.
Ensuring ETCS equipment is fitted
to the large number of new trains to
be delivered in the next few years will
test this approach. David commented
that he was obsessed about the need
for these new trains to be ETCS-fitted
to avoid the high cost of retrofitting.
The digital railway offers capacity
benefits, better reliability, more
efficient kit and significant cost
savings. It should also create export
opportunities. These are huge gains,
but will be a real test of the industrys
ability to innovate.
The bigger picture
Presentations on innovation outside
the rail industry offered a fresh
perspective, showed how the industry
needs to keep up with the competition
and encouraged new thinking.
From TfLs transport innovation
directorate, Iain Macbeth considered
the impact of disruptive technologies,
which are being developed at an
ever-increasing rate. He advised the
conference that, in February, a self-
driving car had driven around London
in the UKs first test of an autonomous
vehicle.
He felt such cars were an example
of the rapid changes in road vehicle
technology that the rail industry
must consider. It is currently not clear
whether rail will benefit or suffer from
the introduction of such technologies.
Iain noted that it was only ten years
since the iPhone was introduced. To
illustrate the impact of smartphones,
he asked the audience to open their
favourite app and pass the phone to
their neighbour. With everyone having
their life on their phones, there was
an obvious reluctance to do so as
everyone's life is now on their phones.
Although various useful rail apps
have been developed for smartphones,
more could be done. A good example
is a mobility-as-a-service (MaaS) app
used in Helsinki. Kaj Pyyhtia, co-
founder of MaaS Global, described this
subscription transport service, which
has been described as the Netflix of
transportation.
For any journey, MaaS determines
the optimum transport mix, buys the
tickets and books taxis and hire cars as
required. The app provides information
about the trip and shows it has been
paid for. There is a monthly subscription
of typically 300 a month, which varies
according to the level of service.

Although MaaS does not provide any
transportation, it provides a seamless
door-to-door service by using big data
to achieve the required integration of
different transport modes. Following
its introduced in Helsinki last year, early
indications are that it has resulted in
a fifty per cent increase in the use of
public transport.
MaaS will be introduced in the West
Midlands later this year.
The iPhone also featured in the
presentation by Ged Lancaster of
Jaguar Land Rover (JLR). He used it
as an example of a product whose
functionality is defined by its software.
He noted that Apple employs 11,000
software specialists to develop the
iPhones iOS operating system, showing
that the production of such software-
driven products is good business.
For this reason, he advised that it
was JLRs aspiration to be the best
software company in the world to buy
a car from. His presentation described
how JLRs cars will soon no longer
use electronic control units that only
do particular things. Instead, its cars
will have modern system architecture
using more expensive devices such
that it will be possible to change a cars
functionality in a matter of months,
rather than years.
Hyperloop
Innovation requires an open mind,
so Dr Alan Jamess presentation on his
companys hyperloop proposal was
one that should not be immediately
dismissed. Alan described this as the
first new mode of transportation since
the Wright Brothers. The concept is a
pod, driven by a linear induction motor
in a vacuum tube, that can travel
between cities at 760 mph.
His presentation focused on
Hyperloops benefits without
addressing some of the obvious
practical issues, such as expansion
forces in a 300-mile long tube and
switching between tubes. Alan
advised that the air in the pod would
be compressed from the surrounding
atmosphere, as an aeroplane does at
an altitude of 36,000 feet where the air
pressure is 0.23 bar. However, as there
isnt any air around the pod, which
operates in a vacuum of 0.001 bar, its
not clear how passengers breathe.
Alan stated that Hyperloop has
250 engineers and that a full-scale
proof-of-concept test will take place
later this year. He added that there was
significant worldwide interest and was
confident that Hyperloop would have
an operational freight service by 2020,
and a passenger service by 2021.
Spoilt for choice
As well as the presentations, there
were exhibition stands for universities,
innovation bodies and RIA member
companies, one-to-one surgeries,
drop in table sessions, and interactive
workshop sessions. Surgeries gave
advice on funding, product acceptance
and tax relief for research work.
Rail Engineer May 2017 33
INNOVATION
(Above) Break-out
workshops were popular.
(Left) The editor checks
out one of the exhibition
displays.
The table sessions also offered advice
in small group sessions and offered
demonstrations of particular products
whilst the workshops included a digital
railway Dragons Den, Network Rails
challenge statements and UKRRINs
role to promote university and industry
collaboration.
There was a buzz about the
conference as everyone decided what
to do in between the presentations. It is
no exaggeration to say that delegates
were all spoilt for choice.
By running this conference and
its associated Unlocking Innovation
workshops, RIA is to be congratulated
for providing such an essential service
to the industry. Moreover, the smooth
running of such a complex conference
was no mean feat.
The presentations inspired and
informed, whilst the interactive
sessions offered advice and support.
In addition, with the networking
opportunities to create innovation
partnerships, it is quite likely that more
than a few innovations were born at
the conference.
No doubt, RIAs conference will be
even bigger and better in 2018. Before
then, however, we should think of a
new title!
 34 Rail Engineer May 2017

STUART MARSH
INNOVATION

Good
Vibrations
B
eing a magazine writer can be a noisy occupation sometimes, and ear defenders dont seem Analysing the acoustics produced by bearings
to help a great deal. As a far greater author once said, its the sound of those deadlines enables the very early detection of defects
whooshing past! and the trending of deterioration. Acoustic
monitoring can be used without having to take
But then, railway engineering isnt exactly While early swap-out improves availability, the vehicles out of service and it allows bearing
known for being quiet either. Thats not to say, it does not eliminate failures entirely. Bearings faults to be detected and monitored months, or
of course, that noise cant be useful. On the have a hard life and external factors such as even years, in advance of intervention.
contrary, the sound of working machinery can wheel faults (flats, out-of-round, tread spalling),
be highly complex and subtleties hidden within it and damper failures can shorten their lives in Acoustic signature
can provide a great deal of useful information. unpredictable ways. Track IQs system, known as Rail Bearing
An Australian company, Track IQ, part of Moving towards bogie maintenance Acoustic Monitoring (RailBAM), measures the
Wabtec Control Systems Pty Ltd (formally interventions based upon condition monitoring acoustic signature of wheel bearings as they
Trackside Intelligence Pty Ltd), has applied and trend monitoring makes much greater pass trackside (wayside-mounted) microphone
acoustic technology, together with some rather economic sense. However, the ability and arrays. The acoustic signatures can be attributed
clever computer algorithms, to create a system confidence to safely extend maintenance and to specific wheelsets by means of Automatic
that is delivering great benefits to the global rail overhaul periodicities requires the gathering of Vehicle Identification, making use of ISO/IEC
industry. accurate empirical information on wear rates 18000 (RFID - radio-frequency identification)
Wheelsets and their axle journal bearings and fault progression. tagging or similar such systems.
are expensive consumables on rail vehicles.
Employing preventative maintenance regimes A RailBAM installation at Skatval, Norway.
that make use of time or mileage drivers for the
replacement for items that arent necessarily
broken is wasteful and expensive. The objective,
of course, is to avoid failures in service, which
can be highly disruptive and costly through
performance penalties or major incident repairs.
Axle journal bearings might typically have
an L10 life expectancy (the life that 90 per cent
of the bearings can be expected to reach or
exceed) of 1.5-1.8 million miles, but the default
maintenance measure is to replace them at half
that mileage. The graph of failure vs. mileage is
not linear so, at half L10, a failure rate of 3.6 per
cent might be expected.

From the moment the system is operational,
bearing data and defects are reported. Over a
short period of time, the acoustic characteristics
of every bearing operating on a route can be
trended and reported upon where RFID is
employed. The nature of the acoustic signature
is dependent upon the bearing type and size
and varies with the speed of the vehicle and the
direction in which it is running.
Defects, such as roller or ring surface spalls,
water etching and brinelling, cause structural
responses of the bearing components, which
radiate sound in a uniquely characteristic
manner. Frequencies of distress are derived for
the various bearings passing the sites and are
stored in the systems database.
The detected bearing signatures are compared
to the fault frequencies and are then trended
over multiple pass-bys. Even minute bearing
defects can be detected and, because each
bearing failure mode produces a different tell-
tale acoustic signature, the exact nature of those
faults can be determined. Customers receive this
information daily via an email alert or they can
access the system real-time to view live train
data.
As each wheel passes the RailBAM equipment,
its diameter and speed of travel is determined
using optical technology. Complex computer
processing of the acoustic signature takes
account of the wheel rotational speed. Even
changes in rpm due to braking or acceleration
can be accounted for. The result is that defects
can be accurately identified and assessed at any
train speed between 20mph and 85mph.
Predicting the life expectancies of each and
every bogie in a fleet can allow maintenance
intervention to be precisely tailored. Because
frequent readings are taken, the detection
of a bearing/wheelset fault that is running
away to failure will raise an alert, allowing
the defect to be remedied during the next
scheduled maintenance exam, without the
need for reactive measures. A truly predictive
maintenance regime allows facilities, material
and resources to be pre-allocated in order to
rectify defects without impacting on asset
availability or reliability during revenue service.
Kensal Green.
Initially trialled at Earlswood on the Brighton
main line in 2007, the first permanent European
RailBAM site was installed two years later at
Swaythling near Southampton. This site is still
in use and provides coverage, principally, of the
Siemens Desiro fleet of Class 444 and Class
450, operating with South West Trains, as well
as the Bombardier Voyager and Super Voyage
Class 220 and Class 221 operating on the
CrossCountry route.
The deployment of RailBAM on Wessex was
later expanded to include a site in Mortlake.
Installed and operated directly by South West
Trains, the Mortlake site monitors its Class 458
and Class 455 fleets.
lower than expected bearing life, this had also
Mileage extension
The use of RailBAM has been instrumental
in a programme undertaken by GWR to extend
the mileage of its HST Mk3 coach wheel
bearings. GWR operates a fleet of 119 Class
43 locomotives and 464 Mk3 coaches. Coach
bogie overhaul periodicity was 750,000 miles,
whereas the wheelsets were limited to 600,000
miles because of axle journal bearing life. Whilst
technical changes were made to the bearing
configuration to improve bearing life, the
600,000 mile limitation remained.
Class 158 passes a RailBAM monitor at Swaything.
Rail Engineer May 2017 35
The RailBAM system installed at Kensal
Green in 2013 monitors traffic into and out of
Paddington Station and has been used both to
monitor current bearing performance and to
mitigate the risk of Mk3 coach bearing failure in
service. It has enabled a risk-based assessment
of detected faults to challenge the 600,000 mile
wheelset overhaul periodicity and align it with
the bogie overhauls.
In 2016, the RailBAM system correctly
identified the very early onset of defects in
INNOVATION
nineteen bearings that were removed from
service for analysis. Since the introduction
of RailBAM, the fleet has had no positive hot
axle box detection (HABD) alerts. As well as
significantly reducing maintenance costs, this
has reduced service delays and it means that
train staff no longer have to be placed in a
position of danger to diagnose hot bearings
track-side.
Irish success
Theres a similar story in Ireland. The Iarnrd
ireann Hyundai Rotem 22000 Class Intercity
Railcar DMU fleet had an expected axle bearing
life of three million kilometres (1.9 million miles),
but was suffering premature failures after about
one million kilometres.
Apart from the commercial impact of much
raised a significant fleet safety concern. These
deteriorating components were not detected
by the lineside HABD network although, during
2015, it was reported that a total of 48 HABD
alarms were generated for all train fleets on the
network. All of these proved to be false alarms
and were highly disruptive to operations.
Three RailBAM systems were installed during
2015, together with three Wheel Condition
Monitoring (WCM) systems (of which more
below) and these provide coverage of the entire
operational rolling-stock fleet. Since November
 36 Rail Engineer May 2017
2015, there have been six axle-bearing alarms generated by the RailBAM
system for the Hyundai Rotem fleet, which prompted the removal from
service and replacement of the identified axle bearings. In all cases, the
bearings were found to be defective and had been detected weeks or
months ahead of the bearing progressing to complete failure.
IE now has much greater confidence in its fleet operations as a result, and
the system provides welcome additional safety containment while the root
cause of the bearing failures is addressed. WCM is now being used to plan
wheel turning and consideration is being given to drive bogie overhaul plans
using RailBAM data.
INNOVATION
Developments
Track IQ was acquired by Wabtec Corporation in October 2015. This has
been a highly positive move for both companies, giving Track IQ greater
access to new markets and Wabtec a diversification into the data services
sector and an important segment of the wayside condition monitoring
market.
In recent years, the RailBAM system has undergone significant technical
improvements. Miniaturisation and full digitisation of the processing
equipment means that the size and weight of the trackside equipment
has been greatly reduced. Importantly, an Inboard version has been
developed, which has the microphone arrays clamped to the sleepers within
the four-foot. This application is designed to monitor inboard axle journal
bearings, final drive units and even gearboxes. It has been made possible
by the use of digital microphones that can withstand diverse environments
and can cope with a much greater amplitude range than previously. The
new microphone arrays are smaller, more rugged and can withstand the
high noise levels generated by engines and slipstream turbulence, whilst
still being able to detect that all-important subtle signature of a bearing in
distress.
WCM
Often deployed alongside RailBAM is Track IQs Wheel Condition Monitor
(WCM) system. Solid-state sensors are clamped to the rails and are used to
measure the rail deflection and vibration as wheelsets pass. Defects such as
wheel flats, spalling and out-of-roundness are automatically assessed.
The WCM is a hybrid system using both accelerometers and strain gauges to
give 100 per cent wheel surface coverage and to resolve multiple defects on a
wheel. This system also measures the loading of wheelsets and alerts can be
raised for vehicle end-to-end load imbalances, side-to-side imbalances and
even diagonal imbalances across vehicles and bogies. Such problems might
occur because of unequal loading, or suspension failures. All measurements
are taken at line speed.
Mortlake.
RailBAM IB - inboard acoustic array.
Disproportionate
RailBAM has so far been deployed in the UK at just three locations:
Swaythling, Mortlake and Kensal Green since 2009 - Swaythling being the first
permanent RailBAM site in Europe and the first dedicated to passenger rolling
stock. WCM systems were later installed alongside RailBAM at Swaythling and
Mortlake in 2012.
The safety and economic benefits are readily apparent, so this begs a
question as to why has there been such a slow uptake in the UK. Its a different
story in Ireland and elsewhere in Europe, where RailBAM and WCM have been
adopted more widely and quickly.
In the UK, we like to talk a lot about the need to adopt new technology
within the rail industry, but we dont seem very good at actually doing it.
Perhaps there should be a better means of incentivising the adoption of new
equipment. In the UK, a Network Rail sponsor is required in order to introduce
new technology onto the infrastructure and gain Product Acceptance. This
applies even if the technology has proven usage elsewhere. At the same time,
Group Standards leave little room for innovation. In the UK, such legislation is
written around the use of HABD and onboard monitoring.
Some European countries have a more open approach. In France or Germany,
for example, if new equipment doesnt introduce new risks and cannot fail in a
way that will adversely affect the existing infrastructure, such as the integrity
of the track or signalling, it is deemed to be off rail equipment and is not
subject to the full suite of legislation that would otherwise apply.
Potential
Nicholas Kay is business development manager, Europe for Track IQ and hes
passionate about safety and maintenance cost reduction. He asks a rhetorical
question: Has the benchmark of ALARP (as low as reasonably practicable)
been redefined by using acoustic wayside monitoring? He expands on this
by saying: The rail industry is, to some degree, complacent, accepting of a
traditional bearing maintenance regime at half-L10 life. The introduction of
predictive monitoring systems should allow us to revisit past assumptions.
In other words, he is advocating a move away from prescriptive maintenance
towards safer and more economical predictive maintenance techniques,
working smarter, not harder.
Nicholas is highly upbeat about the take-up of RailBAM, irrespective of
the potential UK market. So he should be, with strong uptake in France and
Norway in recent years, plus strong growth in the domestic Heavy Haul market
in Australia, as well as volume sales (over 40 systems) in China and (over 20
systems) in India. The future is looking positive for Track IQ.
The RailBAM site at Kensal Green sees over 200 trains per day into and out
of Paddington. It is the busiest RailBAM system Track IQ support across the
14 countries on six continents where systems currently reside. The three UK
sites are monitoring collectively over 74,000 tagged bearings. Other bearings
pass by the systems and are monitored but are not on tagged vehicles. This
means they are not reported to owners, operators or maintainers, which could
be considered wasted data, or potentially even a safety risk. To date, the three
UK sites have seen well over 46,000,000 bearing pass-bys since starting
operation.
After a slow start, it seems highly likely that acoustic bearing monitoring will
become more widely deployed within the UK and Europe. Certainly, as we have
seen, it is justified in terms of cost benefits and increased safety. Clearly, this is
something that the UK rail industry should be making more of a noise about.
 Rail Engineer May 2017 37

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 38 Rail Engineer May 2017
r Control
All unde
A
t around 17:50 on Monday 20 March, six loaded wagons of an eastbound freight train became
derailed as the train passed over East Somerset Junction, between Castle Cary and Frome, while
travelling at about 20mph (32 km/h). The train, the 17:05 service from Merehead to Acton yard,
was joining the up Westbury line from the Merehead single branch line.
There were no injuries. The accident resulted in
substantial damage to the railway infrastructure;
around 100 metres of track including two sets
of switches and crossings were destroyed. Train
services between London Paddington and the
West Country were diverted via Swindon while the
wagons were recovered and track repairs took place
over the following four days.
These are the necessarily stark and clinical
words at the start of a recent industry brief
by the RAIB (Railway Accident Investigation
Branch).
The words say it all. A train came off the line,
caused considerable damage and the line was
eventually reopened four days later.
Relatively straightforward incident
Here at the Rail Engineer magazine we have
covered several mishaps in the past. Mostly
we have concentrated on the engineering
needed to put things right - and sometimes the
engineering that caused the initial problem in the
first place!
This time were taking a somewhat different
approach. This was, after all, a relatively
straightforward incident - albeit reasonably
spectacular.
Were going to look at how the incident was
managed from a railway operating point of view,
rather than the detail of the remedial works.
Why? Well, we feel its useful for engineers to
understand what is going on in the background,
when sometimes it may seem that attention is
on other things.
So, follow us now through the events of
Monday 20 March and get a feel of how the
railway, as a whole, dealt with the aftermath of
the derailment of 7Z15.
The alarm
Neil Latham is the acting senior incident officer
working for Network Rail, based at Swindon.
Network Rail has three levels of incident
command - gold, silver and bronze. Neil carries
out the duties of a gold command officer, taking
on strategic overviews of major incidents.
At almost 6 oclock on the Monday evening, he
was just putting on his coat ready to go off duty
when an alarm rang in the control room.
Think of the alarm that they set off in Star
Trek. Thats the sound it makes, he described it.
This alarm goes off when a drivers emergency
button in a loco cab is hit. There is a direct line
between the driver and the nearest signalbox
with the conversation relayed over loudspeaker
to the Swindon control room.
The alarm got everyones attention. They
listened to the words of the driver who
explained that his train was derailed at East
Somerset junction, that several wagons were
involved and that all lines were blocked.
Neil took his coat off. Going home would have
to wait.
An abrupt and unplanned halt
East Somerset junction lies between
Frome and Castle Cary on the main
line between Reading and
GRAHAME TAYLOR
Exeter. It is the junction between a single
line leading to a quarry at Merehead that
supplies a wide range of aggregates to the
building industry.
Its known locally as Witham, being close to
the village of Witham Friary. To non-locals -
the media especially - it is known as Castle
Cary (which is eight miles away!).
The train in question was bound for
Acton yard in west London and was hauling
around 3,800 tonnes of aggregate, shale,
rock ballast and sand. As it travelled onto
the main line it came to an abrupt and
unplanned halt. The driver applied more
power but nothing happened. The brakes
came on.
Looking out of his cab window, all he could
see initially behind him was a cloud of dust.
As this settled it was obvious that the middle
part of the train was on the floor.
The signaller placed all signals in the area
at danger, although damage to signalling
equipment by the derailment had already
caused signals to go to red.
In the control room, the controllers set
about dealing with an incident that they
could tell from just a few words was
certainly not going to be cleared up in 20
minutes.

Training kicks in
Network Rail carries out regular practices of
train disruptions, and Neil emphasised that
managing an incident is much more about
considering the railway in the future rather than
looking backwards at the incident itself and the
causes of the incident.
The incident has happened. Thats the end
of the matter. Why it happened is for others to
worry about.
If you get involved in analysing causes in the
first few minutes or hours, then the effective
management of the railway as a whole becomes
distorted and very difficult, he commented.
The track circuit diagrams are mimicked in the
Swindon control room and so it was possible to
see what the signaller could see. The diagrams
were quickly photographed and, from those
images, the controllers could understand which
routes in the area were blocked and which were
available. With information gathered from other
boxes, it was possible to tell whether there were
any trains trapped and whether there were
trains that could become trapped. These latter
were diverted and diversionary routes planned
for any following trains.
It is the role of the controllers to sort out
vital details such as driver route knowledge,
platforming, stabling, stock availability and all
the minutia any one of which could prove to be a
showstopper.
In the meantime, the trapped trains had to
be drawn back to stations where passengers
could be disembarked and transferred to road
transport.
Setting all this up has to start straightaway,
as does the briefing of all parties involved.
These included the RAIB, the freight operator,
the passenger train operator, the DfT and the
infrastructure maintainer. The Network Rails
breakdown crane was mobilised.
No rushing off to site
There was intense activity, but none of
it involved a mass exodus to site. As Neil
emphasised, there was absolutely no point. The
site would have been quarantined and, with
several hundred tonnes of steelwork sat firmly
on the floor, nothing was going to move and
nothing could be moved until a detailed recovery
plan was set up.
Around 45 minutes after the incident -
45 minutes that passed pretty quickly - a
conference call was set up with those involved
in the medium and long-term management of
the incident.
During this conference, the appropriate
command structure was confirmed and the aims
and objectives of the operation defined.
Very early on, it was appreciated that the
coming weekend involved some very extensive
engineering work in the area which, in turn,
required a diversionary route over the site of the
derailment. This defined the timescales for the
recovery and reinstatement work.
A basic railway was needed by 22:00 on the
Friday. If this deadline was missed then there
was a real risk that the engineering work could
be disrupted or cancelled.
Again, the natural instinct of people to go and
help had to be curbed. With the short-term
measures already being planned, it was far more
useful to set up rotas and send everyone home
so that they could arrive on site when there
was something to do and to ensure fresh cover
through the incident.
Through the night, controllers worked on the
temporary timetable that would operate over
the next 48 hours.
In the morning, the RAIB arrived and began
its investigations. A small team from Network
Rail was allowed access so that an inventory
could be made of the damage. This enabled a
first stab to be made at sourcing materials and
other resources that would be needed. It was
not a detailed survey, but enough to make at
least an upper-bound evaluation of what had to
be replaced.
Wagon recovery plans
The wagon recovery team was also allowed
to view the wagons so that an outline recovery
plan could be put together. There are two basic
options available. Either a wagon can be re-
railed with its own or with temporary bogies, or
it can be purchased from the owner and cut up
either in-situ or having been placed on adjacent
land.
Each vehicle had its own bespoke recovery
scheme. With the Friday deadline in mind,
the method of recovery for each wagon was
determined by the time that it would take.
Rail Engineer May 2017 39
In the end, Neil recalled, all of the wagons
were railed out despite some of them looking a
bit hopeless.
As the wagon recovery timescale became
clearer, the track and signalling engineers were
able to plan their operations working back from
the 22:00 Friday deadline.
The last wagon was dispatched on Thursday
morning. Track reconstruction took place from
Thursday afternoon and all through Friday.
Access was not an issue as there is an existing
road close to site. There was no need to put in
temporary access over farmland, although the
farmer did benefit from acquiring all the spoil!
Some track materials were on hand locally, and
one of Network Rails main hub depots was not
far away, at Westbury, and it had everything else
that was needed.
By the Friday deadline we had got 50 per cent
of the railway back with full signalling restored.
Of the two lines that come on to the main line,
we had replaced one and abandoned the other
one until a later date.
Passenger services were pretty much
unaffected, apart from a temporary speed
restriction which caused only minimal delay.
The planned engineering works at the
weekend were able to go ahead with the
diversionary routes fully available.
In those minutes immediately after 17:50
on the Monday, not only had a strategy to
maintain the weekend work been formulated,
a functioning railway system had been set up
around the incident site.
The railway can never just stop. There are
people and freight that need to keep moving
and it takes the calm practiced expertise of the
controllers and the incident officers to ensure
that they do.
 40

RoadRail
Rail Engineer May 2017

Cranes
CHRIS PARKER

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

Rail Engineer was invited to attend the

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

Pontypridd Station lift shaft installation.

 Rail Engineer May 2017 41

First steps
Ian Cross and Derek Hook credit Steve with
the original idea that is the basis of the business,
the conversion of rough terrain cranes into road/
rail vehicles capable of working equally safely
and effectively on rail or road. Steve had both
rail and crane operation experience and saw the
potential benefits of this.
As with many a great idea, Steve found that
everyone told him that his just could not be
implemented. Whilst he and his fellow founders
continued earning their living in the crane hire
field, Steve carried on working on solutions to
the perceived barriers, developing answers over
a number of years.
Steve had known Ian and Derek for a good
while and was able to persuade them to join
him, to the extent that they were willing to bet
Resignalling - Bristol.
their life savings on the proposal. Derek had
experience of negotiations with banks to obtain
the kind of hefty finance required to purchase Recent developments Andy came to RRC from a rail industry
cranes and other large items of capital plant. From there the company has grown such background, whilst Royston had worked in the
With his contacts, and expertise as well as that they now have around 60 full time staff, crane industry with Ian and Steve for many
the engineering and operational knowledge of working out of two depots, the one Rail Engineer years.
Steve and Ian, they were able to negotiate the visited in Wrexham and another in Bristol. It has The company has recently formed a subsidiary
necessary loan to cover the purchase of the first recently created the training centre and test called RRC Crane Hire Ltd, the mobile crane
crane and its conversion to road/rail capability. track at the Wrexham site, and has appointed division which specialises in Spierings axle
The crane was acquired in February 2013 two new directors and a training manager tower cranes as well as having a range of other
and was employed on the company's first to support the ongoing development of the mobile cranes including Demag AC1OOs. Ross
job in September the same year, working for business. The new directors are Andy Johnson Kirkpatrick, who has extensive experience in the
Birse at Cardiff on signal gantry erection for and Royston Robins, respectively rail operations field, has lately joined the team to be the director
Network Rail. director and crane operations director. of this division.

Gantry installation Cardiff.

 42 Rail Engineer May 2017

River Chor aqueduct.

RRC has a long list of key clients, including done at the Wrexham HQ. The new test track Site survey/lift plan/contract lifting;
names such as Network Rail, AMCO, Siemens, supports both the training of team members machine controller/craneoperator/crane lift
Alstom, Amey, Carillion, Balfour Beatty, Atkins and the testing of plant. At 100 metres long, supervisor;
and Story. Whilst most of its rail work has with a section canted at 160mm, and having Outrigger mats and standard lifting
been on the GWR, the geographical coverage a simulated access point for on/off tracking accessories;
is wide, including not only Cardiff, Reading and machines, this new resource is going to be a Duplex communications and two-way radios;
Paddington, but London Bridge, Shenfield, significant asset for maintenance and training Spill kits;
Watford, Dover and Chorley. The weekend purposes. Safety harnesses/inertia reels;
immediately following Rail Engineer's visit, the RRC has its own fleet of low-loaders able to Fitters with fully equipped vans.
company was to undertake its first operations transport cranes and other plant quickly and Contract lifting services are available complying
in Scotland. reliably. They also have a fleet of fitters' vans with BS7121 "Safe Use of Cranes". These services
fully equipped to support site works. can include everything from an 'appointed person'
Perfect performance 'RRC always has a director/manager on to road closures and traffic management.
The reasons for this success are related to call whenever work is pending or in progress. Ken Skates, Ian Lucas and Andy Thomas, the
the company' s performance on its contracts. Company policy is that no job will be cancelled distinguished visitors invited to formally open
Andy Thomas said: "They are one of the most or terminated early by RRC without the the new test track, were clearly impressed with
reliable suppliers of plant we have on track." involvement of the on call director/manager, this successful new company on their territory,
The company's safety and performance record who will be available for consultation if any and delighted to be involved in the opening of
since it began operation is exemplary, with no significant issue should arise. the new facility. They toured the site and took
injury or damage incidents, no breakdowns of The company offers the following standard great interest in the people and the machines
plant causing an over-run nor any necessitating services and resources: that were present for them to meet.
a machine to be recovered/towed off site. It has
a clean sheet on run-throughs as well, with no
points run-through by any of its machines.
The directors say that this has been achieved,
first and foremost, by recruiting and employing
the right people on the right conditions,
then trusting them to perform by delegating
appropriate responsibilities to them as they
prove capable.
Good team members are supported by good
training, a commitment recently emphasised
by the new training centre at Wrexham. RRC
can now carry out its own PTS training and
recertification in addition to specialist training
related to its business.
Machine maintenance is undertaken at RRC's
workshops at Wrexham and Bristol by the
company's own fitters. Major maintenance is
Ian Cross, Steve Williams, Ian Lucas, Andy Thomas, Ken Skates, Derek Hook.
 PADDINGTON STATION, LONDON
CHRISTMAS 2016

ROADRAILCRANES.COM
T 01978 852254 E INFO@ROADRAILCRANES.COM
44 Rail Engineer May 2017

Improving Glasgow Subways tunnels

A
t over 120 years old, Glasgows Clockwork Orange Subway tunnel One of the key factors of managing
system is the third oldest underground urban railway still in operation the network is the need to control
throughout the world. Originally powered by a clutch and cable water, and there is plenty of that
system and driven by steam-powered plant between West Street and beneath the streets of Glasgow!
Shields Road stations, the whole system was first updated to electric Ingress of water can affect
power in 1933 and then the line was electrified in 1935. With rolling signalling equipment, damage
stock converted to electric traction, journey times were reduced and brickwork and corrode steel if it is not
the comfort of passengers enhanced. managed. Water ingress has many
likely sources, but remains most
In comparison with other Need for improvement common from burst water mains or
underground networks, Glasgows With passenger numbers swelling underground water courses.
underground has a small tunnel bore to over 13 million a year, a schedule As a result, Freyssinet not only
- only 3.4 metres in diameter in most of works was outlined in 2015 to had to control water, it also had to
locations. Because of this, the scale mitigate any impact from the varied ensure that SPT could continue to
of the track gauge is equally small at surrounding geological conditions. use the network for normal service
only 1,220mm (four feet). As part of a 19.5 million tunnel operations. This meant that all
There are also significant gradients lining improvement project, enhancement and remedial works
as a legacy of the cable hauled system Strathclyde Partnership for Transport would be carried out at night when
is that the stations are on a hump to (SPT) approached specialist civil the network was closed.
aid deceleration and acceleration. Four engineer Freyssinet to survey the Given its expertise in specialist
types of tunnel lining construction tunnels and conduct a series of grouting solutions, and experience
have been used: Brick/Concrete works to futureproof the service as a legacy supplier to previous SPT
Horseshoe, Cast Iron, Brick/Concrete as the citys principal method of grouting projects, Freyssinet and SPT
Circular, and Brick Circular. Much of the transport. turned to Tarmacs Pozament team
tunnels lining is located underneath The project called for upgrading the to supply the materials - Pozament
the water table and housed within a tunnel lining by grout void filling and SPA4 grout along with amended
variety of different ground conditions lining repairs on a scale not previously SPP2X grout for flowing water. These
- including clay, silt and rock. seen on the network. two products truly excel in these
 Rail Engineer May 2017 45

demanding conditions, providing the

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

Change of plan
SPTs original intention had been
to upgrade the Subway without
any closures. However, this was
not possible for the renewal of the
subway access ramps to the depot
and its turnout chambers. Hence the
entire underground network was shut
down in July 2016 which provided
an opportunity for 24/7 access
to the line. As a result, Freyssinet
approached Pozament to supply 12
months worth of material in the 31-
day window.
Whilst supplying the 1,000 tonnes
of grout required for July proved
straightforward, there were several
logistical issues to overcome. There
are no storage facilities available
within the underground network, so
all equipment and materials have to
be loaded in and out of the network at
the start and end of every shift.
From January to June 2016, to
accommodate the limited working
conditions, sacks of product were
manually loaded on to small pallets
and hoisted down the stations
fire escape staircase. However, the
increased product supply for July
would require much more space and
man-power than was available.
Senior Freyssinet project
manager Christophe Zapirain and
his team overcame this hurdle
by commissioning the design,
manufacture and installation of a
bespoke conveyor system fixed to
the soffit of the stations emergency
staircase. The conveyor loading frame
is fixed to a trackway which takes
the load contained within a lifting
stillage, allowing operatives to guide
the load both in and out of the station
platform area. This not only increased
productivity but also reduced
unnecessary manual handing.
Additionally, the design and
manufacture of bespoke access
ladders off station platforms to track
level has provided safe access and
ingress for operatives.
46 Rail Engineer May 2017

The Pozament team came up with

a packaging solution and redesigned
its pallet size to enable whole pallets
to be hoisted down the fire escape
staircases without prior unloading.
This led to significantly faster
installation times, keeping the project
on track and allowing workers to cope
with the extra volumes of material
going through the station.
Freyssinet also commissioned a
bespoke track-mounted heavy-duty
working platform for use within tunnel
sections. This was specially designed
and fabricated to enable remote
drilling, another innovation developed
by the team. Using the drilling rig Despite the significant unforeseen closure was challenging in all aspects
also avoided a significant issue on scheduling changes, Pozament and the Pozament team played a
construction sites, that of hand-arm successfully met the high volume key role in delivering the significant
vibration. product requirements and helped amount of grout materials in a very
With Freyssinet massively up- ensure there was a quick turnaround, short time window.
scaling its workforce to 30 grouting fully utilising the rare opportunity The project is now nearing
teams, Pozament supplied on-the- that the month-long closure completion, with the final stages
job training to ensure all workers provided. being undertaken to rehabilitate the
were fully familiar with the product Christophe Zapirain commented: tunnel lining.
and its application requirements. As The Pozament team, throughout the
such, all planned work was able to be project, has been very proactive to Thanks to John Kennils of Freyssinet and
completed on time by the end of July, assist our teams on site and meet our Alex Wright of Tarmac Pozament for
at no inconvenience to SPT. supplying requirements. The tunnel their assistance in preparing this article.
 ONE THING CONNECTS ALL
THESE MAJOR TUNNELLING PROJECTS.
OUR BESPOKE GROUT FORMULAS.

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 48 Rail Engineer May 2017

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

In times past, the civil engineer would define a structure gauge. Tunnels,
structures, fixtures and fittings would all be outside this gauge. The rolling
stock engineer would design a vehicle that would be inside the structure
gauge based on defined clearances, suspension movements, sways and
throws. In general, the completed vehicle would be deemed compliant if it
could pass through this defined load gauge. Freight wagons would usually
be required to pass through a load gauge before starting a laden journey.
The method for checking the structure gauge, at least on the tube
network, was to use gauging vehicles. These had known and controlled
suspension movements and were equipped with wooden templates
representing the load gauge. Metal fingers were fitted to the templates;
the outside profile of the fingers more or less represented the structure
gauge. As a rule of thumb, if a finger only touched dirt on the tunnel surface
it was OK, if a finger got bent, there was an infringement and if the wooden
template was broken there was a serious infringement!
PHOTO: ANDREW HA
G663 Structure Gauging Car at West Ruislip Depot (1979).
In the late 1980s, so-called kinematic gauging was introduced.
Mathematical models of the proposed vehicle were built which could
demonstrate the maximum movements of the vehicles at any given
location on the railway. This technique allowed clearances to be considered,
location by location with the aim of allowing vehicles to be a little bigger.
Today, much more accurate measuring techniques are available using
lasers, which can produce very accurate 3-D models of the infrastructure.
In general, it is good to ensure the maximum possible clearance between
trains and infrastructure. The key exception is, of course, at platforms
where it is important to keep the gap as small as possible consistent with
not hitting the platform. Both general gauging and the platform-train
interface are covered in this article which is based on a recent lecture at the
Institution of Mechanical Engineers Railway Division.
General gauging
Whatever the organisation of the railway or its project teams, the vehicle
and the infrastructure over which the vehicle has to operate have to be
considered as a system. After a difficult time following privatisation, when
Railtrack had no detailed or consistent information about its structure
gauges across the railway, the Vehicle/Structure System Interface
Committee (V/S SIC) cross-industry group was created with the aim of
improving safety and of making best use of the limited space and load limits
afforded by historic infrastructure.
As is well known, the UKs railways were developed by Victorian
entrepreneurs, and every one was different. Their engineers each had their
own approach to the gauge and all were smaller than would be desirable
today.
For many types of vehicle, a go-anywhere gauge clearance is desired to
deliver flexible operation or to standardise manufacture. The C1 gauge was
an early attempt to do this and many thousands of mark1 coaches were

PHOTO: ECCLESBOURNE VALLEY RAILWAY
A typical Mk 1 coach.
built to this gauge, although it was subsequently discovered that they were
not as go-anywhere as had been thought.
Since its formation, Network Rail has been busy developing the National
Gauging Database (NGD), currently hosted and maintained by Balfour
Beatty. It is a major step forward to know how much or how little space
there is to accommodate trains, but the big challenge is to develop standard
vehicle gauges to ensure they fit at least the vast majority of routes. Before
getting too far into this work, its worth a reminder of the current process.
Todays gauging process
As stated earlier, a healthy clearance between the train and the
infrastructure is good, except at platforms. Allowing for tolerances in
measurement and track wear and tear, the infrastructure is fixed, but trains
move around on the track on their suspension, they might possibly tilt, and
have centre and end throw as they travel around curves. Thus, it is usually
true that a) the space occupied by a train as it travels down the track is
bigger than the static profile of the train, and b) a train takes more space on
curved than on straight track. This is usually demonstrated at the design
stage using the absolute gauging method.
A refinement of the gauging process is where the clearance software
run is made using knowledge of the likely vehicle movements in response
to track geometry along the route, often derived from dynamic modelling
simulation tools such as Vampire. This is known as absolute or sometimes
dynamic gauging. It can take into account, for example, that modelled sway
on straight track is usually smaller than credible worst case maximum sway.
This technique can allow an increase of vehicle size and has often been
used to clear freight trains required to carry standard tall containers. It
is also allowing vehicles that are nominally too large to be successfully
cascaded. An example is the Class 165, 166 DMUs which were built to
take advantage of the more generous Chiltern and Great Western Railway
gauge.
Rail Engineer May 2017 49
The vehicle cross section and geometry, with knowledge of suspension
movements, surveyed track/infrastructure data and vehicle movement due
to cant calculations, are input into a software system, such as ClearRoute,
which then computes the clearances along the route. Where an effort has
been made to maximise the vehicle size, the output will show numerous
infringements of the required clear space (safety margin) and, probably,
some places where the vehicle is predicted to collide with the infrastructure.
Taken together these are exceedances. Experts examine these
exceedances and judge whether there is a problem in practice. For example,
where the vehicle movement at a particular location might be insufficient
to provoke the maximum dynamic movement. Through this process, the
majority of the exceedances are cleared.
For those remaining, options include:
Adjusting the infrastructure - with capital cost implications;
Setting more onerous maintenance limits - with whole life cost
implications;
Imposing a speed restriction - with a whole life service performance
impact;
Limiting suspension travel - possibly harming the vehicle ride quality
everywhere;
Reducing the size of the vehicle - with possible impact on space available
for passengers or freight load constraints.
Clearly the first three are location specific, whereas the last two could help
to resolve a number of exceedances. Resolution of these will require close
co-operation between the infrastructure owner and the train operator/
supplier. As a rule of thumb, one would expect that, for example, platform
nosing stones would be adjusted, whereas boring out a long tunnel is
unlikely to be affordable.
Standard gauges
The absolute gauging process described above is effective, but is a
significant piece of work if a national route availability is required and
traditional static standard gauges do not make effective use of available
space. As gauging is generally carried out during the design, development
and construction of trains, all parties look to reduce uncertainty and cost
whilst increasing size and capacity.
Early projects to simplify the gauging process whilst increasing capacity were
commissioned by RSSB as Research Projects T977 - Development of a Lower
Sector Vehicle Gauge and T978 - Development of New Suburban Passenger
Vehicle Standard Gauge. During this work, V/S SIC began to develop a suite of
dynamic passenger gauges which combine the best of absolute and static
gauging to produce a set of dynamic go-anywhere passenger gauges that
adjust for cant deficiency. This provides a simplified method, but using dynamic
movements which makes effective use of the available space.
 50 Rail Engineer May 2017
Two gauges have been developed - PG1, for 20
metre vehicles, and PG2, for 23 metre vehicles.
There is also a gauge for 26 metre vehicles being
developed to cover such trains as the Inter-City
Express. They were developed using the Kinematic
Envelope Template Technique (KETT) process.
Simply, KETT starts with a template vehicle and
modeled movements but with a rectangular
cross section that is unfeasibly large (akin to a
large theoretical polystyrene block). The vehicle
is then run through software taking into account
throw and dynamic movements with slices being
taken of the rectangular profile as obstructions
are encountered, based on no clearance and
maintaining symmetry. The location and reason
for each slice is recorded. (see below)
Eventually a profile that will fit is developed with
a list of restrictions. These are codified as follows:
Anomaly: There is probably data that needs
to be corrected (for example a bush has been
included in structure data) and should not be
used to define the gauge;
Tight: There are tight clearances that could be
resolved during maintenance or renewal and
they should not be used to define the gauge;
Restrictive: Tight clearances that are unlikely
to be resolved without major work, or are
exception structures (those that will not be
corrected for exceptional reasons such as vast
cost and/or the obstruction being a national
monument). These should be used to define
the gauge.
PG1 and PG2 are dynamic gauges with the
following properties:
They are go-anywhere with a number of
exception structures (see below);
The gauges increase in size with cant
deficiency (CD) or cant excess (CE);
They are based upon a typical vehicle
suspension characteristic, but one which is
particularly soft below 50mm cant to allow for
anticipated innovation in suspension design;
They will not vary with speed, except in so far
as this affects cant deficiency.
Vehicle profiles built to this gauge must be
within the PG1 or PG2 gauge including:
Projections from the vehicle such as CCTV
camera housings;
Wheel/rail clearance;
All allowances and tolerances (such as
suspension setup and body build tolerances);
Width reduction for curves below 120-metre
radius (where applicable).
Vehicles must also comply with the Lower
Sector Vehicle Gauge being the vehicle gauge
to comply with the lower sector infrastructure
gauge (platforms, ground signals, conductor rail,
and APC magnets).
These gauges have been developed using
the National Gauging Database. The results
show which areas of the railway comply (green
on the map) and where there are areas that
need location specific consideration (red). It is
expected that this will significantly reduce the
amount of gauging approval work and increase
the potential for cascade of vehicles built to
these gauges.
A caveat is that these are aspirational gauges
which Network Rail will work towards but,
in the meantime, the industry knows where
restrictions, including exception structures, exist.
Moreover, there is a basis on which to discuss
risks and costs (vehicle size vs. adjusting the
infrastructure) and gauging costs can begin
to fall. As the gauges are used to build rolling
stock and the network is upgraded the system
will realise further cost savings and capacity
benefits.
PG 1 and PG2 gauges have now been
published in Railway Group Standards.
The Platform-Train Interface (PTI)
As stated earlier, platforms are a special gauging
case as it is a clear requirement to minimise
clearance between trains and platforms, whilst
ensuring there is no likelihood of the train striking
the platform. This is easier said than done.
The standard height and offset are defined in
standards, but the overwhelming majority of
Exception structures in the London area.
stations were built long before the standard
was declared and do not necessarily comply. In
addition, there are many platforms on curves,
which leads to larger than desirable gaps, and
other places where restrictive clearances might
define the maximum train width at platform level.
Platforms have to accommodate passenger stock
of different types with a variety of floor heights
and step widths as well as freight trains.
Who is responsible for minimising the gap?
Generally, train operators (TOCs) have a day-
to-day responsibility and routinely measure the
interface, but often have few tools to influence
improvements. This is an area that needs system
solutions and is being actively pursued though the
Industry Platform-Train Interface Strategy.
It is important to note that whatever is done
to minimise the step and gap, it is unlikely that
there will be widespread level access on the
main line network except on lines restricted
to one type of rolling stock, such as Heathrow
Express. Thus there will continue generally to be
a step and ramps will still be required to enable
access by wheelchairs.
A simple PTI gauge.
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 52 Rail Engineer May 2017
Correlation of calculated, simulated and measured gaps and steps at (left) St Pancras Thameslink and (right) East Croydon.
The measurement problem
The infrastructure manager will assess the steps and gaps based on NGD
data and vehicle static step positions whereas the TOC will typically use a
simple measuring tool to measure the steps and gaps along a platform from a
typical train. The TOC process might be carried out at every doorway for each
of the steps and gaps. Each year, the TOC repeats the measurement, perhaps
using the same train and discovers that ALL the values are different and some
may be non-compliant. What has changed? Indeed, how big could the step or
gap be if measured again? In reality, nothing might have changed as none of
the calculation techniques take account of:
Track positional tolerance;
The effect of the variable train position and body roll on canted track;
Passenger loading compressing the suspension;
Vehicle tolerances;
Stopping position;
Platform condition.
It was to try and answer these questions that RSSB Project T1037
Investigation of Passenger Vehicle Footstep Positions to Reduce Stepping
Distances and Gauging Constraints was set up. This project showed that
the factors listed above can influence the measurement and the tolerance
can be significant; up to 50mm - or the difference in length between a UK
size 4 and size 12 shoe.
This is a large tolerance, especially for railways seeking to maintain
the gap below 75mm to enable level access for wheelchairs without
using boarding aids. The range of values that could exist is shown on
the illustration. It is interesting to compare the calculated (0,0 position),
simulated (green spots) and measured (red spots) steps and gaps.
Two examples are shown; a class 319 EMU at Kings Cross St Pancras
Thameslink and a class 377 at East Croydon Platform 2 where the vehicle
leans away from the platform on canted track. The former shows a
reasonably good correlation between simulated and measured (concreted
track, large radius curve) and a huge variation in simulated values for the
latter (legacy track and platforms).
Way Forward
It clearly cannot be acceptable to describe the measurements at a station as:
Step: Xmm + 110mm, -140mm
Gap: Ymm + 190mm, -240mm
Some other technique is needed to help those charged with managing safety
at the PTI.
With the use of probabilistic techniques such as Monte Carlo simulation, it is
possible to assign a probability to any particular dimension. This is illustrated
using an example of the diagonal dimension (the third side of the step and gap
triangle) which can vary between 180mm and 250mm based on the variables
above. What dimension should be declared? Using current standards the
dimension would be quoted as 180mm, but using the simulation, it can be said
with 90 per cent confidence that the dimension will not exceed 230mm. The
difference is significant, and the industry is deluding itself if the conventional
standard is used.
In order to provide a better representation of the gap, a new measurement/
assessment standard is needed to reflect the most likely gaps if the industry
is to solve the gap problem. This has to recognise that static gaps are not
real and neither are current standards. To achieve this, the following will be
required:
A good understanding of the real gap;
Analysis of the real stepping requirements;
Determine the acceptable risk based on real gaps;
Specification of acceptable bounds for real gap.
This will go a long way towards clearly identifying what gaps are, and are not,
acceptable. It will also help in prioritising for action, those gaps deemed not
acceptable.
Positive progress
Dynamic gauge and gauging techniques have shown that they can unlock
additional space and permit cascades beyond those that might have seemed
possible only a few years ago. The application of this technique with KETT is a
useful tool for maximising the space.
The progress made with developing and publishing the two new gauges is a
step forward; they are national gauges albeit subject to Exception structures.
And all this should deliver twin benefits of the maximum vehicle size within
the constraints of the infrastructure whilst reducing the complexity and cost of
the gauging process.
The PTI is a particularly challenging gauging case and probabilistic techniques
are being used to show, by calculation, the likely steps and gaps. This work
should lead to refinements in the safety risk assessment at this interface.
Rail Engineer is grateful to Dr. David Johnson, technical director, DGauge,
and David Buckley, head of engineering solutions, Balfour Beatty. for their
help in preparing this article
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54 Rail Engineer May 2017

LESLEY BROWN

French rail industry

meets at SIFER
T
he UK has Railtex (coming soon), Germany InnoTrans, and France Already used to establish clearly
SIFER. Staged every two years since 1999, the French event is billed as demarked areas by Network Rail,
the countrys only international rail industry trade show. A three-day as well as in Germany, these panels
meeting held in Lille, in northern France, SIFER brings together stakeholders are being tested by French rail
from across all sectors - from industry contractors, equipment manufacturers, infrastructure manager SNCF Rseau
suppliers and sub-contractors to public transport management authorities at two sites in France.
and operators. Like Rosehills other rail products,
the Anti-Trespass panel is made in
Between 21 and 23 March, Dont cross that line! the U.K. from 100 per cent recycled
in parallel to the exhibition, the In addition to its solid rubber crossing rubber. The company buys in the raw
programme comprised a one-day panels, a familiar sight on the UK material, which it then moulds into
conference organised by the French network, Rosehill Rail was showcasing shape. We are the largest user of
Rail Industry Federation (FIF), themed its formidable looking, new format Anti- recycled rubber granules from tyre
sessions, external visits, and an Trespass panel. It not only serves as a and other sources in the UK, as a
awards ceremony. And a new official physical deterrent, but a visual one too, raw material for industrial moulding
partner, the French National Space managing director Dr Alexander Celik applications, said Dr Celik. Last
Agency (CNES), was on board. This told Rail Engineer. year, we utilised, directly within
move comes in the wake of an
agreement entered into between
French Railways (SNCF) and CNES
in 2016. Going forward, they plan to
work together on various projects
such as the use of satellite imaging for
network maintenance purposes.
In the exhibition hall, 24 countries
were represented among the 400+
exhibitors, with one third of the
stands dedicated to rail infrastructure.
Rail Engineer made a tour of the floor
to meet and get a feel of the fair.

our own production facilities, and indirectly on a global
basis, around 25,000 tonnes of recycled rubber across all
product groups.
With track improvements ongoing in many countries,
Rosehill is seeing growth in demand for its rail products
across the globe, particularly in the US and Eastern
Europe. Also in France, where SNCF Rseau is investing a
lot of money - 2.5 billion (2.1billion) annually since 2013
up to 2020 - to bring its network up to scratch, and is
interested in innovative solutions. This explains Rosehills
presence at SIFER, plus the fact there arent any other big
rail fairs in France, as Dr Celik pointed out.
3,000-hour-long coupler
Another interesting discovery was to be found on the
ILME France stand. Thanks to almost four years of R&D,
industrial connections supplier ILME has designed a rail-
specific rectangular multipole connector guaranteed to
withstand 3,000 operating hours in saline conditions - a
significant extension of the usual 500-hour service life.
Destined for both on-board and infrastructure
applications, the E-Xtreme is made from pure aluminium
and treated with a different coating than standard
couplers - a combination responsible for its longer
corrosion resistance.
We developed it after identifying a strong need and
in response to demand by customers for trains/fleets
operating in aggressive environments, such as along
coastline routes where exposure to saline conditions
is greatest, or where humidity is high, like in India for
example, explained Christophe Cornut, product engineer,
ILME France. Another factor is train washing, which
impacts the resistance of couplers.
To date, ILME, which has a U.K. branch in Liverpool, has
sold the E-Xtreme to a constructor in France and it is being
tested by another in the Czech Republic.
Rail Engineer May 2017 55
The Ecovigidrive simulator
for light rail and tram
drivers.
Heads up, hands on
Presented on the Railenium (French research
and test centre) stand, Ecovigidrive has developed
a system to improve the concentration and
performance (eco-driving) of tram and light rail
vehicle (LRV) drivers. Led by Alstom, together with
a cluster of partners, this collaborative effort was
triggered in response to feedback from operators,
drivers, constructors and city authorities.
The three technology bricks making up
the system are a heads up display showing
information in the line of sight, a hapticmanipulatorthat
sends information to the driver through force feedback,
and vigilance control based on sensors integrating human
factors.
They have all been tested by 80 drivers from 10 networks
across France, who each completed a 2hr 15-minute
simulation session, Rudy Dahyot, innovation R&D project
coordinator, Railenium, told Rail Engineer. And, since
February 2017, the heads up display is piloting on Nices
tramway (south of France).
While not the only such platform in the making (there are
several under development in Germany), Ecovigidrive differs
by seeking to keep drivers fully in the loop. We have kept
the human element at the heart of the system, confirmed Part of the popular on-track
Mr Dahyot. display.
 56 Rail Engineer May 2017
Grgoire Goussu of There might be another reason
Altametris. for keeping drivers in the picture. As
recent events (strikes by Transport
for London and Southern Rail over
ticket office closures and doors)
have shown, the rise of automation
technologies in transport is leading
to fears over redundancies and union
action. Yet, according to Mr Dahyot,
drivers gave Ecovigidrive the thumbs
up after their simulation sessions.
They didnt see it as a threat to their
jobs but as a tool for doing them
better.
First stop for this product is
obviously France, where Alstom
dominates the tram and light rail
market (and unions are forces to be
reckoned with!). Yet, given increasing
demand for these types of rolling
stock worldwide, the need for more
efficient operations, and growing
safety concerns, Ecovigidrive may well
create added value for the constructor
when bidding for new tenders beyond
its home turf.
One wonders if this kind of
technology could have helped avoid
the fatal tram accident in Croydon,
last November. Possibly, although it
doesnt control driving speeds, said
Mr Dahyot.
At the time of the Croydon
incident, the vehicle was travelling at
approximately 46mph as it entered
a curve with a maximum permitted
speed of 13mph. In its second interim
report, released in February 2017,
the Rail Accident Investigation Branch
RAIB) is continuing to consider how
the tram was being driven and any
influencing factors, including signage
and other information presented to
the driver.
Drones take off
Already active in the drone, or
unmanned aerial vehicle (UAV) zone
since 2013, SNCF is now upping its
game with Altametris. Showcased at
SIFER, this subsidiary, which officially
launched in January 2017, has a staff of
20 and a flock of 12 UAVs. Essentially, it
is tasked with performing surveillance
(bridges, tracks, vegetation), and
security (degradation) missions.
Of course we cant possibly cover
the whole 30,000km of the French rail
network, said Grgoire Goussu, head
of technical operations, Altametris.
Instead, we take action based on
requests from the different divisions
within SNCF Rseau.
By capturing macroscopic shots
of infrastructure, the UAVs are used
to identify any weak spots. In turn,
this delivers savings when it comes
to deploying maintenance and
repair teams. We can target where
operations need to be carried out,
rather than having to first find out
ourselves, in person, said Mr Goussu.
While Altametris is focusing 80 per
cent of its activities in house for SNCF
Rseau, the remaining 20 per cent will
be dedicated to external contracts both
in France and further afield. For working
abroad, the team is already setting
the scene. We have sorted out the
necessary insurance coverage for UAV
operations, which differs from country
to country, as well as establishing the
levels of liability and ensuring legal
experts are on hand, Mr Goussu told
Rail Engineer.
In the U.K., Network Rail awarded
a UAV framework contract in
December 2014 to four companies
for infrastructure inspections and
land surveys. The three-year national
agreement signed up Cyberhawk, AM-
UAS, the Resource Group, and Richard
Allitt Associates to provide Remotely
Operated Aerial Vehicle (ROAV) services.
Global playing field
Compared to previous editions, there
was greater overall awareness and
discussion at SIFER 2017 of the impacts
of globalisation on the rail market.
During the morning session of the
conference, FIF secretary general
Jean-Pierre Audoux (inset above) kicked
off the day by urging the French rail
industry to step out of its comfort zone
and consider doing things differently.
Philippe Vasseur, special
commissioner for revitalising and
reindustrialising Hauts-de-France
(administrative region, north of France),
insisted small suppliers should develop
a joint approach to R&D and innovation.
Compared to Germany, for example,
French SMEs are too small to meet
specificities at the international level
and those of big customers, he said.
In the face of competition from Asia,
he also put forward an idea, suggesting
big players might cooperate more.
The Bombardier/Alstom consortium
created for the new generation RER
(Paris commuter rail service) trains
shows this IS possible. Over time we
could envisage closer relations between
the top three European constructors.
Next stop, Railtex - 9 to 11 May.
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 58 Rail Engineer May 2017
Railtex
the preview
Railtex - the UKs most important rail
industry trade exhibition is held every other
year, on odd-numbered years, at the NEC in
Birmingham.
This year, Railtex 2017 will be in Halls 3 and
3a of the NEC on 9-11 May, opening at 10:00
each day.
With the rail supply industry being buoyant,
despite Brexit, austerity, the reclassification of
Network Rail, general elections and anything
else that life can throw at it, Railtex looks like
being another good show.
Railtex - the numbers
Around 470 exhibitors will be bringing their
displays, new products and technical experts
to the NEC. Interestingly, 80 of them will
be overseas companies, with actual foreign
addresses. Thats more than ever before, and it
doesnt count those with UK office addresses,
distributors and representatives. These are true
foreign railway industry suppliers who want to
get involved with what the UK is doing - post
Brexit!
This large number of exhibitors will draw
around 10,000 people through the doors of the
show. They will want to see who is there and
discover who is not, inspect the new products
and meet old faces. Because Railtex is all about
networking as much as innovation, renewing
old acquaintances as well as meeting new ones,
cementing existing relationships and forging
new alliances.
There will be speeches to listen to,
presentations to be educated by and panel
discussions to participate in. Forty-five different
companies and organisations will be taking part
in the educational programme, and the theatres
will be overflowing for many of the sessions.
If it all gets too much, there are a couple of
quieter areas to sit down and have a coffee, and
still network.
Railtex - the preview
Rail Engineer, as part of Rail Media, is media
partner for Railtex. This issue comes out a
couple of weeks before the show opens, just as
readers are making their plans on who to see. It
contains a preview of the show, of the keynote
speakers and the seminar programme, and
looks at some of the more interesting exhibits
that visitors may care to visit.
RAILTEX
There is also a look at the Knowledge Hub,
The Platform, and The Track.
Are you interested in worker safety? Fuel
efficiency? Digital innovation? Infrastructure
maintenance? Or train operations? Then there
will be something at Railtex for you - in fact,
probably several somethings.
Railtex - Rail Media
Rail Media will have its own stand at Railtex,
of course - Stand D85. Come and say hello to
the editors and writers who bring Rail Engineer
to life every month. Spend time with the
people from RailStaff and Global Rail News,
and the team that brings you Rail Summits,
the Rail Exec Club and the RailStaff Awards.
The RailSport Games has moved to
Loughborough University this year. The
home of Team GB at the London Olympics,
Loughboroughs world-class facilities will be
open to teams and individuals from across the
rail industry in July. With 15 sports on offer,
and teams from Europe already signing up, it
will be a great competition and a fun weekend.
Come and ask for details at the Rail Media
stand.
On Stand E86, the team from
RailwayPeople.com will be running the
Recruitment Wall, publicising details of
exhibitors job opportunities, aiming to match
those with the skills of visitors seeking career
development.
The RailwayPeople.com team will be on
hand to work with both employers seeking to
recruit rail professionals and visitors looking
to expand their horizons. School leavers,
apprentices, graduates and experienced
railway staff can all drop in to see whats on
offer, while any company in the industry can
also enquire about the best ways to attract
and retain talent.
RailwayPeople.com provides the perfect
platform to fill your vacancies. RailwayPeople.
com know that attracting the right candidates
to your career opportunities is important so
they offer a range of products and services
to help you achieve this. Enjoy Rail Engineers
preview, then come and see for yourself on
9-11 May at the NEC. Its free to register at
www.railtex.co.uk, just remember to do it
before you come as you may be charged on
the day.
 RAILTEX Rail Engineer May 2017 59

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 60 Rail Engineer May 2017
Seminars and Keynotes
As it has done at Railtex (and the sister show Infrarail) every
year since 2009, Rail Engineer will once again be hosting the
technical seminar programme this year.
Most of the talks will be given by exhibitors, large and small,
and from within the UK and outside. Regular show-goers will
find some familiar faces amongst the presenters, as well as
many new ones.
Arranging the keynote speakers has been complicated by
the Prime Minister calling a snap general election. With the
announcement, government departments went into purdah.
This is a time when no controversial comments may be made,
nor can any debate be entered into regarding future government
policy.
This resulted in Rail Minister Paul Maynard MP, who had been
due to open the show, having to decline his invitation. That was
a shame, as he has shown himself to be truly committed to the
rail industry during his time as Minister. Rail Engineer wishes
Paul the best of fortune personally during the election.
Many thanks to Paul Plummer, chief executive of the
Rail Delivery Group, who has stepped up and will be both
Opening Ceremony
10:30 Paul Plummer will welcome visitors to Railtex 2017 and
Tuesday make a few comments on the Rail Delivery Groups role in
09/05/2017 a healthy and vibrant rail industry.
Joining Paul Plummer for the opening ceremony will be
Stephen Brooks, the chairman of exhibition organiser Mack
Brooks, and Railway Industry Association chief executive
Darren Caplan.
Mack Brooks organises successful railway industry
exhibitions around the world, including the French show
SIFER, which took place at Lille in March, and Octobers Expo
Ferroviaria in Milan, Italy.
RAILTEX TECHNICAL SEMINARS
opening the show and delivering the keynote address on the
first day.
At the time of writing, the position of speakers from Network
Rail and HS2 is less clear. Network Rail, since reclassification
in 2014, is now a public sector arms-length body of the
Department for Transport whereas HS2 Ltd is an executive
non-departmental public body, sponsored by theDepartment
for Transport. They may therefore take differing views on the
requirements of the purdah period, but in any event they will be
guided by the Cabinet Office.
All this means that the seminar and keynote programme, as it
stands on Friday 21 April, may well change in the weeks before
Railtex. However, to the best of our knowledge, here is the
programme as it is planned to be.
Whatever happens, there will be a full and interesting
programme of technical presentations at Railtex. Please come
along to hear about all the latest developments, and make sure
that you update yourself by checking the website before you
attend and the information boards in the halls themselves.
Enjoy the show!
PAUL PLUMMER
CHIEF EXECUTIVE
RAIL DELIVERY GROUP
The Railway Industry Association is the representative body
for UK-based suppliers of equipment and services to the
worldwide industry. It has around 200 member companies,
active across the whole range of railway supply, which
represent the greater part of the UK railway supply industry
by turnover. Most large firms are members, as well as a wide
range of smaller companies.
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 62 Rail Engineer May 2017
Remote condition monitoring
11:10 Remote Condition Monitoring (RCM) is not, in itself, a
Tuesday realisable, stand-alone system, but is part of a value-
09/05/2017 added product or service that provides additional
information on its current or future state. It is important
to understand that the overall function and operation of a
product or service does not necessarily need RCM to work.
In the absence of any present or future faults, RCM adds
no benefit to the normal function, however the real world is
not perfect and things do break or wear out and this is where
RCM adds value.
There are two scenarios for RCM to deal with - non-
preventable failure and preventable maintenance. The first
is an unforeseen failure that leads to a loss of function or
performance and tends to be immediate and generally has a
Britain's railway:
Leading change to continue growing and improving
11:50 We are working hard to change the public narrative around
Tuesday the railway, with the Rail Delivery Group leading on Britain
09/05/2015 Runs On Rail and other initiatives. The customer is at the
heart of everything we do - which means that fares, ticketing
and information are key to improving perceptions. We should
KEYNOTE be ambitious about the role of the railway, at the same time
being confident that change can be managed effectively.
These changes require a more skilled and diverse workforce,
since railway companies will differentiate themselves on
service and partnership.
The Digital Railway is key to dealing with the capacity crunch
on the network. Digital technology means that we will be able to
provide more rail capacity but also that we will move towards a
transport system which evolves more dynamically.
The digital railway
Increasing capacity and improving reliability
12:30 The growth in demand on the UKs railways is both
Tuesday undeniable and remarkable, with the rate of growth
09/05/2017 showing no signs of slowing down. To keep pace with
this demand, we have to develop ways of unlocking more
capacity within the confines and constraints of our existing
rail infrastructure; creating new railways simply isnt a
viable economic option across the network.
The concept of the digital railway is critically important to
unlocking capacity whilst, at the same time, reducing costs,
reducing environmental impact and improving customer
experience. Passengers and freight operators will all benefit
from its application. However, we should be clear that it
isnt merely a technological experiment involving complex
systems development; most of the concepts, processes
RAILTEX TECHNICAL SEMINARS
STEVE ROBERTS
HEAD OF ENGINEERING
UNIPART RAIL
high cost penalty. The second relies on being able to predict
a possible future failure from the data provided by the RCM
and therefore can be rectified before loss of function or
performance.
Unipart Rail has developed a system model and
technology platforms for RCM that enables predictive
maintenance and failure management that gives economic
benefit to installers and maintainers and can be applied to
any product or service.
PAUL PLUMMER
CHIEF EXECUTIVE
RAIL DELIVERY GROUP
However, the devolution of Network Rail, the contestability of
projects, and funding pressures means that partnership working
will be even more critical. The supply chain is key to these
partnerships. There is also an opportunity for a more grown-up
relationship with government, setting different parts of the
industry towards common goals and enabling rail companies to
deliver.
There are also opportunities to improve collaboration within
the rail industry. The RDG and the Rail Supply Group are
working ever closer on strategic issues, enabling companies
to innovate.
MARK FERRER
OPERATIONS DIRECTOR DIGITAL RAILWAY
SIEMENS RAIL AUTOMATION
and technologies are already well understood in rail or other
industries.
The deployment of ETCS and traffic management are
essential components to creating capacity on the existing
network. However, ensuring reliability and availability of
the network are also essential to maintaining that capacity.
Data analytics using data points from both the infrastructure
and rolling stock can greatly enhance the quality of asset
performance to ensure the railway availability is maintained.
The customer is at the heart of what we as an industry
do, whether that is a freight customer or a passenger. The
realisation of digital infrastructure will allow a greater flow of
real time data that will enhance the passenger experience.
 RAILTEX Rail Engineer May 2017 63

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 64 Rail Engineer May 2017
Industry 4.0
Embedded technology and condition monitoring
13:10 Embedded technology and condition monitoring
Tuesday functionality are fundamental to successfully achieving
09/05/2017 Industry 4.0-based solutions for rail applications,
by enabling intelligence on maintenance cycles and
requirements to be fed back to those who need this
information in real time.
In his presentation to Railtex, Gavin Stoppel will discuss
how such products and systems are being implemented into
existing rail applications using a Digital Retrofit approach for
a smooth path to Industry 4.0 success.
Rail milling
A key technology in rail asset management
13:50 Milling has been introduced into the UK within the last 10
Tuesday years as a new technology to treat rail for the removal of
09/05/2017 defects and profile correction. London Underground has, on
occasions, employed the technology, Docklands Light Rail
engaged a miller in 2010 to introduce a new profile and,
for the past 12 months, Network Rail has been contracting
STRABAG Rail to deliver milling services on their network.
Further machines are expected in the coming years,
Crossrail has ordered a vehicle and Network Rail is expected
to acquire further capability.
The acceptance of milling technology has been a slow
process and its application has proven challenging, both in
how it is applied and understanding where it sits in the asset
lifecycle in relation to grinding.
Geosynthetics for trackbed applications
14:30 Terram technical expert Pete Stevens will lead this
Tuesday 30-minute presentation on how geosynthetics have
09/05/2017 revolutionised trackbed and permanent way construction
within the rail industry.
Geosynthetics are typically employed for four uses in
trackbed construction; separation of adjacent soil types,
filtration, drainage and reinforcement.
Pete will outline the key considerations for using
geosynthetic products within rail applications, and how a
variety of grade and product choices can deliver customisable
performance on preventing sub-grade erosion and loss of rail
track alignment.
This presentation will also reference the many benefits that
geosynthetics can bring to rail infrastructure projects. These
RAILTEX TECHNICAL SEMINARS
GAVIN STOPPEL
PRODUCT MANAGER
HARTING
The presentation will cover new and developing
technologies such as rugged edged devices, RFID, new
generation intelligent sensors and embedded device
technology. Gavin Stoppel will explore how such technology
can be used on the train and on the platform to create
intelligent, data driven Industry 4.0-based solutions that help
with condition monitoring, analytics and more.
PAUL BAKER
DIRECTOR
BAKERRAIL
In his presentation, Paul Baker will present the technology,
consider the benefits of using it, outline some factors that
need considering in its use and look at a rail strategy model
to place rail milling in the context of a proactive, rail-life-
extending application. Milling may initially be seen as an
expensive and intrusive process but it can, with the right
strategy, become a tool to bring rail defect growth under
control, offering overall longer rail life and solutions where
grinding cannot be applied for safety and environmental
reasons.
The presentation will also look at the use of the Greenwood
MiniProf, a tool that can be used to measure rail when
planning a milling application.
PETE STEVENS
SALES MANAGER
TERRAM SOLUTIONS
include extending track lifetimes, reducing maintenance,
environmental advantages - including carbon footprint
reduction - and accelerating possession times through swift
installation techniques.
Geosynthetics have been widely used within trackbed
applications for more than a quarter of a century, and Pete
will also touch on how product design and new manufacturing
techniques have resulted in recent advancements in product
performance.
A 10-minute question and answer session will enable the
audience to quiz Pete on specific elements of his presentation
and the wider use of geosynthetics in rail.
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 66 Rail Engineer May 2017
Voith DIWARail for Class 158
A proven solution
15:10 DMUs have a long history in the UK, and they will certainly
Tuesday remain in service for the forseable future. Replacing all the
09/05/2017 DMUs from the 80s and 90s could take decades. During
that time, measures will need to be taken to increase their
efficiency, to reduce operational costs and to improve both
their environmental footprint and passenger satisfaction.
In a collaborative trial between vehicle owner Angel Trains,
operator Arriva Trains Wales and Voith as turnkey supplier, a
refurbishment solution for the existing transmissions of Class
158 units was successfully implemented.
Two DIWARail transmissions were installed on a two-car test
train, in only 14 working days, in June 2015. Due to the excellent
performance of the DIWARail transmissions, Angel Trains
and Arriva Trains Wales decided to keep the transmissions
The future of cargo on passenger trains
15:50 During peak hours, trains typically run at full capacity, but
Tuesday many run with empty carriages off-peak. 42 Technologys
09/05/2017 innovative new seating technology could allow train
operators to use the empty space within their carriages to
take advantage of the lucrative and growing eCommerce
market.
Meanwhile, retailers are competing with each other to
offer same day deliveries, and to push back order deadlines
for next-day deliveries. However, this is in direct competition
with the worsening traffic situation and air quality within city
centres.
By creating space within passenger carriages, high-value
goods can be transported direct into the heart of our major
cities - providing retailers with a faster route to the consumer,
Keynote address
10:30 The UK has the safest, fastest growing railway in
Wednesday Europe, supporting more than 4.5 million journeys every
10/05/2017 day - double the levels of just 20 years ago and set to
double again in the next 25 years. Keeping pace with the
existing and forecast demand for both passenger and
KEYNOTE freight rail services in the UK means that Network Rail is
investing billions of pounds in the biggest programme of
modernisation since the Victorian era.
Massive upgrades to the rail infrastructure, such as the
Thameslink and Crossrail programmes, the modernisation and
electrification of the Great Western main line from Paddington
to Cardiff and new routes, such as the Borders railway in
Scotland are just some of the many projects that are being
undertaken by Network Rails Infrastructure Projects (IP) team.
RAILTEX TECHNICAL SEMINARS
THOMAS KRIEGEL
MANAGER RAMS/LCC DEPARTMENT
VOITH
installed after the official end of the trial in May 2016. Both
transmissions have since accumulated over 530,000 miles
without any service-affecting failures.
In Arriva Trains Wales operation, a maximum fuel saving of 16
per cent was measured. However, simulations have shown that,
under certain conditions, savings of more than 20 per cent are
possible.
The DIWARail transmission is just one element in a partial or
total driveline solution - Voith can provide the complete driveline
from the engine through to the driven wheelsets, including the
unique Voith one million mile cardan shafts.
Following these successful trials, the innovative DIWARail
transmission won the Most Interesting Rolling Stock
Development category at the Rail Exec Most Interesting Awards.
DR ZANE VAN ROMUNDE
SENIOR CONSULTANT/HEAD OF TRANSPORT SECTOR
42 TECHNOLOGY
a route to sustainable growth for regional SMEs, additional
revenue for train operators, and cleaner air for all.
Over the last two years, 42 Technology has been developing
an innovative new seating system that can be deployed in a
standard seating layout during peak hours, and then stowed
away to create space for high-value goods within passenger
carriages during off-peak hours. You can visit the 42
Technology exhibit on stand B31 where you will be able to see
a demonstration of the full-size sliding seat system.
FRANCIS PAONESSA
MANAGING DIRECTOR INFRASTRUCTURE PROJECTS
NETWORK RAIL
In the last year, Network Rails IP division successfully
delivered over 5.2 billion in new infrastructure - the equivalent
of 10 Olympic stadiums - through its track modernisation and
electrification programmes, as well as major route and station
upgrades. Yet with pressure on the network to provide more
capacity and additional services over longer periods, projects
have to be delivered in ever-shorter timeframes and at less cost.
Dr. Francis Paonessa, managing director of IP for Network
Rail, will describe the challenges involved in delivering record-
breaking volumes of rail infrastructure, representing some of
the largest construction projects in the UK, on top of a working
railway.
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 68 Rail Engineer May 2017
Maximising asset value in rail:
The role of technology in the digital railway age
11:10 The early rail networks fuelled the Industrial Revolution and
Wednesday the expansion of prominent economies across the world.
10/05/2017 From just 98 miles of railway in 1830, the UK had over
10,000 miles of track just 30 years later. Since then, rail has
been the primary form of long-distance land transportation
for bulk materials and is the backbone of many passenger
transportation systems worldwide.
As the world population increases, the need for efficient
transportation networks is ever more pressing. The challenges
faced by train operators and rail infrastructure owners and
managers increase every year as networks reach capacity and
assets age.
Efficient management of rail assets requires accurate data,
delivered in a timely manner. From feasibility planning through
Low-cost signalling solutions
11:50 The combination of increasing cost pressure and reducing
Wednesday tax payer subsidy is now driving even traditionally
10/05/2017 conservative railways to contemplate innovative use of
COTS technologies, provided it does not compromise their
enviable safety record.
The presentation shows some of the recent work of Park
Signalling, which looks into ways of incorporating modern
COTS technology into potentially much lower cost railway
signalling.
Creating a legacy throughout
the UK through our railways
12:30 Building trains and running train maintenance centres is
Wednesday a key priority for Hitachi Rail Europe and for lots of other
10/05/2017 suppliers and manufacturers at present, but what happens
next?
As we watch one of the greatest periods of growth for
new rolling stock delivery in the UK, alongside HS2 and
new deliverables for a digital railway, we need to ensure
we leave a legacy. This means addressing skills gaps,
supporting local communities and involving people at all
levels of a programme to encourage collaboration. What will
our businesses look like in 20 years time and what impact
will they have? What is the responsibility of the wider
railway industry to support the goals of the community
they serve?
RAILTEX TECHNICAL SEMINARS
LEE BRAYBROOKE
DIRECTOR OF MARKETING
TRIMBLE RAIL
to construction, operation and maintenance, digital technology
is increasingly the lifeblood of the industry.
Information technology has changed at an astonishing rate
in recent years. Hardware and software have both evolved to
the point where millions of data points can be processed every
second, superseding older and more traditional methods of
gathering information as we move towards a digital railway age.
Users of rail data have therefore had to change the way they
work, and to understand the questions they need answered,
before blindly using the same old processes and tools.
With one eye on the UK Digital Railway plan, this session will
review the changing landscape of rail technology for feasibility,
construction, operations and maintenance, highlighting the
relevant key trends.
JOHN SLINN
TECHNICAL DIRECTOR
PARK SIGNALLING
NICK HUGHES
SALES DIRECTOR
HITACHI RAIL EUROPE
As Hitachi expands throughout the UK in readiness for the
start of operation of the new Class 800 and Class 385 trains,
Nick Hughes will reflect on what has worked, how this can
be developed and how projects like HS2 are essential for
developing a multi-skilled and dynamic workforce for years
to come.
Trimble GEDO Systems
Acquisition of detailed information about existing tracks
Adjustment and control of slab track construction
Collection of precise data for asset data management and to check
track clearance
Pre-measurement for tamping machines
Rail
Find out more at www.trimble-railway.com tex
201
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Flexible Solutions For

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TRANSFORMING THE WAY THE WORLD WORKS
 70 Rail Engineer May 2017
SWIFT
Superfast Wireless In-train for Future Travel
13:10 SWIFT is a government-funded Innovate UK project
Wednesday being led by Cisco with a consortium of partners and
10/05/2017 stakeholders.
Designed to highlight a number of use cases for passenger
and operational traffic that would be possible if there was a
constant high-speed corridor available for a full journey, the
project sets out to provide this connectivity as a pre-cursor for
the use cases.
SWIFT is designed to change the game for train-to-trackside
connectivity by utilising high-speed radio techniques as the
primary off-boarding connectivity rather than bonded mobile
channels, although both these and standards-based 802.11
Wi-Fi can be used as backup techniques if the rolling stock is not
on a high-speed radio corridor.
The future for electrification control
13:50 The electrification of the UK railway network has been
Wednesday evolving for over 100 years. As lines, routes and areas
10/05/2017 were electrified, this brought about the establishment of
control systems managed by discrete control rooms. A
collection of 13 such control rooms are currently operated
by Network Rail using electro-mechanical technology
dating back to the 1960s, through early computerised
control to more modern but still isolated computer-based
control systems.
With the advent of modern high-speed/high-volume
data communications networks and powerful computing
capabilities, there is the opportunity to provide a unified
control system for the UK railway electrification estate. Whilst
this is a renewal-driven programme, the delivery of a new
Adhesive bonding - Increasing design options and
product performance for rail assembly and construction
14:30 There are many different assemblies and structures, used
Wednesday in rail applications, that are made from different parts that
10/05/2017 need to be joined together. The use of adhesive bonding
as a replacement for more traditional mechanical fixing
techniques can greatly enhance the design options and
performance of many products.
This presentation will highlight the new bonding technologies
that are available, outlining all the key advantages that such
technology offers to designers, engineers and manufacturers,
explaining the key aspects to consider when selecting the right
adhesive for a particular application.
RAILTEX TECHNICAL SEMINARS
ANDREW LONGYEAR &
STEVE MATTHEWS
TRANSPORTATION SOLUTIONS ARCHITECTS
CISCO
Speeds up to 500Mbps are now proven from a moving vehicle,
the inclusion of some new trackside and on-stock wireless
equipment provide this capability.
The team has architected and built the SWIFT connectivity
solution in a sandbox at the Quinton Rail Technology Centre
at Long Marston, and has been proving the functionality in
advance of live deployment with Scotrail on the Edinburgh to
Glasgow (EGIP) route, which will occur during the remainder of
2017 and 2018.
The session will cover the technical aspects of the design
for on-rolling-stock and headend and discuss the findings and
throughput performance to date.
DR PAUL HODGSON
ENGINEERING MANAGER - NATIONAL SCADA
TELENT
control system represents a unique national, digital railway
opportunity.
The challenge was to develop and deploy a total-system
solution incorporating process, people and, of course,
technology. This presentation will provide an insight into the
journey embarked upon that means a twenty-first century
future-proof platform for the operational management of the
electrification network will soon become a reality.
DR ANTONIO PAGLIUCA
SENIOR TECHNICAL SPECIALIST
3M
It will also highlight the key differences between the major
adhesive and tape types to help end-users make a more
informed choice and achieve the best possible result in their
adhesive bonding applications.
This seminar will also expand on how adhesive technology can
help with lightweighting and review the influencing factors of
product design, environmental conditions and mechanical loads
on long-term performance and durability.
RAILTEX Rail Engineer May 2017 71

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 72 Rail Engineer May 2017
The connected train
15:10 Imagine a smart phone without 3G/4G or Wi-Fi connectivity -
Wednesday how smart would it really be? How much use would it be?
10/05/2017 Smartphones need a network capable of delivering the
content that users demand. Improved connectivity has enabled
everything from real-time mapping to FaceTime calling and
content delivery.
The network has enabled digital disruption, which has
supported the growth of social media with companies like
Facebook and Snapchat delivering new disruptive business
models. The network is an enabling technology, key to the
development of applications and solutions that will transform
the mass transportation sector.
Improving connectivity track-side and on-board will transform
the passenger journey, and collection of operational data will
Rolling stock engineering
Key point for a successful operation in time
15:50 Todays railways operate in a constantly changing
Wednesday environment of rules and customer needs. Because rolling
10/05/2017 stock is designed for a life of at least 20 to 40 years,
operators have to be able to adapt it accordingly .
Rolling stock engineering supports every step of a trains life,
from design to heavy modification if needed. Improving materials
to eradicate critical problems that appear during service is not the
only skill required of a strong engineering department.
Because standards and technology change constantly,
engineers must keep analysing systems and regulations,
anticipating any modifications that have to be implemented. By
staying focussed on the needs of successful train operation, they
can plan both minor and major modifications to keep assets in
prime condition.
Keynote address
10:30 HS2 will transform the way people travel in the UK. The
Thursday economic and social lives of our biggest cities will virtually
11/05/2017 merge as we start to measure journeys between them in
minutes rather than hours. The extra capacity HS2 will
bring is equivalent to more than two new motorways.
KEYNOTE Services will be frequent, reliable and accessible to
everyone, every day of the week. As people change their
choices about where to live, work, study and spend their
spare time, HS2 will prove itself to be a catalyst for growth
across the UK, rebalancing this nations economy away
from an overheating South East and helping to regenerate
the Midlands and the North.
In public, 2017 will be remembered as the year this project
received Royal Assent for Phase One. However, within this
RAILTEX TECHNICAL SEMINARS
MIKE HEWITT
CTO/HEAD OF THE NEXT GENERATION NETORKS
ADCOMMS
improve the efficiency of the rail network. The connected train
will be a smarter train - in the data captured and how its used,
in the opportunity to deliver new services to the passenger,
and in the ability to bring analytics, intelligent sensors and data
sciences to improve the infrastructure.
To deliver a truly connected journey, passengers will use mixed
modes of transportation to provide seamless travel from their
home to their destination. New applications will improve the
passenger experience, with seamless ticketing, smarter parking,
content delivery and messaging.
The future will also bring the use of AI and Deep Learning,
which has the potential to deliver more disruption to our
industry. The network is key to supporting the technologies that
improve peoples lives.
PHILIPPE NATIVEL
ENGINEERING TEAM LEADER
MASTERIS
ETCS signalling is one these future (or even current)
technologies. So engineering departments are already planning
the upgrades that will be needed to be fully compliant with this
new European system. The Siemens E320 high-speed train,
recently introduced by Eurostar, is an example of one of these
successful projects.
ANDREW MCNAUGHTON
TECHNICAL DIRECTOR
HS2
industry, it will be noted as the year we told the world what
we wanted from our new trains, our new stations and our
new railway systems. Royal Assent means its time for us
to deliver on our promises. The start of these procurements
means its time for the UKs railway industry to make some
promises about what it can deliver too.
We have set high expectations of what we can achieve
together. Now we have to work and innovate with the rail,
engineering and construction sectors, as well as technology
developers who may have never built anything for a railway
before, to ensure the experience of HS2 exceeds peoples
expectations.
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 74 Rail Engineer May 2017
Intelligent infrastructure
Intelligent drones, changing how the world makes decisions
11:10 Nearly four decades ago, the information technology
Thursday revolution transformed the global economy, forcing whole
11/05/2017 sectors to re-model how they operated and enabling
organisations to change how they delivered products and
services.
This presentation looks at how today, by combining use of
the latest commercial unmanned aerial vehicle technology
to remotely capture data with the power of cognitive deep-
machine learning, we can approach decision making differently.
Together, these two new technologies provide infrastructure
operators and asset managers with powerful insight into how
structures and equipment are performing. This enables critical
points of failure to be identified earlier, thereby instigating timely
interventions, reducing service outages and improving whole-
Smart steel for sustainable systems
11:50 Modern railways are under extreme pressure to perform.
Thursday Whilst budgets are squeezed and maintenance windows
11/05/2017 shrink, the decisions surrounding spending become ever
more critical. Smart spending on steel can benefit not only
budgets today, but also future finances.
Daniel Pyke, rail product marketing manager for British
Steel, will discuss two distinctly different rail solutions, both
formulated to address specific and expensive industry issues.
Rails must perform whatever the weather, and
environmental conditions can contribute to rail corrosion that
causes costly replacement. Zinoco rail is the result of joint
development with Network Rail to provide protection that
works in real-life aggressive environments. This partnership
approach has delivered an award-winning product into use
The digital railway:
A toolkit of signalling interventions
12:30 The Great British Railway has been transformed over the
Thursday past two decades. Passenger numbers have doubled with
11/05/2017 a long-term outlook for continued sustained growth. The
industry has worked hard to support increasing demand,
creating additional capacity whilst simultaneously
transforming the British railway into one of the worlds
safest networks.
Continued urbanisation and a societal modal shift from road
to rail means that continued growth has become unsustainable.
Despite unprecedented levels of investment, the passenger
performance measure (PPM) is falling.T his presentation will
explain how the Digital Railway is a toolkit of interventions
consisting of:
European Train Control System
RAILTEX TECHNICAL SEMINARS
PHIL STORR
DIRECTOR - UK OPERATIONS
MRL/AERIALTRONICS
life-cycle costs of assets. Capturing data and processing it more
intelligently will empower rail operators and asset owners
to make smarter decisions - in effect, making infrastructure
intelligent.
This is important considering the UK rail network has over
20,000 miles of track and 40,000 structures, all requiring regular
inspection, monitoring and maintenance. Furthermore, when
you consider this work is still predominantly completed through
traditional inspection methods and data processing techniques,
the ability to provide effective and timely business decisions can
be a challenge.
This presentation gives insight into how combining the two
emerging technologies of UAVs and data processing can change
how the world makes decisions.
DANIEL PYKE
MARKETING MANAGER
BRITISH STEEL
across the UK and Europe. If you want to stop rail rot then
Dans talk should be marked in your diary.
Light rail networks and tramways face their own unique
rail challenges. With these firmly in mind, British Steel has
developed a family of rail products that are designed to
minimise the life-cycle cost of grooved rails. The Multi-Life
grooved rail grades provide life extension, both through their
enhanced wear resistance and also via rail reincarnation using
in-track weld restoration to extract every useful tonne of
traffic possible.
Come and meet Dan and our steel team at stand R54 or on-
track, and find out how we can help you select smarter steel
to sustain your system.
CHRISTIAN FRY
DIRECTOR OF STRATEGY & MARKETING DEVELOPMENT - S&I
ALSTOM
Traffic Management System
Automatic Train Operation
Connected Driver's Advisory System
By targeting these interventions, alongside conventional
interventions such as track layout changes, junction and
station remodelling, it is possible to unlock significant capacity
and better manage the flow of traffic through the networks
constraining bottle necks.
This presentation will examine how changing the industry
orientation from the delivery of detailed schemes to the delivery
of performance outcomes can create an environment for
technical, process and business innovation to unlock new sources
of value and ensure the Digital Railway delivers the outcomes
that will support societal needs for years to come.
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Building close relationships and fully understanding
our customers needs are key to ensuring success.
As a new company with 150 years of heritage, weve been
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Were proud to partner Railtex 2017 and provide the track to

showcase the best in UK rail.

FIND US AT RAILTEX
Discover how we can work with you to help you succeed:
ON-TRACK OR AT STAND R54

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 76 Rail Engineer May 2017
Keeping on the right track
How to future-proof your organisation at lowest-installed cost
13:10 In this presentation, Panduits technical systems engineer
Thursday for industrial electrical infrastructure solutions will
11/05/2017 address how the company is continually looking for
innovative ways to develop highly durable and dependable
cable management products, such as cable ties, wiring
duct, and abrasion protection products including braided
sleeving, that comply with latest EN 45545-2 testing
requirements.
To support rail design engineers, Panduit provides complete
EN 45545-2 test data. The companys comprehensive and
high-quality product offering enables rail manufacturers to
use a single source supplier for their projects and ensures that
their organisation is future-proofed to meet and exceed the
ever increasing demands within the industry.
Importance of cable protection and its integrity
13:50 Power and data cables are essential for efficient and safe
Thursday running of our rail network. The consequences of a failure
11/05/2017 could, in many instances, be catastrophic.
Getting cable protection right is vital for services such as
signalling systems, passenger information points, lighting and
security, so it pays to use the correct specification.
It is often not enough just to meet a standard, but rather
there needs to be a real understanding of the hazards faced
by an installation, whether trackside, on rolling stock or in a
station. These could include immersion in water due to flooding,
exposure to UV light, freezing temperatures, attack from rodents,
vandals or cable thieves, protection from electromagnetic
interference, crushing and impact resistance, abrasion.
These risks and hazards are likely to vary considerably in type
Innovation in temporary works within the rail industry
The use of BIM and lightweight composites
14:30 MGF is a UK-based tier 2/3 supplier of excavation safety
Thursday solutions. Within the rail sector MGF is recognised for its
11/05/2017 pioneering use of digital technology and the innovative use
of composites for excavation support.
Stephen Baldwin is a chartered structural engineer with
over 32 years experience in civil engineering design and
construction gained with major contractors including Amec,
Kvaerner and Bechtel. In his talk, Stephen will explain MGFs
digital journey, which starting in 2009 on the M25 widening,
through to its current exemplar position employing web
developers, animators and 3D printing technology.
RAILTEX TECHNICAL SEMINARS
SIMON WESTWOOD
TECHNICAL SYSTEMS ENGINEER
PANDUIT
Simon will discuss some of the challenges designers and
engineers face in their quest to deliver regulatory compliance
at a lower installed cost. He will provide visibility of how the
landscape will look in the years ahead as we approach the
next decade, and outline key considerations that need to be
factored in to assure that organisations have a competitive
advantage moving forward.
IAN GIBSON
TECHNICAL DIRECTOR
FLEXICON
and in magnitude according to the installation, so one system
does not necessarily suit all.
Flexible conduit systems are an effective and convenient
means of providing such protection when compared to many
alternatives. So, for example, it enables cables to be grouped
together and terminated with a single fitting or gland, unlike
armoured cabling.
As getting the specification right for a flexible conduit
system involves more than checking that it meets the relevant
standards, systems are too often tested under ideal situations
that do not match the reality of an installation. This talk will
examine some of the hazards faced and outline best practice
so that future cabling remains fully operational throughout its
lifetime.
STEPHEN BALDWIN
MARKETING MANAGER
MGF
MGF works closely with academia, technical and safety
committees, clients, contractors, subcontractors and their
supply chains to bring technical and safety improvements to
the industry.
This talk will be of particular interest to tier 2 and 3 suppliers
and subcontractors wishing to embrace the opportunities
offered by the digital revolution without committing huge
resources.
 RAILTEX Rail Engineer May 2017 77

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 78 Rail Engineer May 2017 RAILTEX

The
Knowledge
Hub

Railtex
Also at
Knowledge Hub
Then there is a second theatre
that will compete for visitors
attention, at the other end of the
show from Rail Engineers Seminar
Theatre. The Knowledge Hub
(stand S31) has its own keynote
speakers and a range of topics
So far, Rail Engineers preview of Railtex 2017 has focussed on its own that will be covered by well-known
programme of keynote addresses and technical seminars, and a look at industry figures.
around 50 of the more interesting stands. Gordon Wakeford, chair of the
But there is more going on than that. Rail Supply Group and managing
director of the Siemens Mobility
Networking Divison in the UK, will deliver
A regular highlight of Railtex exhibitions is the Networking Evening. Tuesdays keynote on behalf of, David Waboso, managing director
Held on the first day as the show closes, this is a two-hour opportunity and about, the Midlands Engine. of Network Rails Digital Railway,
for exhibitors and visitors alike to mingle and network. There is usually a This government strategy sets speaks on Wednesday. As head
jazz band or similar for entertainment, and it is not unusual to see deadly out actions to address productivity of capital programmes for London
competitors in deep discussion over a beer and a sausage. barriers across the Midlands, Underground, David has already run
There will be other opportunities to network as well. Sometimes it seems enabling businesses to create one digital railway. Now, at Network
as though as much business is being done in the aisles and on the periphery more jobs, export more goods Rail, he is preparing to run another.
of the seminar theatres as on the stands. and services, and grow their Thursdays keynote will be
Quite a bit of it always seems to take place on the Rail Media stand (D85). productivity. Stretching from delivered by Tim Smart. He saw
Editors and writers from Rail Engineer, as well as from RailStaff and Global Shropshire to Lincolnshire, with the plans for phase 1 through
Rail News, will be joined by colleagues from the Rail Summits and Rail the M1, M6, and most major the hybrid bill process as an
Exec Club events and, of course, the RailSport Games will feature strongly. railway lines running through it, the expert witness and was recently
Come along and say hello. Midlands sits at the very heart of appointed as HS2s chief engineer.
the UK economy. Tims subject will be HS2: Moving
On-track from the hybrid bill to construction
The railway comes to the NEC at Railtex as British Steel lays down two and will naturally follow on from
track panels, which other exhibitors use to show off their latest kit. The Andrew McNaughtons speech in
steel sleepers will no doubt be a different colour this year (British Steel the Seminar Theatre.
orange in place of Tata blue) and the rails themselves will be one of the
latest specifications (56E1, grade HP335, Zinoco coated rail with 436 steel
sleepers - apparently). There will also be SilentTrack dampers and a Rail
Technologies representative carrying out track monitoring. British Steel
experts will be on hand to explain whats what.
Holmatro will be using the track to display its new range of hydraulic
tools, including re-railing systems, while Innovative Railway Safety will be
demonstrating how simple it is to install and remove its novel magnetic
safety barriers - apparently 20 times quicker than other barrier systems.
Sperry Rail, Traka-Assa Abloy and TSP Projects will also be among the
companies using British Steels track to show off their wares.
 S:
VISIT U
80
ex / Stand G
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 80 Rail Engineer May 2017
The Knowledge Hub full programme
Tuesday 9 May
11:10 CILT
Julian Worth, Rail Freight Forum
12:30 Delivering the future of Britain's Railway
Gordon Wakeford, Rail Supply Group
13:10 The Platform: Productivity and Industrial Strategy
Panel discussion
13:50 Professional infrastructure engineering
Steve Feathersone & Brian Counter, The PWI
14:30 Crossrail - transforming travel across the capital
Jeremy Long, MTR Corporation
15:10 Industrial Strategy for the rail sector
Panel discussion
15:50 Technology & Strategic Supply Chain partnerships
Andy Doherty, Network Rail
Wednesday 10 May
11:10 Middle East Rail Projects
Mike Shears, Department for International Trade
11:50 Digital Railway Innovation
David Waboso, Network Rail
12:30 UK Rail Research & Innovation Network
Prof Simon Iwnicki, UKRRIN
13:10 Design for Reliability
Kevin Rayment, Network Rail
13:50 RTS - Capability Delivery Plan
Guy Woodroffe, RSSB
14:30 The Platform: Infrastructure
Panel discussion
15:10 Better behaviours build a better industry
Kevin Tozer, Network Rail
15:50 The Technology Development Pipeline
Neil Webster, RSSB
Thursday 11 May
11:10 HS2: latest insights and move towards construction
Michael Hurn, Department for Transport
11:50 Diversity Matters - EDI@HS2
Mark Lomas, HS2
12:30 Skills for the Future
Shamit Gaiger, NSAR
13:10 Rail Delivery Group
Delphine Merlot, Rail Delivery Group
13:50 The Platform: Midlands Engine
Panel discussion
14:30 Integrating Passenger Journeys
Taya Leybman, Arriva
15:10 Testing & Trialling facilities
Amanda Mackie, RIDC & Robert Hopkins
In addition to these three keynote
addresses, there will be other
presentations that may be of interest
to Rail Engineer readers. On the first
day (Tuesday), Steve Featherstone,
programme director of Network Rail
track renewals and also currently
president of the Permanent Way
Institute, will speak on professional
infrastructure engineering.
Jeremy Long, CEO of MTR Corporations
European business, will explain how
Crossrail will transform travel across
the capital, and Network Rail chief rail
technology officer Andy Doherty will
consider technology and strategic supply
chain partnerships.
On the Wednesday, which is
traditionally the shows busiest day,
Professor Simon Iwnicki, well known to
Rail Engineer readers and director of the
Institute of Rail Research, will explain the
UK Rail Research & Innovation Network.
A little later that afternoon, RSSBs Guy
Woodroffe will tackle the Rail Technical
Strategy and its capability delivery plan.
Thursday sees Shamit Gaiger, director
of strategy of the National Skills
Academy for Rail (NSAR), identifying the
skills that will be required in the future,
while train operators will be represented
by Taya Leybman, Arrivas director of
technology and systems.
RAILTEX
Panel discussions
The Platform, a panel discussion on
key topics, will take place every day.
Productivity and Industrial Strategy
will be Tuesdays topic, at 13:10 on 9
May, and this will feature a panel drawn
from NSAR, DfT, Rail Delivery Group,
HM Treasury and the Rail Industry
Association.
Wednesdays Platform will take as
its topic Infrastructure. Adam Cooper,
director of policy and engagement at the
National Infrastructure Commission, will
be joined by representatives of Network
Rail, Transport Scotland and Transport
for the North.
The Midlands Engine, which is the
subject of Tuesdays keynote, will
be looked at in more detail during
Thursdays Platform discussion. The
programme director of Midlands
Connect and the managing director
of Transport for the West Midlands
will join panellists from West
Midlands Rail, Network Rail and D2N2
(Derby, Derbyshire, Nottingham and
Nottinghamshire).
So there will be a lot going on at
Railtex. On the day, visitors will no doubt
find much more to investigate. Product
launches, guest appearances, colleagues
not seen for years - all at Railtex -
Birmingham NEC - 9-11 May.
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 82 Rail Engineer May 2017 RAILTEX

The appliance of
3M science
3M T35

3M will be demonstrating how long-lasting corrosion protection

3M Science can be applied to key
issues currently facing the rail
industry.
Increased Productivity: From
abrasives to paint shop solutions,
3M solutions help make rolling stock
manufacturing, maintenance and
refurbishment processes faster,
and finishing, while also helping to
minimise downtime.
Enhanced Passenger Experience:
Vinyl films and anti-graffiti solutions
keep trains looking smart, while our
noise insulation technologies make
journeys quieter.
Protected Worker Safety: Our

What to see at Railtex?

cleaner and ultimately, more cost- range of comfortable, carefully
effective. designed personal protective
Improved Energy Efficiency: Our equipment (PPE) offers the most
industrial tapes and adhesives effective protection available, with
With over 450 exhibitors, there are certainly plenty of stands to visit. Rail remove the need for heavy products that workers feel good
Engineer cant hope to preview them all, visitors will just have to go around mechanical fixings, while our solar about wearing.
and see for themselves, but here is a selection of the more interesting ones, window films help to reduce heat
from small companies to large, that should give a good flavour of whats on gain and energy costs.
offer. Prolonged Asset Life: From
The full exhibitor list, together with a handy floorplan, is at the end of this infrastructure, including bridges,
preview. stations and gantries, to rolling
The main thing to remember about a visit to Railtex, or any trade show, is to stock and its components, 3M
ask questions, have a good poke about, and try and discover a hidden gem! Scotchkote liquid coatings provide

Solid engineering Recruitment specialists for the

innovation engineering and management sectors

ADComms B81 Advance-TRS F80

ADComms, which includes
companies IPS, AIB and Rail Order,
continues to develop a fantastic
reputation within the rail industry,
with quality delivery and solid
engineering innovation. ADComms,
which is now part of the Panasonic
group, specialises within the rail
infrastructure and rolling stock
markets, bringing decades of
telecommunications, radio and
systems experience.
The group is vendor and
technology-agnostic and able
to deliver innovative technology
solutions via a consultative
approach from design, through
integration, to installation and
commissioning; as well as ongoing
maintenance and support.
ADComms will be showcasing
a profile of products including its
train meeting pod with on-board
technology. Showing samples of
the innovative real time passenger
information systems, advanced
train CCTV and passenger counting
solutions, which are developed
incorporating the latest software
and hardware functionality to future
proof investment in its solutions.
Mike Hewitt, CTO of ADComms,
will also be speaking at Railtex about
how the Connected Train will be a
smarter train.
Advance Training & Recruitment back time and time again.
Services is a niche recruitment Specialist consultants work within
consultancy specialising in the designated teams, utilising expert
provision of highly skilled technical knowledge of their sector to tap into
professionals. Established in a rich network of passive and active
2011 by 20-year expert recruiter, candidates. Their expertise provides
Andy Ridout, Advance provides them with the capability to truly
permanent, contract and understand clients requirements
temporary recruitment solutions to and provide bespoke recruitment
both candidates and clients across solutions to match.
a number of key technical sectors.
Working with some of the
biggest names in engineering on
some of Europes most exciting
infrastructure projects, Advance-
TRS is proud to be a preferred
supplier to more than 100 blue chip
engineering and construction clients.
Outstanding service has helped
the company achieve a 99 per cent
preferred supplier retention rate,
meaning clients choose to come
RAILTEX Rail Engineer May 2017 83

service commitment quality

Experts in... Consult

Signalling Telecoms Design

Transmission
Data & IP, FTNx Integrate
Power DC & AC/UPS
Operational Telecoms Install
Radio & Mobile
Passenger Information Commission
Telecoms Training
CCTV & Security Optimise
SCADA Management
Public Address Support
Civils & Structural
Rolling Stock Engineering Train & Upskill

For more information... Call 01724 292200

Email info@alandickcomms.com Visit www.alandickcomms.com

ARM is an expert technology and engineering
recruitment agency based in Hampshire, boasting
an award-winning team which specialises in rail.
With more than 20 years' experience, we've built a
solid reputation within the industry, sourcing many
talented and highly skilled candidates for some of
the most influential businesses in the field.
We're proud to be exhibiting at Railtex once
again. Being part of this event gives us the
chance to meet and chat with rail professionals
about their next career move, and to discuss
resource requirements with rail companies. We
look forward to seeing you there - at stand K80.
View our current jobs at www.arm.co.uk
 84 Rail Engineer May 2017
Comprehensive
concrete solutions
Anderton Concrete
Anderton Concrete comes to
Railtex 2017 with exciting products
from a substantial portfolio.
With cable theft being both highly
dangerous and costing thousands of
delayed minutes each year, Anderton
offers two pioneering deterrents -
Ander-Loc and Ander-Fin.
Ander-Loc is designed to prevent
the unauthorised removal of trough
Experts in technology and Management of the
engineering recruitment wheel/rail interface
ARM - Advance Resource Managers
ARM - Advance Resource
Managers - has built a very strong
reputation in the rail market, based
around the delivery of some highly
successful packages of work, often
sourcing candidates with a very
niche set of skills.
Proud to work with a broad range
of businesses across a number of
sub-sectors within the rail industry,
ARM supplies talented professionals
to customers who work in multiple
disciplines, including electrification
and power, permanent way,
C11
lids by securing each lid to the
trough, while Ander-Fin utilises a
pre-formed slot in the base of the
troughing unit from which cable
ties/clips can be attached and
secured making quick removal
of large lengths of cable virtually
impossible.
The Anderton stand will feature
Ander-Lift, an ingenious tool for
fast, efficient and safe handling of
troughing, and the Easi-lift trough
lid, which makes finger trapping
during installation a thing of the
past.
There is also a new cost-effective,
lightweight 700mm-wide combined
walkway and trough unit that
incorporates dual compartments to
segregate cables and is compatible
with Andertons range of route
security products.
K80
signalling and telecommunications,
rolling stock, rail stations and
property. The company has
delivered complex assignments
for some of the industrys leading
specialist companies including client
organisations, design consultancies,
cost engineers and contractors.
Experts in supplying people
across all areas of the rail project
lifecycle, ARMs award-winning
and industry-recognised team of
consultants specialises in recruiting
rail professionals, including: project
managers/directors, commercial
managers and quantity surveyors,
cost engineers and estimators,
design managers and design
verifiers.
Advance Resource Managers has
a track record of delivering high
quality talent.
RAILTEX
Award-winning
PPE for women
Arco T41
Arco is the UKs leading safety manages PPE and other indirect
company, distributing a world- consumables usage at the point-
class range of 170,000+ branded of-work.
and own brand products, including RISQS accredited, Total Access
PPE, clothing, footwear and gloves, will be focusing on its Confined
and offering training and expert Space Supervision and Rescue,
advice. The company has recently Rope Access Maintenance and
invested 1 million in its own CCTV Examination Services for
Product Assurance Laboratory to Underground Asset Inspections.
ensure that all products it supplies
are high quality, reliable and safe.
At Railtex, Arco will be showcasing
its award-winning womens hi-vis
hazardwear garments. Working
closely with women within the
industry, Arco has designed a range
to fit a womans body shape, whilst
delivering a high level of protection
to keep them safe at work.
The Arco EDGE 5000 vending
solution is a rugged and versatile
automated dispenser which
Bakerail Services A51
Bakerail Services offers clients of specialist trial systems
specialist and dedicated support in throughout the UK, giving support to
the field of railway infrastructure manufacturing companies, Network
systems engineering and railway Rail and train operating companies.
site management. We specialise in MiniProf digital wheel, rail and
projects where the highest levels brake measurement systems -
of safety, reliability and delivery sole UK agents for Greenwood
to project timescales are key Engineerings MiniProf instrument,
deliverables. used for the management, quality
Our key focuses are on the control, maintenance and wear
operational management of wheel/ prediction of wheels, rail and
rail interface with active involvement brakes.
supporting specialist engineers from
the UK and abroad in this field of
work, including:
Provision of UK rail milling
services - active development and
introduction into the UK of the
European SF02 Rail Milling machine
for rail profiling modification and
management.
Acoustic monitoring - installation
 86 Rail Engineer May 2017 RAILTEX

New PPE range provides Award-winning rails,

outstanding protection and more!
Ballyclare H41 British Steel R54

Ballyclares range of hi-vis PPE
garments, designed to provide
outstanding day-long protection
against the toughest of outdoor
conditions and the most
demanding working environments,
are RIS-3279-TOM compliant,
making them ideal for many
different types of rail industry
applications.
Garments such as our multi-
hazard protection range offer a
unique combination of hi vis, anti-
static, waterproof and breathable
characteristics, and they are
available in both male and female
fit, says Ballyclares Key Account
Manager Maggie Shaw.
Ballyclare has a well-established
relationship with W.L. Gore and
Associates, renowned for its
GORE-TEX Fabrics, and this will be
reflected on the Ballyclare stand.
Visitors will also be invited to
witness the Ballyclare Shower
Challenge, designed to highlight the
waterproof performance benefits
offered by the Ballyclare garments.
The Challenge will highlight just
how the garments protect the
wearer from even the harshest
weather conditions and how
waterproof they are, adds Maggie.
Anyone who enters will have the
opportunity to win a Fitbit activity
tracker.
British Steel will be unveiling its team about the latest developments
new brand to the UK rail industry in track condition assessment.
for the first time on stand R54, British Steel doesnt only make
where the company will be rail. The Construction team will also
showcasing its range of premium be at Railtex, promoting its range
steel products designed to meet of premium structural sections
the needs of the 24/7 railway designed to enhance additional
industry. railway requirements, from bridges
As official On-track sponsor, to gantries and stations.
British Steel will be demonstrating
some of its award-winning
products: HP335, designed for
improved wear and RCF resistance;
Zinoco, the most durable system
available to combat rail corrosion
and the SilentTrack tuned rail
damper system to help reduce
pass-by noise by 3-6dB(A).
British Steels Rail Technologies
team will be carrying out some track
monitoring activities on Railtexs
own track, so feel free to ask the

Modular concrete walls Versatile, high-

look like stone specification enclosures
CPM Group B57 Deltron Enclosures G05

CPMs Redi-Rock modular
concrete walling is ideal for
protecting the rail line against
erosion, landslips and rock falls, as
the big block solution is both quick
and easy to install when there is
limited track time available.
With less disruption to services
through quick and economical
installation in any weather, the
Redi-Rock blocks have the look of
natural stone and are available in
three different faces, (Cobblestone,
Ledgestone and Limestone) so
can blend in with the natural
environment and are versatile
enough to achieve height without
compromising strength.
Each modular block weighs
approximately one tonne and is dry
laid, so walls can be built in a fraction
of the time and costs compared to
other methods, a real benefit when
closing the rail network for trackside
maintenance and improvements.
With its strength and earth
retaining capabilities Redi-Rock
modular walling keeps both the
train and track safe whilst offering a
pleasing appearance.
Deltron Enclosures sealed boxes has the facility to manufacture a
range from general-purpose wide variety of solutions utilising
aluminium to heavy duty, available standard or bespoke enclosures.
from IP54 to IP68, including a For rail monitoring applications,
series with enhanced EMI/RFI Roxburgh EMC can provide noise
protection. These can be machined suppression products to meet
to specification and finished with applicable legislation and ensure
silk screening, painting or chemical systems operate with reliability. Its
treatments for added resistance to industrial and small chassis filters
oils and corrosion should they be offer a range of current and voltage
exposed to the elements. ratings over a wide performance
Enclosures can then be populated range.
with electronic components, PCBs
and associated cable assemblies
as a finished, fully tested enclosure
assembly. They are ideal for sand
hoppers and LED lighting signals,
trackside power systems, wireless
sensors, passenger displays and
more.
For larger control panel systems,
sister company CTL Manufacturing
 RAILTEX Rail Engineer May 2017 87

Electronic Enclosures
for rail applicaaons
Select from an array of enclosures, then allow us to machine and populate
the boxes in-house, with all relevant components for your rail applicaaon.
Deltron Enclosures: Custom Capabiliies:
> Aluminium or Plassc > Machining
> IP54, IP66 & IP68 > Finishing & Painnng
> Heavy Duty Oppons > Labelling & Branding
> Corrosion Resistant > Cable Assembly
> Impact Resistant > Component Sourcing
> EMI/RFI Protected > Complete Box Assembly

Communicaaon Systems Condiion Monitoring Fuel Tanks

Informaaon Systems Lighhng Sensors Signalling
TPWS Trackside Power Wi Systems

+44 (0)1724 273206 | sales@dem-uk.com Stand

www.dem-uk.com/deltron-enclosures G05

Visit Lindapter stand Q51 at www.Lindapter.com

Steelwork Connection
Solutions

Lindapter designed and manufactured a bespoke Hollo-Bolt

expansion bolt for quickly and safely securing the stainless

steel panels on Birmingham New Street Station. The fixing
allowed an uninterrupted mirrored finish faade
as originally envisaged by the architects.

4 Fast installation from one side only

4 High resistance to shear and tension
4 Network Rail and CE Mark approvals
4 Patented heavy duty designs available
4 Free connection design service

Visit Lindapter stand Q51 at Railtex to see Lindapters full range of steelwork fixings.
 88 Rail Engineer May 2017 RAILTEX

Innovative solutions for Tracking trains using

track condition monitoring distributed acoustic sensing
Findlay Irvine L84 Frauscher UK G37

Findlay Irvine has, for over thirty
years, been synonymous with
excellence in switch heating
controllers and rail condition
monitoring. Having supplied over
5,000 data loggers for monitoring
signalling assets, the Edinburgh-
based company turned its
innovative expertise to providing
a wireless interface for the
HPSS Switch Mean which allows
engineers to view and analyse the
performance of the switch. The
success of this project has now led
to a national roll out throughout
the UK network.
As well as this, Findlay Irvine
has recently received approval
for its new device that monitors
rail temperature and critical rail
temperature applications. These
innovatively engineered solutions
offer rail engineers a final solution
which could cut delays and
improve efficiency in term contract
maintenance across the network.
Findlay Irvine continues to develop
and enhance its product range
and look for new applications and
avenues for its technology and
capabilities. Visitors to stand L84
will be able to see the results for
themselves.
Frauscher Tracking Solutions axle counters availability, such as
FTS, the companys latest Supervisor Track Sections STS and
innovation, is based on Distributed Counting Head Control CHC.
Acoustic Sensing (DAS) and can Frauscher Sensor Technology
be used for train tracking, asset has always worked to generate
condition monitoring and security more information with less effort.
applications. It is possible to track Now, with its best-in-class wheel
passing trains, flat wheels, broken detection systems, axle counters
rails, cable theft, vandalism by and tracking solutions, Frauscher
detecting footsteps and various helps modern railways solve
activities, rock falls, animal herds tomorrows problems today.
and more, all in real-time.
At Railtex, visitors to the Frauscher
stand can find out how this and
other Frauscher products can
provide valuable information for
their applications. Experts will be on
hand to discuss proven components
and systems and introduce visitors
to innovative new solutions.
Additionally, Frauscher will present
intelligent functions to increase its

MICA - bringing RFID Custom-made and

solutions to railways safety-critical fabrications
Harting S16 Hepworth Rail D90

Harting, long established as a
major supplier of connectivity and
networking solutions for transport
applications, is featuring new
diversified systems in the fields
of radio-frequency identification
(RFID) and industrial computing for
rail applications.
MICA (Modular Industry Computer
Architecture) is being demonstrated
with an RFID reading system for
both platform and train-mounted
applications. It is an open-
architecture industrial computer
system, designed for harsh railway
environments, that is extremely
compact, robust and virtually
maintenance-free. An RFID system
implemented with MICA at its heart
offers a variety of solutions for
applications such as platform-side
detection, driver authentication and
wheel-rim lubrication monitoring.
With the possibility to retrofit
existing systems with minimal cost
and time requirements, MICA is a
game changer for the rail industry.
Harting is also featuring its
expertise in rail connectivity
systems, including Ethernet
backbone communications using
the Han Modular range of heavy-
duty industrial connectors, rugged
unmanaged Ethernet switches and
M12 circular connectors.
Hepworth Rail is the worlds responding to emergency supply
leading supplier of rail windscreen issues.
wiper equipment and control CNC production facilities link with
systems, and also offers a CAD/CAM packages, supported
total service in custom-made by highly skilled metal finishing
fabrications in a wide range of operatives and welders.
metals and forms. Fully trained in 3D SolidWorks,
Accredited to standards that 2D AutoCAD, design analysis and
include IRIS 2, ISO 9001 and specialist simulation packages,
EN15085, Hepworth maintains the Hepworths design team work
highest levels of quality throughout closely with their clients, suggesting
the business, manufacturing ideas to reduce costs by simplifying
everything from heavy-duty, safety- the manufacturing process.
critical bracketry to cable trays.
New machining equipment enables
manufacture of a large variety of
fabricated components, for both
vehicles and trackside equipment.
Client portals are used to schedule
production/delivery requirements,
with daily or weekly scheduled
deliveries giving flexibility when
RAILTEX Rail Engineer May 2017 89

Simple access
to the information
you need.

Experience the future:

Tel: 01968 671200 Railtex | Stand G37
www.findlayirvine.com 09-11 May | Birmingham

We make it simpler for our customers to

B RI T I SH DE S I GNE D , VISIT US AT
EN G IN E ER ED run, protect, manage and monitor their
AN D M A N UFACT UR ED operational network.

...redesign, STAND D90 & D91

Best-in-class solutions:

replace or refurbish?
ARMS & BLADES

WHEEL DETECTION

WASH TANKS DUAL CONTROLLERS

AXLE COUNTING

WIPER SYSTEMS BRACKETS

TRACKING

PERFORMANCE WIPERS, FABRICATED

COMPONENTS AND ASSEMBLIES

EN150 85

www.frauscher.com
HEPWORTH RAIL
www.b-hepworth.com I N T E R N A T I O N A L
 90 Rail Engineer May 2017 RAILTEX

Depot doors are a New solutions for track

global success measurement and positioning
Jewers Doors F60 Korec G40

Jewers Doors is world-renowned
for high-quality industrial door
solutions, and Jewers Phoenix
range of doors is rapidly becoming
the mainstay of rail depot facilities
around the world. In addition to
major contracts in the UK, including
both Crossrail depots and Hitachis
new manufacturing plant in
Newtown Aycliffe, projects have
been completed and some ongoing
as far afield as Bergen, Doha,
Dubai, Hong Kong, Kuala Lumpur
and Auckland.
Engineered and manufactured
with the highest quality components
and complying with stringent safety
standards, Swift-SEW bi-folding
doors are a world-proven industrial
door solution for train, tram and
metro depots, stabling halls and
workshops. For wider apertures,
where greater flexibility of rolling
stock movement is required,
horizontally moving Osprey and
Kingfisher doors provide versatile
opening solutions not possible with
vertically moving doors.
Not just robust and durable, the
Phoenix range combines aesthetic
appeal, safety and security to
offer rail facilities a comprehensive
package that can also complement
new and existing architecture.
Korec specialises in the provision Two significant innovations
of rail solutions to optimise the rail will also be present at this
lifecycle from feasibility through years event. The fantastic
design, construction and safety new Trimble SX10 offers a true
and maintenance. These solutions 3D Laser Scanner combined
enable users to quickly and with a Total Station, while
accurately capture the data needed Trimbles new Catalyst GNSS
to provide clients with actionable system democratises accurate
deliverables to maintain and positioning and will find a huge
construct railway infrastructure or number of applications in the rail
to manage rail transport assets. industry.
Among the equipment on
show will be the Trimble Gedo
Track Measuring Device (TMD).
This flexible, lightweight highly
accurate and user-friendly
system can be used for a variety
of applications including precise
direct-fix and slab track setting-
out and fast and accurate 3D
track geometry measurement at
up to 2,500 metres per hour.

Flat-pack platforms Clamping solutions save

and refuges
Kwik-Step Modular Platforms & Stairways time and money
Kwik-Step have introduced a range of robust FRP platforms in addition to their modular stairways.
The platforms include refuges, lookout posts and walkways.
Kwik-Step U51 Lindapter International
Kwik-Step stairways are an ideal choice for access to the line-side, but if the location lacks a place of Q51
safety due to degraded embankments, minimal cess or poor visibility a platform can be installed to
provide a quick and cost-effective solution.
Kwik-Step has introduced a range to provide a quick and cost-effective Lindapter, established in 1934, the stand to answer questions
All platforms are supplied flat-packed from stock and all share the same modular design including a
range ofofleg
robust FRPtoplatforms
options in addition
suit different gradients andsolution.
ground conditions. is a global market leader in and launch the new Type HD
to its modular stairways. The All platforms are supplied the design, innovation and brochure specifically for engineers
The platforms and stairways can generally be installed with minimal groundwork within a single shift.
platforms include refuges, lookout flat-packed from stock and all manufacture of clamping and specifiers working in the rail
Visit us on stand
posts U51 to see the products and
and walkways. sharefor
themore
sameinformation.
modular design solutions that provide a faster industry. The document highlights
Kwik-Step stairways are an including a range of leg options to alternative to drilling or welding how the range of Type HD rail
ideal choice for access to the suit different gradients and ground and therefore save contractors clamps provides a quick way to align

line-side but, if the location lacks conditions. time and money. and secure rails, providing a strong,
a place of safety due to degraded The platforms and stairways can At Railtex, Lindapter will reliable and long-lasting connection.
embankments, minimal cess or poor generally be installed with minimal demonstrate its product Visit stand Q51 to pick up your

visibility, a platform can be installed groundwork within a single shift. capabilities in a range of copy of the new Type HD booklet.
connection applications including Lindapters rail brochure will
overhead line equipment, station also be available which includes
buildings, station fittings, facades, a list of Network Rail-approved
depots, low speed rails, rail products.
bridges, access walkways
and structural
reinforcement.
Lindapters
specification
engineers
will be on
 RAILTEX Rail Engineer May 2017 91

2017 Rail Eng - May.indd 1 12/04/2017 22:42:51

Kwik - Step Modular Platforms

and Stairways
Galvanized
Steel Stairways

Lookout Post
Lightweight FRP
Minimal Groundwork
Simple Assembly
Available from Stock
Other Sizes Available

FRP Platform Minimal Groundwork

Simple Assembly
Use Immediately
Range from 12 to 45
Available from Stock

0117 929 1400 www.kwik-step.com info@kwik-step.com

 92 Rail Engineer May 2017 RAILTEX

Investing in the future Tailor-made solutions

to increase capacity for vehicle maintenance
Lundy Projects G30 Masteris F41

Lundy Projects, now entering its
40th year in business, has achieved
and continues to sustain a good
reputation for quality, safety, and
delivery.
With experienced management
in delivering projects such as
Trent Valley Four Tracking, Milton
Keynes Resignalling, Paisley
Corridor, Thameslink, Reading
Station Signalling, Reading Station
Electrification, Great Western
Electrification & Wiring, to name a
few, Lundy continue to build and
expand.
Over the last five years, Lundy
has increased its capacity further,
investing over 8 million in new rail
plant, piling rigs, road rail cranes,
fabrication facilities and a major
investment in a cutting-edge robotic
manufacturing facility to increase
output significantly.
Lundy prides itself on being a
pioneering, innovative company, well
positioned to deliver current and
future projects nationwide.
Masteris excels in every phase of and upgrades using the latest
a rail vehicles life, from design to technologies.
maintenance to refurbishment. A Today, 110 customers benefit
wholly owned subsidiary of SNCF, from tailor-made solutions for
Masteris guarantees rail operators locomotives, wagons, passenger
the highest levels of traffic safety trains, metros, trams in Europe.
and rail vehicle performance.
Whether its goods wagons or TGV
trainsets, Masteris bring with it 70
years of SNCF experience with a
vast array of vehicle types.
Maintenance: From cleaning to
detailed component inspection,
Masteris has the maintenance
centres and field staff to meet
operators needs;
Engineering: Services range from
component design to assistance
with procurement;
Spares: Europe-wide repair and
supply of spare parts;
Equipment modernisation

One-person control Modular excavation

using Megalink support systems
Mechan N10 MGF Excavation Safety Solutions D57

Mechan, the Sheffield-based
lifting and handling expert, will
display a full size, fully functional
demonstration jack that will
showcase its market-leading
Megalink control system. This
synchronises an unlimited number
of jacks, producing a smooth and
safe lift that can be managed by
just one person.
In addition, information on
Mechans entire product range
will be available, along with the
European innovations it supplies
to the UK and Ireland. These
include the handheld CALIPRI laser
measuring device, which will be on
display for delegates to see in action.
The firm was recently acquired
by Frances CIM, which sees
Mechan become part of a group
that undertakes the design and
realisation of railway infrastructure
supply and construction projects
and operates in more than 120
countries worldwide.
Richard Carr, Mechans managing
director, said: We love catching up
with colleagues old and new at this
popular exhibition and, thanks to our
giant yellow jack, youre unlikely to
miss us!
MGF specialises in the design, rail sector spans both major civil
manufacture and provision of engineering infrastructure schemes
modular and bespoke excavation through to Network Rail-managed
support systems in the UK. improvement projects delivered
The company is committed through over control periods.
to providing rail customers
with completely engineered
safety solutions for all types of
excavation works.
The lightweight GRiPSHORE
product range enables the
rapid creation of a safe working
environment in shallow, confined
excavations and has the unique
quality of being electrically non-
conductive, which is particularly
useful for rail projects. It can be
transported easily and installed
manually whilst matching the
durability and strength of traditional,
heavier aluminium support systems.
MGFs capability to service the
/ RAILCAR LIFTING JACKS
/ BOGIE/EQUIPMENT DROPS
RAIL DEPOT
/ TRAVERSERS LIFTING & HANDLING
/ TURNTABLES
/ BOGIE TEST MACHINES
EQUIPMENT
/ UNDER CAR EQUIPMENT
HANDLING
/ RAIL DEPOT WORKSHOP
EQUIPMENT

E: info@mechan.co.uk
W: www.mechan.co.uk
T: +44 (0)114 257 0563
 94 Rail Engineer May 2017
Regulatory compliance
at lowest installed cost
Panduit
Panduit enables developers to
organise, connect and protect
electrical systems with confidence.
Panduit delivers solutions
including a broad selection of
wire harness, heavy-duty cable
management and control panel
solutions that help customers
meet design, quality and regulatory
requirements in a timely and cost-
effective way. With automated
tooling, technical support, and
worldwide availability of quality
products, Panduit is a single-
source partner to rail operators
and contractors worldwide.
More than just the
Stourbridge Shuttle
Pre Metro Operations
Pre Metro Operations provides
innovative light-rail services as
a low-cost alternative to current
heavy rail, or as a solution to
reopening parts of currently closed
sections of railway.
Currently, the company operates
the Stourbridge Shuttle, a small
rail link between Junction and
Town stations in Stourbridge, using
C69
The Quick-Build Harness
Board System is a revolutionary
modular, expandable solution
consisting of reusable grid tiles
with specially shaped holes that
accept repositionable accessories
to improve the productivity of wire
harness build time by up to 18 per
cent compared to plywood board
and nail method.
Savings of up to 65 per cent can
be achieved with more than 50 per
cent in storage space savings.
The Quick-Build System
elevates harness routing above
the grid tiles, allowing wire harness
manufacturers to use Panduit
Automatic Cable Tie Installation Tool
(PAT), which is six times faster than
conventional cable tie installation
systems, further improving
productivity.
J91
bespoke vehicles, in partnership
with London Midland. The service
is operated by Class 139 Railcars,
which allow an intensive 10-minute
frequency, are very environmentally
friendly and are easily accessible
with flat-level entry for wheelchair
users and buggies. Reliability is
excellent - between 99.7 and 100
per cent!
The success of the service at
Stourbridge has led to interest in
operating schemes elsewhere in
the UK. Pre Metro Operations is the
preferred operator of a proposed
scheme in Preston, which has
recently been given permission to
establish a demonstration operation
in the city, while a projected light rail
scheme in Hereford city centre is the
latest proposal to suggest Pre Metro
Operations involvement.
Unique Econect pin-brazing
bonds to steel rails
Park Signalling
Safetracks patented pin-brazing
method, Econect, fastens
electrical connectors to steel
constructions, such as rails,
without the need for drilling holes.
It is ideal for connecting signal
bonds, rail bonds, power and return
bonds and for grounding cables.
The bonds take only seconds to
apply, in any weather, and are robust
enough to stand the everyday
rigors of an operational railway
environment. Reduced time on site
not only makes this method very
cost effective, it also minimises
the risk to operators from being
trackside.
A special brazing pin with a silver
solder (melting temperature is less
than 700C/1300F) melts down
in the cable lugs hole and creates a
brazed Silver Connection between
Wiper systems with
outstanding performance
PSV Wipers
PSV Wipers, the Worcester-based
windscreen wiper specialist,
has been developing and
manufacturing quality wiper
systems and components for over
35 years and has over two decades
experience working within the
international rail industry.
In recent years, PSV has been
approached by a number of train
operators and maintenance depots
that were experiencing service
issues with old pneumatic wiper
systems (even when supplied direct
from reconditioning).
In response, PSV developed cost
effective plug and play pneumatic-
RAILTEX
R11
the cable wires and the piece of
steel, which provides an extremely
low transition resistance.
Econects revolutionary Li-ion
Nano technology battery enables
each unit to apply 50 brazings from
a single charge and has resulted in
a highly portable unit weighing less
than 10kg.
M60
to-electric conversion kits in
2012. The compact mechanism is
specifically designed to fit into the
same space occupied by the locos
original pneumatic system.
Working in collaboration with
UK operators, a comprehensive
development and testing
programme was undertaken, with
the first kits shown publicly at the
2013 Railtex show. Since then,
the increasingly popular systems
were again well received at the
2015 Railtex show and will feature
prominently on PSVs 2017 stand,
along with wiper arms and robust
stainless steel wiper blades.
Time to upgrade your wiper system?

Arms
Blades
Motors (24v and 110v)
Linkage systems
Components & spares

Replace your pneumatic wipers with one of

our electric motor conversion kits
Pneumatic windscreen wiper systems have been around for decades. When new, they work well, but as
time progresses they can become prone to failure due to system leaks. Failed wipers result in inoperable
trains, causing service disruption (costing both time and money).

Thankfully, theres an economic alternative. With over 35 years experience producing complete wiper
systems, PSV Wipers Ltd have developed a number of conversion kits specifically for older rolling stock.
These are a direct replacement for your existing pneumatic system. Theyre reliable, easy to retrofit and
can save thousands in maintenance costs and lost operating time.

PSV have been developing and manufacturing robustly engineered wiper systems since 1980, supplying
new and replacement components and systems for UK and international OEM train builders, fleet
operators and fleet support distributors. Our products are designed to improve reliability and lower
Life Cycle Costs.

Why not discover the benefits of electric wiper systems?

Call us today and ask for our Rail Specialist, Paul Curry.

PSV Wipers Ltd, Navigation Road, Diglis, Worcester WR5 3DE, UK

Tel. +44 (0) 1905 350500 sales@psvwipers.com www.psvwipers.com See us on stand M60

Photo reproduced under the Creative Commons Attribution 2.0 Generic license. Credit Phil Sangwell.
 96 Rail Engineer May 2017
Get ready for the
RailSport Games!
Rail Media
Rail Media is proud to be media
partner for Railtex once again.
A long and close relationship
sees Rail Engineer organising
and presenting the keynote
and industry presentations
in the Seminar Theatre while
RailwayPeople.com powers the
Recruitment Wall, where exhibitors
can advertise their latest jobs for
the duration of the show.
RailwayPeople.com Railway Industry
Careers and recruitment wall Association at Railtex
The Recruitment Wall
Powered by a live feed from
RailwayPeople.com, The
Recruitment Wall forms an area
publicising details of exhibitors
job opportunities, aiming to match
those with the skills of visitors
seeking career development.
Exhibitors are encouraged to
display up to five vacancies free
of charge. With more than 450
D85
The main thrust of the Rail
Media stand will be to promote
the RailSport Games. Moved to
Loughborough University this
year, home of Team GB for the
2012 Olympics, 15 different
sports will be contested by
individuals and teams from
across the rail industry over the
weekend of 8-9 July.
Visitors will also be able to
speak directly with the editorial
teams from RailStaff and Rail
Engineer, and also meet the
organisers of the popular Rail
Summits and Rail Exec Club.
This years RailStaff Awards
will bring 1,000 people to
Coventry in October for the
industrys biggest awards
evening and party. Have you
nominated anyone yet?
E86
exhibitors at the show, that adds up
to a lot of jobs!
Staff will be on hand to work
with both employers seeking
staff and show visitors looking
to expand their horizons. School
leavers, apprentices, graduates and
experienced railway staff can all
drop in to see whats on offer, while
any company in the industry can
also enquire about the best ways
to recruit.
This is a great opportunity for
Railtex exhibitors to take the
plunge without incurring cost,
and for everyone to consider new
opportunities. What do you have
to lose?
Located on stand E86 in the main
hall at Railtex, the Recruitment
Wall is available throughout the
exhibition.
RAILTEX
Grow your business,
export and innovate
Rail Supply Group A15
The Rail Supply Group, working in officials. Let Government know how
partnership with the Department your business could grow, export
for Transport and the Department more and innovate in a one-to-one
for Business, Energy and sessions with officials.
Industrial Strategy, is a joint
initiative between Government
and industry to strengthen the
capability and competitiveness of
the UK rail supply chain to grow
business at home and abroad.
Its sector strategy sets out our
long-term commitment to increase
manufacturing and innovation
capability to support UK economic
growth.
At Railtex, the Rail Supply Group
will be in inviting Railtex delegates
to share their views on how the
rail industry can create more jobs,
export more and support the
economy with a series of drop-in
sessions with leading Government
Railway Industry Association M02
The Railway Industry Association RIAs activity this year includes
stand will be in its usual location arranging appointments with rail
by the entrance, ready to sector experts from around the
welcome existing and potential world for the Department for
members in the UK supply chain. International Trade, organising a
Many of the UK exhibitors at series of informative seminars in the
Railtex are Association members Knowledge Hub, and supporting the
and the RIA team plays a strong Rail Supply Group.
role in the event, providing a focal Railtex also offers the chance
point for networking and helping to meet with RIAs new Chief
overseas delegations to find UK Executive, Darren Caplan, who will
suppliers. be helping open the event.
Excellence in
Engineering

Lundy Projects Limited

195 Chestergate
Stockport
SK3 0BQ
Tel: 0161 476 2996
Email: mail@lundy-projects.co.uk
Find us on Stand G30 Website: www.lundy-projects.co.uk
 98 Rail Engineer May 2017
Powering the rail industry with rugged solutions
Relec Electronics
Relec, based in Dorset, is
a specialist supplier to the
rail industry that offers a
combination of a broad range
of railway-specific electronic
equipment. This is manufactured
by a discrete number of specialist
companies to meet the industrys
exacting requirements and is
supported by Relecs own team
of highly experienced, qualified
engineers.
Compliance to national and
international standards, safety,
reliability and high performance are
the key attributes at the heart of
the products and services offered.
Power conversion products
Products supplied include
rugged high-performance power
conversion products, AC-DC
power supplies, DC-DC converters,
DC-AC inverters, displays, EMC
filters and vandal-proof switches.
Solutions are available for trackside
equipment applications running
from an AC or DC supply as well as
for train-borne duties operating
from all common DC traction
supplies from 24V to 220V DC.
Products offered for rail
applications are compliant with
national and international railway
standards EN50121-3-2 and
EN50155. The comprehensive and
easy-to-navigate website shows
the particular standard to which a
product is compliant and whether
it has been listed by Network Rail
PADS (Parts and Drawing System).
Complementing the power
supplies is a comprehensive range
of EMC filters from 0.5A to 1100A
for DC, single-phase and three-
phase applications.
Displays and
touch panels
The portfolio extends beyond
power conversion products and
includes a wide range of the latest in
TFT displays (above). These feature
both projected capacitive (PCAP) and
resistive touch panel technology,
together with enhancements for
optimum daylight and sunlight
viewing, and which allow the
modules to be used in extremely
harsh and mechanically demanding
environments.
Displays, which may range
in size from 4 to 42, include
custom-built machined cases
and are usually tailor-made to the
application. Monitors deployed
in high-use areas will need anti-
finger marking treatments and
perhaps resistive touch, PCAP and
anti-reflective coatings.
The following application
examples illustrate how
appropriate solutions were
selected to meet particular
customer requirements.
Case Study 1: 110V DC supply
voltage from an AC supply
The requirement was to simulate
the 110V DC train-borne supply
voltage from a DC supply. A simple
and quickly available solution had
to be found but, in addition, the
solution had to be robust and
installed in a mobile transit case
without posing any sort of
reliability risk.
drivers sunblind a simple manual
design required a switch-operated
The Excelsys Ultimod
configurable power supply
(below left) offers field proven
reliability and a five-year warranty.
The Ultimod family comes in two
chassis sizes - powerPac sizes: UX4
- 600W, UX6 - 1200W. The UX4
can be populated with up to four
powerMod modules, the UX6 can
accept up to six.
Case Study 2: Trackside 48V DC
battery pack supply unit
As part of an upgrade to a new
SCADA (Supervisory Control and
Data Acquisition) system to control
traction power and distribution,
a client working for Network Rail
needed to provide the means to
power a 24V DC system from the
trackside 48V DC battery-backed
supply using an EN50121 compliant
solution.
The Q series from Bel Power,
which had the additional benefit of
being approved by the Network Rail
PADS (Parts and Drawing System),
was selected. These extremely
compact DC-DCconverters
incorporate allthe necessary input
and output filtering, signalling,
and protectionfeatures, and
provide important advantages
such as flexibleoutput power
through primary current
limitation, highefficiency,
excellent reliability, very low ripple
and RFI noise levels, full input
to output isolation, negligible
inrush current,overtemperature
protection, and input over-/
undervoltagelockout. The converter
inputs are protected against
surgesand transients occurring on
the source lines.
RAILTEX
N68
Case study 3: Bel Power Q
Series DC-DC converter -
Ensuring driver comfort and
safety
A motorised sunblind was under
consideration for the drivers cabin
to replace the manually operated
chord and pulley system. The new
solution powered from the traction
battery supply.
Modern railway locomotives
provide a tough electrical
environment for any electronic
equipment. In this case, Bel
Powers Q series DC-DC converter
({below right) was selected as it
is reliable with proven extended
MTBF levels and capable of dealing
with voltage fluctuations and
inrush current requirements.
Ultra-wide input DC-DC
converters from Mornsun
The URB series from Mornsun
is a range of rugged ultra-wide
input DC-DC converters which,
when used in combination with
the specially designed FC series
input filters, conforms to the
requirements of EN50155 and
RIA12 for railway applications.
The product has a wide range of
input voltages including the most
commonly used traction battery
voltages with an equally wide
range of output voltages.
Applications include passenger
reading lights, on-board Wi-
Fi and passenger USB
hubs.
Redi-Rock modular retaining wall system
.....with the look of natural stone! Rail Products

Build Faster
Build Leaner
Build Greener
Build Quality
Build Smarter
Build to Last

1066kg

Dry laid one tonne large interlocking concrete blocks

Download BIM and free Redi-Rock
design software at www.cpm-group.com
Extremely fast and easy to install
Can be built in any weather
Standard blocks.... no waste
Produced from 40% recycled materials
100 year design life
Gravity and reinforced earth walls available
Designed in accordance with BS EN 1997-1:2004
Installation support or full installation service available
Full design service supported by professional indemnity insurance

Now available in three natural finishes...

Ledgestone Cobblestone Limestone

To find out more see our

website or call our sales team.

T: 01179 814500
F: 01179 814511
E: sales@cpm-group.com
www.redi-rock.com
www.cpm-group.com
Concrete for Life
 100 Rail Engineer May 2017 RAILTEX

New heavy-duty Bespoke speed-sensing

modular RRAP solution solutions
Rosehill Rail N31 Rowe Hankins K61

Rosehill Rail, the leading level
crossing systems provider, will be
showcasing its range of modular
rail crossing solutions including its
new Interlocking RRAP system.
A heavy-duty modular solution,
the Interlocking RRAP system
has been designed specifically to
accommodate irregular sleeper
spacing, making it ideal for
permanent, semi-permanent and
temporary road/rail access points.
With steel rods moulded into each
solid rubber panel, the Interlocking
RRAP system is ideal for getting
RRVs and other heavy machinery
onto the track again and again.
Customers using the system
can install a 10.8 metre road/
rail access point in less than 90
minutes, minimising disruption
and significantly reducing costs
compared to traditional concrete
and other modular systems.
Rowe Hankins will showcase its Committed to speed sensor
range of innovative on-train and advancement, Rowe Hankins
trackside safety products. The continues to invest in new rail
company, based in Bury, north technologies and is currently
Manchester, will highlight its skills carrying out extensive research and
in the design, development and development to ensure its speed
manufacturing of safety critical sensor solutions effectively respond
rail products, including speed and to the demand for rail technology
direction sensors, current monitors that both increases utilisation and
and wheel flange lubrication, all of improves safety.
which will be exhibited at the event.
Experts in speed-sensor
technology and its applications,
Rowe Hankins engineers can
provide bespoke speed sensing
solutions. Robust and with a long
life expectancy, the sensors are
a cost effective solution and are
currently used by world leading train
companies, including the London
Underground, Alstom, Bombardier
and Siemens.

Bearing technology Bringing 75 years of

for tomorrow innovation to the UK
Schaeffler UK Q10 Stadler G80

The Schaeffler Group makes
high-precision components and
systems for engine, transmission
and chassis applications as well as
rolling and plain bearings for a large
number of industrial applications.
The technology company
generated sales of approximately
13.3 billion in 2016, making it one
of the worlds largest family-owned
companies. It has a worldwide
network of manufacturing locations,
research and development
facilities and sales companies,
employing around 86,000 people at
approximately 170 locations in over
50 countries.
The Industrial division supplies
components and systems for
around 60 industrial sectors
worldwide, with a range including
miniature bearings only a few
millimetres wide through to
large-size bearings with an outside
diameter of several metres.
Individual rail traffic applications
are developed in close partnership
with manufacturers and operators.
The product range includes axlebox
bearings, traction motors and
gearbox bearings from the FAG
brand, complemented by bearings
and components from the INA
brand for railcar connectors, braking
or door systems.
Stadler has been manufacturing passenger and freight services
cutting edge rolling stock for the across the country, while its Class
last 75 years. From a small family 88 electro-diesel will soon be in
firm in Bussnang, Switzerland, it operation as a true dual-mode loco.
now has over 7,000 employees Stadler will also supply 17
in over 30 countries, providing underground trains to Glasgow
innovative solutions to meet Subways unusual specifications and
unique challenges rather than is delivering the UKs first tram-
relying on off-the-peg products. trains to Sheffield.
Its this expertise which Stadler is
bringing to the UK.
Stadler has just secured an
agreement with Merseytravel
worth up to 700 million to build
and maintain 52 metro trains. In
addition, a 610 million deal with
Greater Anglia will see Stadler
deliver 58 FLIRT electric and bi-
mode multiple units.
Its Class 68 - the most powerful
production diesel locomotive to run
in the UK - is already transforming
Mobility for tomorrow

With a track record of over 100 years dedicated to

anticipating and solving tomorrow's challenges ahead
of the rest, Schaeffler is a preferred development partner
for rail sector manufacturers and operators worldwide.
Future trends are clear ...

Increasingly intelligent rail systems require revolutionary

lifecycle management of tomorrow's demands on bearings
and mechatronics.

Maintenance management is being revolutionised by using

Schaeffler condition monitoring products and services.
Schaeffler remotely evaluates complex volumes
of real-load data to determine requirement-based
maintenance. In this way maintenance intervals
can be reliably extended, leading to greater rolling stock
availability, safety and overall cost savings.

The mobility of tomorrow must be more sustainable, more efficient,

quieter and safer. Whether you are a high-speed, freight or local
transport provider, we look forward to sharing our comprehensive
technical expertise.

Stand Q10 at RAILTEX | www.schaeffler.co.uk/railway

 102 Rail Engineer May 2017 RAILTEX

Comprehensive service High-quality galvanised-

solutions steel security products
Sulzer P11 Technocover F17

Sulzer, a turnkey rotating
equipment service supplier to the
rail industry, will be highlighting
its wide ranging expertise. Highly
regarded due to maintenance
experience of rotating equipment
spanning over 150 years, show
attendees will have an opportunity
to discover how Sulzer quality
greatly extends component service
life in rail applications.
In a sector where reliability and
the preservation of schedules
are paramount, Sulzer offers
the responsiveness and quality
of service to ensure the utmost
performance of equipment. During
the exhibition, Sulzer will highlight
its wide range of support for traction
motors and armatures, traction
coils, commutators, impellers, fans,
auxiliary motors and bogie modules
with some exemplified in a range of
models and stand themes.
Equally adept in servicing electrical
or mechanical equipment, Sulzer
can offer maintenance, design and
testing services from a number
of key 24-hour service centres,
operating around the clock to ensure
short lead times and maximum
uptime for end users and their
rolling stock.
Technocover, incorporating steel access products. This provides
TechnoRail, has been designing clients with the confidence that the
and manufacturing innovative steel products and services provided are
access products since 1993. In assured by third party accreditation.
that time, the company has gained For above ground, below ground
a reputation as the UKs leading and building hardening, new build or
supplier of third-party accredited retrofit, Technocover has unmatched
physical security galvanised design, production and installation
steel access solutions for asset capabilities to deliver right-first-
protection. time, lowest total cost security
Working for almost every type of solutions answering every physical
industry in the public and private protection challenge, to any scale.
sectors, Technocover engineers a
unique range of accredited security
products to meet the latest asset
security standards. The adaptability
of steel products means the most
complex design criteria can be met.
Technocover has the widest range
of accredited LPCB (Loss Prevention
Certification Board) tested and
certified high-security galvanised

New features for station Specialist flooring for

management metros and other trains
Telent L31 Treadmaster Flooring B85

Telent, the managed services and
whole life asset management
specialist, will be showing its
station management system,
MICA, at Railtex, including new
features that have been added for
Bank and London Bridge stations,
the integration of congestion
management as implemented at
Clapham Junction, and new media
management features to keep
passengers informed on travel and
station movement.
Acumen, the remote condition
monitoring platform, implemented
with London Underground, will be
on show, and will include a new
analytics module which monitors a
large number of cameras over low
bandwidth links.
This year, Telent will also be
focusing on its partnerships.
Some are well-established, such
as with Cisco and Juniper, while
others are new - Telent is the
deployment partner for Exterion
Medias advertising technology
for TfL. Then there is cutting-edge
technology - Voltserver offers
true innovation in the provision of
power for electronic equipment
using digital electricity, which
will be powering much of the
equipment on the stand.
Treadmaster, the transport flooring retardant flooring for the rail sector
specialist, has been supplying the and particularly for metro rolling
transit industry since 1951. Today, stock. It is the incumbent flooring
the product meets the highest supplier to London Underground
ratings of fire standards for Rail and is working on a number of
including BS6853 Cat 1a and the projects for TfL including the new
new European standard Elizabeth line trains.
EN45545-2 HL3. Having exhibited at Railtex
The products are also incredibly since 2011, Treadmaster uses the
durable and hard wearing, slip show as a focal point for its UK
resistant and easy to clean, which customers.
means operators can benefit from
industry leading life cycle costs.
In-house capabilities include
colour matching to RAL, Pantone
and NCS colour references,
customisation of flooring to rail car
drawing dimensions (minimising
cutting and wastage) and machining
of bespoke designs/patterns.
Treadmaster has a proven
pedigree in providing the highest fire
 Visit us at Railtex
in Birmingham, UK
at booth # P11.

Your Repair Partner

Helping You Run Like Clockwork
Sulzer is known around the world for its breadth of experience
servicing electromechanical equipment used in transportation.

Our full service offering includes inspection, repair, testing and

commissioning, of equipment including AC and DC traction motors,
motor-alternator sets and auxiliary motors, generators, repair and
manufacture of coils, bogie repairs, braking systems, gearboxes,
impellers and their ancillaries, ensuring your fleet runs like clockwork.

Contact us on www.sulzer.com
 104 Rail Engineer May 2017 RAILTEX

Data capture using the Cerabond discs give

latest technology improved performance
Trimble Railway Solutions G40 Tyrolit A61

Trimble's railway solutions
combine the latest in GPS/
GNSS, optical, imaging, scanning,
and monitoring technologies
with customized software
and wireless communications,
enabling users to capture
the data needed quickly and
accurately.
Trimble's GEDO systems solutions
use integrated processes and
workflows for gathering track
position data with high precision
as well as asset data collection.
Based on decades of experience
in the railway industry, Trimble
GEDO systems provide efficient
tools and workflows throughout
the rail measurement process. By
integrating rugged field hardware
with customized software and
point of work guidance, Trimble
GEDO systems reduce rework
and increase productivity. Trimble
GEDO systems provide solutions
for track documentation, slab track
construction, tamping measurement
as well as track clearance and asset
management.
Tyrolit is one of the worlds offering the support of specialist
leading manufacturers of bonded application engineers to provide
grinding, cutting, sawing, drilling customers with the best solutions
and dressing tools. Founded for their needs.
in 1919, the family-owned At Railtex, Tyrolit will be showing
Austrian company has over 4,200 some of its latest innovations,
employees at 27 production including ceramic grain Cerabond
locations in 11 countries and cutting discs with 40 per cent
a turnover of 550 million improved performance, as well as
worldwide. Premium long life and quick grinding
With many years experience cup wheels for all gauge and head of
supplying transport authorities, rail applications.
track laying organisations and rail
maintenance companies, Tyrolit
can be trusted to supply the best
solutions for applications in the rail
sector.
Tyrolit produces over 80,000
different products, each one offering
a significant advantage in its
application. It takes pride, not only
in supplying quality tools, but also

Is your rolling stock Looking for new

protected? technologies?
Ultrimax Coatings V17 Unipart N64

Ultrimax Coatings are the number
one choice for paint shop supplies,
consumables, and spray equipment
for the rail industry.
The wear and tear on railway
rolling stock is surely greater than
that of any other mode of transport.
With interiors exposed to thousands
of passengers every day and
exteriors battered by the elements,
dust and debris, the finish applied
by rolling stock manufacturers and
refurbishers must not only look
great but it must be resilient too.
Floor protection and painted
surface protection are essential
components of the rolling stock
paint shop specialists tool kit.
Key attributes include resilience
to knocks, abrasions, tears and
punctures, ease of application and
removal, anti-slip properties and,
in some instances, flame retardant
qualities.
The comprehensive Ultrimax
Coatings range includes abrasives,
PPE, masking and protection
material, spray guns and pumps.
Established in 1973, the company
has over 40 years of experience in
advising and supplying the trade.
Unipart Rails stand will Aqueous Guard protects both
feature everything from power internal and external surfaces using
supply technologies through unique ceramic nano-technology
to Instrumentel vehicle door coating, enabling faster and better
monitoring. dirt and graffiti removal.
Innovative solutions now cover the There is even a new cost-effective
provision of power control from the replacement from SV-Shocks for
National Grid through to the Unipart traditionally refurbished dampers for
Dorman LED signalling which rail vehicles.
controls vehicle movements on both Railtex visitors looking for new
heavy and light rail. And, with clever technologies, or for new solutions
SSI monitoring from Park Signalling, to old problems, need to talk with
there are now more solutions than Uniparts experts on stand N64.
ever.
Problems with relays can cause
serious problems in the interlocking.
With Sparta, Uniparts portable
testing solution, relays can be tested
out before they are installed and
is now a straightforward activity,
ensuring that risks are not imported
into the SSI.
Your partner
in the rail industry
With many years experience supplying transport authorities,
track laying organisations and rail maintenance companies,
you can trust TYROLIT to supply the best solutions for cutting
and grinding applications in the rail sector.

Premium grinding tools since 1919

www.tyrolit.com
 106 Rail Engineer May 2017 RAILTEX

Long-term experience brings Bumper Welsh presence

efficiency and reliability as eight companies exhibit
Voith Turbo K31 Welsh Government C41

Voith components and systems for rail vehicles provide efficiencies at higher The Welsh Government is taking
speeds, more comfort coupled with maximum reliability. a prominent space with eight
The companys core product range includes couplers, vehicle front ends, Welsh companies exhibiting.
complete driveline technology and cooling systems. Voith can deliver, from These leading Welsh companies
a single source, the customers requirements from design and manufacture demonstrate how their creativity
through to complete integration. and originality is making an
Train manufacturers and operators will benefit from Voiths knowledge and impact internationally.
long-term experience in developing and producing key components. Mold-based coatings specialists
GLS Coatings is again exhibiting
following a substantial success at
the last Railtex which brought in
a six-figure sum business for the
company. George Green, general
manager of GLS Coatings, said:
We had launched our trademarked
GLS 100R which electrically
insulates up to 35,000 volts. It
is used throughout the UK rail
network to prevent bird-strikes
shorting the overhead line and to
eliminate touch-potential issues
with signalling location cases for
Network Rail.
We were kept exceptionally
Communications with his brother
Chris, said: We want to promote
Gee Communications foremost
as a Welsh company, uniquely
positioned to provide a service
to anyone with an interest in
investing in Wales and procuring
our services.
At Railtex, Terry and his team will
have the chance to meet suppliers,
manufacturers, competitors,
governing bodies and clients face-
to-face.
Broughton-based DataScope
develops fatigue management
solutions for the rail industry.
Sales and marketing manager Rod
Jones said: We recently launched
a range of multi-platform apps
which proactively manage fatigue,
ensuring that rail operatives are
kept safe. We know that our
system is unique in the world - and
that it can save lives. Operatives

Comprehensive rail busy answering technical enquiries can also manage close calls and be

depot services
Wilcomatic
Wilcomatic Rail Division will
showcase its comprehensive range
of depot equipment, including CET
(controlled emission toilets) water
replenishing, refuelling, AdBlue
and screen wash systems. This
is to run alongside its worldwide
and established range of specialist
wash equipment for trains, trams
and monorails.
The strategy of Wilcomatic Rail
Division is to select key turnkey
providers of rail systems and work
with them to provide tailor-made
systems throughout the world.
One example is the Vogelsang CET
system which, with its many unique
features, is already one of the most
highly rated and reliable products
found in railway depots in mainland
Europe. Wilcomatic is the official UK
distributor.
and we showed a specially safe in the knowledge that theres
commissioned video of our an audit trail in place to manage
technicians at work coating the such risks.
footbridge at York Station. That The system is already used
work was carried out in December widely by Network Rail together,
P31 2014 and there have been no line with a number of the principal
trips since then. contractors working on rail and
Since Railtex 2015, GLS Coatings highways projects, but were keen
Ltd has also used the GLS 100R to further our exposure within the
product to apply anti-slip flooring global rail industry at Railtex.
to terrazzo tiles at some of the The full list of Welsh companies
UKs major railway stations and attending Railtex is: ALC,
footbridges. Morgan Advanced Engineering,
Terry Gee, who co-owns Cardiff- GLS, Datascope Systems, PCC,
based rail security, electrical GOS, Furrer and Frey, and Gee
and telecoms company Gee Communications.
The company also supplies large
multi-station complex fuelling
delivery systems with large storage
tanks, ensuring high speed servicing
turnaround times.
As well as this new range of
products, Wilcomatic Rail Division
will be featuring its specialist wash
equipment for rail, trams, monorails
and APM (automatic passenger
movers) systems for airports.
 THE NUMBER ONE CHOICE
FOR PAINTSHOP SUPPLIES
IN THE RAIL INDUSTRY
SEE US ON STAND V17
TO RECEIVE YOUR FREE GOODY BAG

VISIT OUR NEW WEB SHOP FOR ALL YOUR PAINT SHOP SUPPLIES

WWW.ULTRIMAXSTORE.COM
+44 (0) 1302 856666 | SALES@ULTRIMAXCOATINGS.CO.UK

TOOLS & SPRAY

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EQUIPMENT EQUIPMENT

NEW PRODUCT LAUNCH

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WITH NEW TUFFALO FROM ULTRIMAX
W. www.tuffalo.co.uk T. 01302 856666 F. 01302 571510 E. enquiries@tuffalo.co.uk
 108 Rail Engineer May 2017 RAILTEX

Reduced free consumption High-tech safety with Depot

and enhanced performance Personnel Protection Systems
ZF Aftermarket D17 Zonegreen S10

ZF Aftermarket will be showcasing
its latest and most innovative
range of driveline and chassis
technology for rail vehicles on
stand D17.
Visitors will be able to find out
more about its latest range of
rail sector products which are
dedicated to reducing vehicle
fuel consumption and enhancing
performance and reliability, while
maximising passenger comfort. In
addition to this, it will highlight its
aftermarket service offering which
provides project management for
bogie, wheelset and traction motor
overhaul, as well as repair, service,
and remanufacture of ZF and multi-
brand transmissions.
Products on display will
include ZFs EcoWorld six-speed
transmission system, for diesel
powered rail applications, and
the Get2 Rail Drive Concept for
electrically driven ones.
Other products on show will
include a multi-brand high-speed
transmission, as well as suspension
components. Visitors will be able
to find out more about ZFs gears
and gearboxes, diesel engines
for rail traction, bogies, axles, and
wheelsets.
Zonegreen is renowned as the of safety and interlocking systems,
original creator of the modern rail including the new generation DPPS,
depot protection system and is the on stand S10.
world market leader in the field The centrepiece of the Sheffield-
with its SMART Depot Personnel based firms display will comprise
Protection Systems (DPPS). The a working road end panel and
system, installed throughout the powered derailer, as well as its
UK and across the world, allows innovative depot manager PC
the safe and efficient control of system, which logs every action
train movements within depots completed on DPPS.
- crucial in todays busy working
environments - protecting both
staff and infrastructure.
The DPPS is highly advanced,
state-of-the-art and incorporates
intelligent distributed
communication technology, as well
as electronic personnel datakeys
to uniquely identify staff working in
different safety zones.
Zonegreens safety specialists
will be demonstrating their range

RAILTEX
it's all about planning
Hopefully these previews of some of the displays at Railtex have given you an idea of
what to look for. If a company you know wants to visit isnt in the previous 28 pages,
then find them on the list overleaf and track them down on the plan.
Dont forget to come and see your favourite railway engineering magazine on stand D85,
as part of the Rail Media display, and try and catch some of the Rail Engineer-organised
technical seminars as well.
And if you really cant make it to the NEC between 9 and 11 May, you will be able to read
Rail Engineers review of the show in the July issue.
 Protecting your depots
most valuable assets

Zonegreens SMART DPPS

Give your rail depot workforce the confidence to work safely & effectively.
Even with all of the expensive infrastructure advanced, high-quality, reliable, proven
and equipment present in modern railway and widely-installed product of its kind, with
depots, the most valuable element of any rail installations both across the UK and around
facility will always be its workforce. the world. The company boasts unparalleled
Zonegreens SMART Depot Personnel expertise and experience in depot protection
Protection System (DPPS) protects systems and employs an array of
workers by safely and efficiently controlling highly-skilled specialist engineering staff.
train movements within depots. Zonegreen is also an experienced and
By far the market leader, Zonegreens DPPS trusted provider of depot interlocking
has an unrivalled reputation as the most solutions.

Zonegreen contact: E-mail: info@zonegreen.co.uk Tel: +44 (0)114 230 0822 Fax: +44 (0)871 872 0349
www.zonegreen.co.uk
3M UK  T35 Camfaud Concrete Pumps  N81 Faiveley - Mors Smitt  E41 Channeline International  M68 National College for High Speed Rail C60 Rittal  N41 Thermal Vision Research  L90
42 Technology  B31 Camlin Rail  J51 Federal-Mogul Motorparts F05 ILME UK  U35 Navaho Technologies  N02 Rosehill Rail  N31 Thinking Forward XXI  S44
AATI Rail  S36 Camozzi Pneumatics  V54 Fenix Signalling  A81 Infodev Electronic Designers E03 Next Generation Rail Technologies  D34 Rotork Midland  D02 Tidyco  S17
Abacus Lighting  Q43 Cannon Technologies  P55 Finder Plc  A47 Infotec  E67 Nomad Digital  B15 Rowe Hankins  K61 Time 24  J05
ABG Geosynthetics  K91 Capitol Industrial Batteries  E90 Findlay Irvine  L84 Innovative Railway Safety (Safety Systems) Nord-Lock Group  G03 Roxburgh EMC  G05 Times Microwave  C35
Acal BFi UK  A57 CCS Electronics  G05 FISA Fabbrica Italiana Sedili R50 Norelem  U31 Royal British Legion Industries  L93 Tinsley Bridge Group  K69
Access Design & Engineering F17 CeCence  L86 Autoferroviari  P51 International Railway Journal  R05 Norka Lighting UK  G51 Rubbergreen Industrie  N43 TPA Rapid Rail Access  S30
Achilles Information  C50 Ceenorm UK  R85 Fishbone Solutions  A45 Iris  Q53 Nusteel Structures  V37 Sabre Rail Services  J61 Track Access Services  L90
Acksys Communication & Systems Q44 Cembre  P17 Flexicon  M61 IRMIE Impianti  D11 Omicron Electronics UK  E17 Safeaid  A65 Train Door Solutions  F64
ACOREL  P44 Cerdic Foundries  V02 FLI Structures  D37 Ixthus Instrumentation  Q55 OMNIA  L50 SAFOP  E02 Trainfx  P33
ADComms  B81 Charcroft Electronics  G07 Flotec Industrial  N50 JBP  N90 Onyxrail  E03 Samuel Taylor  Q91 Traka - Assa Abloy  T55
Adey Steel  J41 Ciesse  E03 Fluidmesh Networks  Q67 Jewers Doors  F60 OSL Rail  R67 Santon Switchgear  F40 Transcal  E91
ADLINK Technology  A57 Cisco  M85 Ford & Stanley  D85 J-Flex  B60 Pace Networks  L50 Sapa Pole Products  U50 TransCityRail -
Advanced Resource Managers K80 Clemtech  A37 Frauscher UK  G37 JHM Butt & Co  T02 Panasonic Business  B81 SCCS Survey Equipment  E11 Northern Powerhouse Rail P41
Advance-TRS  F80 Clyde Fasteners  Q60 Frequentis AG  D81 Joseph Ash Galvanizing  B16 Panasonic Toughbook  A03 Schaeffler UK  Q10 Transformers & Rectifiers  L41
Advantech Europe  B10 Colchester Fuel Injection  D80 Freyssinet Rail  W54 JST Transformateurs  Q66 Panduit  C69 Schaltbau Machine Electrics  T31 Transurb  N43
AEI Cables  Q68 Commend UK  C57 FT Transformers  V10 Kee Systems  U03 Paramount Security Group P67 Schweizer Electronic  R03 Tratos  N53
Aerco  A17 Concrete Canvas  L64 Fuchs Lubricants (UK)  B56 Kelox  S03 Paramount Steel Fence  P67 Schwihag  F16 TRB Lightweight Structures  J31
Aerialtronics  J81 CPM Group  B57 Furrer + Frey GB  C41 KeTech Systems  M31 Park Signalling  R11 Scott Cables  C35 Treadmaster Flooring  B85
Aggreko  W44 Craig & Derricott  D60 G.O.S. Tool & Engineering Services  C41 Keyline Rail  N93 Parker  S17 Scott Parnell  F81 Trimble Railway Asset Solutions G40
Air Products  M64 Creative Composites  B51 GAI-Tronics, division of Hubbell  T18 Keytracker  V36 Passcomm  Q17 Scheron  M11 Trimble Railway Solutions G40
Airquick (Newark)  W10 Cromwell  S85 Garrandale Rail  T45 Klauke UK  D31 Patentes Talgo  E51 Selectequip  P68 Trimite Global Coatings  D03
AKW A+V Protec Rail  B68 CRRC Corporation  F51 Gee Communications  C41 KLS Europe - BSS  V90 PCC.EU  C41 Semmco  R61 Trough-Tec Systems  P81
Allan Webb  F02 CTL Manufacturing  G05 GenQuip Groundhog  S41 Knorr-Bremse Rail UK  G11 Permanent Way Institution  Q03 Semperit  B11 TSL-Escha  E85
Alstom Transport UK  F61 Cubis Systems  R17 Gillam - Fei  N43 KOREC  G40 Petards  N59 Servelec Technologies  N43 TSP Projects  S61
Altro  B36 D2 Rail  C46 GKN Powertrain Services  C17 Kwik-Step  U51 Pfisterer  L51 Servo Connectors  B45 Turbo Power Systems  E34
Aluminium Lighting Company C41 DAC  M40 Glenair UK  C40 L.C. Switchgear  L69 PID Systems  B87 SHC Heavy Industry  C51 Tyrolit  A61
Ambersil (CRC UK)  G02 Daktronics Ireland Co  S11 Global Rail News  D85 Lakowa  C85 Pipe and Piling Supplies  N61 Shield Batteries  D68 UK Rail Industry Awards  P41
AMiT  R02 Danobat Group  D11 GLS Coatings  C41 Lantech Communications Global E37 Platipus Anchors  W36 Siemens  N11 Ultrimax Coatings  V17
Anamet Europe  F36 Data Track Systems  U14 Glutton Cleaning Machines  N43 LEEA  S80 PLURA Innovations  P60 Sievin Jalkine Oy  C84 Unex Aparellaje Electrico  B44
Anderton Concrete Products  C11 DataScope Systems  C41 Gmeinder-Buttkereit  B02 Lindapter International  Q51 Polarteknik  F64 Signature Aromas  A41 Unilathe  P93
Andre Abrasives Articles  S40 Datum  Q61 GNB Industrial Power  B37 Linmag Rail Milling Service V93 Polyrack Tech-Group Holding  A69 Sika  W16 Unilite International  U37
Anixter  F86 Deltron Enclosures  G05 Go Custom Clothing  W40 LINSINGER Maschinenbau U11 Portaramp UK  U03 Silicone Engineering  R43 Unipart Dorman  R11
A-Plant Rail  L11 Depe Gear Company  J45 Goldwing Cable  G91 Lista UK  P90 Powersystems UK  C16 Silver Fox Labelling Solutions K81 Unipart Rail  N64
Aqua Signal & Telegraphic Systems/Aqua Depot Rail  D11 GRANDO  N43 Loram UK  E45 Pre Metro Operations  J91 Site Eye Time-Lapse Films R80 Unipart Rail  R11
Geocomposites G10 Design and Analysis  Q61 GrayBar  M50 Lordgate Engineering  F10 Prefarails  N43 SITECH  G40 Unitrunk  F30
ArcelorMittal Europe C66 Deutsche Bahn  Q69 Greenwood Engineering  A51 LPA Channel Electric  G41 Premier Concrete Pumping  N81 SKF  U45 University of Derby  Q61
Arcelormittal Ringmill  N43 D-Grease UK  T10 Griflex  M61 LPA Connection Systems  G41 Project7 Consultancy  V34 Smiths Rail  M69 Uretek  L91
Arco  T41 Diamond Point International (Europe)  J90 Had Fab  B47 LPA Group Plc  G41 Provertha  J67 Snap-on Industrial  P61 Variable Message Signs  G16
ASL  J37 Dieselec Thistle Generators C87 Hammond ECS  N40 LPA Lighting Systems  G41 Prysmian Cables & Systems  L81 Socomec - Innovative Power Solutions C31 Vector GB  A45
Associated Rewinds Ireland E61 Digital Railway, Network Rail D93 Hampton Knight  C63 LPA Transport Plus  G41 PSV Wipers  M60 Solo Rail Solutions  F31 Viewtec Signs  C44
Aura Graphics  B41 Dilax  C30 Harmill Systems  C81 Lundy Projects  G30 Pulsar  Q41 South Coast Concrete Pumping  N81 Viper Innovations  T16
AutoDrain  W02 Direct Track Solutions  B11 Harting  S16 LUR (Lucchini Unipart Rail) H31 Quantum Seating  F45 SPAL Automotive UK  K84 Visgomma  B60
AWEX - Wallonia Export DMS Technologies  M44 Hartridge  D84 Mabey  U17 Quiligotti Terrazzo Tiles  U54 Sperry Rail  V51 Visul Systems  L61
Investment Agency  N43 Dold Industries  C56 HaslerRail / Saira Electronics M11 Masteris  F41 R E Cooke  U52 Stadler  G80 Vogelsang  P31
Axminster Carpets  B80 dormakaba  D35 Hayley Rail  F11 MC Electronics  T51 R2P  D45 Steatite  V03 Voith Turbo  K31
Bakerail Services  A51 DRB Group  L87 Hegenscheidt - MFD  H45 Mechan  N10 RAIL & RailReview  Q81 Steel Line  M84 WAGO  U55
Bakerbellfield  N51 DTI Group  G36 HellermannTyton K44 MGF  D57 Rail Alliance  L60 Step on Safety  V31 Welsh Government  C41
Ballyclare  H41 DUCAB  Q68 Henkel  N44 Mick George  D86 Rail Engineer  D85 Strail UK  J87 Wavetrain Systems  B69
Barkers Engineering  S63 Dura Composites  H51 Henry Williams  T11 Micromega-Dynamics  N43 Rail Forum East Midlands  Q61 Strukton Rail  F37 Webro Cable and Connectors W30
BBM  D11 DVR  Q85 Hepworth Rail  D90 Midlands Engine  M65 Rail Media  D85 Sulzer  P11 WEC Group  G45
BCM GRC  V45 DWG  G55 High Speed Two (HS2)  C60 Milwaukee Composites  S67 Rail Order  B81 Synectics  T04 WEC Rail  G45
Beena Vision - A Timble Company G40 Dyer Engineering  K85 Hilti (Gt. Britain)  R41 Mini Gears Group  R81 Rail Professional  F07 T+ R Test  L41 Wedge Group Galvanizing  S86
Beeswift  E07 E.T.A. Enclosures (UK)  P55 Hima Paul Hildebrandt  V41 Mitsubishi Electric  B05 Rail Safety Systems  R50 Taylor Construction Plant  V11 Westcode (UK)  D41
Bender UK  H91 EAO  K41 Hima Sella  C02 Modern Railways Magazine N60 Rail Supply Group  A15 Tecforce  K87 Wilcomatic  P31
Bernstein  B17 Edesix  C86 Hird Rail Group  P81 Monks and Crane Industrial  U41 Rail Technology Magazine  P41 Technocover Windhoff Bahn- &
Birley Manufacturing  Q61 Edmundson Electrical  T17 Hitachi Rail Europe  J11 Morgan Advanced Materials C41 Railmetrics  U02 (incorporating TechnoRail) F17 Anlagentechnik N16
BMT Asset Performance  D66 EKE-Electronics  U16 Holmatro  T53 Morris Line Engineering (MLE) L50 Railway Gazette International F03 Tecton  K90 WMG Centre HVM Catapult H90
Bolle Safety UK  L80 Ellis Patents  F91 Hoppecke Industrial Batteries  R44 Mors Smitt  E41 Railway Industry Association  M02 Telegartner UK  B40 Worlifts  A11
Bonomi  L50 Elma Electronic UK  B46 Horizon Utility Supplies  D31 Moxa UK  E31 Railway Interiors Expo  J03 Telent  L31 Xrail Group  Q30
Botany Weaving Mill  R87 Eltek Power (UK)  B61 Houghton International  G31 MPI  K66 RailwayPeople.com E86 Televic Rail  D51 York EMC Services  E30
Bott  B64 Emtelle UK  S02 HTA Group  G45 MRL Eye  J81 Rainford Solutions  K65 Ten 47  B50 Zephir Spa  D11
Brady  C14 ENAG  C61 Huber+Suhner  B30 MSc Traction  U10 RCM (Remote Condition Monitoring) Q85 Tenconi  B11 Zetica Rail  D16
Brecknell Willis  E41 EnerSys  P43 Hutchinson Stop-choc  K40 MTL Advanced  G45 Rebo BV  F68 Terram  C05 ZF Services UK  D17
British Steel  R54 Erlau  M80 HYT Engineering Co  Q36 MTM Power Messtechnik Rebosio  L50 The Chartered Institute of Zircon Software  L68
Buttkereit  B03 Eurogamma Spa  D11 Hytorc Unex UK  J02 MellenbachG07 Relec Electronics  N68 Logistics and Transport  W50 Zllner Signal  E87
ByteSnap Design  D56 Eurotech  T03 IDS Ingegneria Dei Sistemi  Y90 MTU Friedrichshafen  R31 Renown Rail Welding  M51 The Institution of Engineering & Zonegreen  S10
Cabinet Office - EPC  N91 Express Medicals  E81 iLECSYS Rail  K51 Multipulse Electronics  F46 RISQS (The Rail Industry Supplier Technology  T05 Zoppas Industries Heating
Cablecraft  A31 Exxelia  H02 iLine Technologies/ Murphy Surveys  V91 Qualification Scheme)  C50 The SFS Manufacturing Group  S69 Element Technologies  M41
 Trade
Publications D90 D91 D93 E90 E91 F91 G91 H90 H91 J90 J91 K90 K91 L90 L91 L93 N90 N91 N93 P90 P93 Q90 Q91

Recruitment
Wall

Press B87 C86 C87 D86 E87 J87 K87 L86 L87 R87 S86
Office M84
F86 M85 R86
B85 C84 C85 D84 D85 E84 E85 K84 K85 L84 Q85 R85 S84 S85
N81 P81
A81 B80 B81 C81 D80 D81 E81 F80 F81 G80 J81 K80 K81 L80 L81 M80 Q81 R80 R81 S80

S69
Networking Zone
D68 M68 N68 R67
A69 B68 F68 K69 L68 M69 P68 Q68 Q67 S67
B69 C66
C69 D66 Seminar J67 K66 L69 N64 Q69 P67
Theatre E67 K65 M64 M65 Q66
A65 B64 F64 L64
C63 S63
Q61
M61 N60 Show Management Office
A61 B60 B61 C60 C61 D60 E61 F60 F61 J61 K61 L60 L61 M60 N61 P60 P61 Q60 R61 S61 T90 V90 V91 V93 W90

Track B

N59 Q55 B1 B1a B2 B3a B3 T55 U54 V55 W54

A57 B56 B57 C56 C57 D56 D57 P55 R54 U55 V54
G55
M51 N50 Q53 T53 U52 V53 W52
Track A
A51 B50 B51 C50 C51 D51 E51 F51 G51 H51 J51 K51 L50 L51 M50 N51 N53 P51 Q51 R50 T51 U50 U51 V51 W50
A1 A2 A2a A3 A3a

A47 B46 B47 C46

F46 F45
D45 E45 G45 H45 J45 K44 M44 N44 N43 P44 R43 S44 U45 V45 W44
B45 C44 P43 Q44 Q43 R44 T45
A45 B44

A41 B40 B41 C40 C41 D41 E41 F40 F41 G40 G41 H41 J41 K40 K41 L41 M40 M41 N40 N41 P41 Q41 R41 S40 S41 T41 U41 V41 W40

D37 F37 P33 U37 V36 W36

A37 B36 B37 E37 F36 G36 G37 J37 Q36 S36 Knowledge V37
C35 D34
D35 E34 Hub T35 U35 V34 W34

A31 B30 B31 C30 C31 D31 E30 E31 F30 F31 G30 G31 H31 J31 K31 L31 M31 N31 P31 Q30 R31 S30 T31 U31 V31 W30

T18
A17 B16 B17 C16 P17 Q17 U16 V17
D17 E17 F16 F17 G16 R17 S16 S17 T16 T17 U17 W16
C17 D16 N16
A15 B15 C14 U14

A11 B10 B11 C11 D11 E11 F10 F11 G10 G11 J11 L11 M11 N10 N11 P11 Q10 R11 S10 S11 T10 T11 U10 U11 V10 V11 W10

A03 B02 B03 B05 C02 C05 D02 D03 E02 E03 E07 F02 F03 F05 F07 G02 G03 G05 G07 H02 J02 J03 J05 M02 N02 Q03 R02 R03 R05 S02 S03 T02 T03 T04 T05 U02 U03 V02 V03 W02
 For more info visit

Sport
www.railsport.uk

Games
RT?
Sport
VE SPO
LO
DO YOU
Winners

Sport
Its a Knockout!

YS ORG
ANISING
Badminton
MES?
Sport WE NEED YOU!

ALWA AND GA
MATCHES

Sport
Chess
If youre interested in
promote the event, th
ambassador@railspo
helping us
en email
rt.uk

Sport
The all-new RailSport Games will be hosted at Loughborough University in July 2017, when well bring
together up to 1,000 people from the rail industry to compete in 15 different sports.

>> Cricket
WERE LOOKING FOR RAILSPORT AMBASSADORS
TO HELP SPREAD THE WORD

Sport
If you are passionate about sport and motivated to inspire others to get involved, then this is for you.
When you become a RailSport Ambassador, you will receive:
Darts
A pack to help you start promoting the event
Regular updates on the planning and progress of the event

Sport
Complimentary entry to your chosen sport
Limited edition RailSport Ambassador T-shirt

Football
If youve ever been to a Rail Media event before, you know we like to party. After the final whistle,
competitors from across the industry can enjoy an evening of live music and socialising.

Sport
Hockey
 Rail Engineer May 2017 113

Head of Fleet Contracts

Located Rail House, Liverpool Competitive Salary

An exciting opportunity has arisen to join Merseyrail as Head of
Fleet Contracts, as we embark on a programme that will lead to the
introduction of new Stadler trains on the Merseyrail network. This new
role will be the principal Merseyrail commercial interface managing
the provision of train maintenance and cleaning by Stadler Rail Service
UK. This includes the existing fleet under a Maintenance Sub-Contract
(MSC), to be replaced by new trains during 2019-2020 under a Train
Practical experience of contract management and negotiation is a must,
together with stakeholder and people management skills. Railway rolling
stock experience would be an advantage and candidates must be confident
working at both strategic and operational levels. Computer literacy and
Oering Head Hunting capabilit
excellent report writing skills are essential and you will be educated to
degree level (or equivalent). Candidates may be required to undergo relevant
psychometric testing.

Reducing Oering Head

Reliability & Availability Agreement (TARA).

This is a new permanent position and a member of the senior management
team at Merseyrail. You will be responsible for recruiting and forming the
Fleet Contracts Team with the Engineering Director, to whom you report.
Initial priorities will be to develop new processes that will enable day-to-day
Oering Head Hunting capabilities to Niche mar
contract management of the fleet, whilst delivering high levels of safety,
time to secur
As a Merseyrail employee you will receive a competitive salary and a final
salary pension. Free travel is provided across the Merseyrail network
with a discount on national rail travel. A generous holiday entitlement and
Reduc
comprehensive benefits scheme make Merseyrail a very attractive place to
work. Our headquarters are in Liverpool City Centre, near Lime Street station
with easy access to all major transport links.

Reducing
To apply, please logtime to secure industry specia
reliability and availability. The role includes reconciling fleet performance
in each period to ensure the contract Service Fee payable to Stadler is onto our website www.merseyrail.org and follow the
accurately calculated. You will also be the main interface for managing the link on the careers page.
heavy maintenance contract with Angel Trains for the existing fleet. Those shortlisted to go forward to the next stage will be invited to attend an
interview.
The MSC and TARA are multi-million pound contracts, therefore commercial
acumen is key, so candidates should be able to demonstrate experience of
managing large budgets in an engineering environment. The Head of Fleet
Contracts will also be actively involved in managing the transition from old
fleet to new and will be Merseyrails principal contact for the new fleet lease
with Merseytravel.

Oering Specialist Resourcing and Head Hunting capabilities to the Rail market

Reducing time to secure Rail industry specialists

Opportunities available:
Senior OLE Design | London - Contract/Permanent -
E&P Design CRE | York, Manchester - Contract/Permanent -
OLE Design Engineer | Glasgow - Contract/Permanent -
Microstation Architect | York - Permanent - 37,000 DOE
Rail Project Manager Design Experience | Birmingham - Permanent -
Quantity Surveyor Mainline Rail | York - Permanent -
Rail Civil Design Lead | Birmingham - Permanent - 60,000 DOE
PICOT - Operational Comms | London, Midlands, Manchester, York - Contract/Permanent -
Telecoms Project Engineer Operational Comms | North West - Contract - 350-425 per day
Telecoms Tester in Charge Operational Comms | York, Birmingham, Manchester - Contract/Permanent -

Contact Us: 0845 463 5952 info@suitablecandidates.com www.suitablecandidates.com

 114 Rail Engineer May 2017 RECRUITMENT

Contractors Engineering Manager CEM Location: New Eltham | London Salary: 50k-80k pa

The CEM would be responsible for managing and directing all engineering governance Selection and appointment of Contractors Responsible Engineers (CREs).
and assurance across a complex and challenging scope of multidisciplinary civil and
rail works. The role will cover design and engineering development as well as on site Review of all Designs to ensure coordination between design disciplines.
construction delivery. An Engineering Manager should be confident, self-motivated and Final review and acceptance of all AFC documents.
a strong team player, who would have acquired adequate knowledge and experience in
practicing the following Network Rail Standards: Responsible for ensuring that all changes in client / company standards are
captured, reviewed and briefed.
NR/L2/INI/02009 (Engineering Management of Projects).
THE CANDIDATE
NR/L3/CIV/003 (Engineering Assurance of Design & Construction).
To be considered for the above post, ideally the candidate should have the following:
And other relevant standards as referenced in the above two.

CDM 2015. HND, B.Eng, M.Eng or equivalent degree in civil engineering.

5 years minimum experience in a rail civil environment.

REQUIRED SKILLS
Previously acted as a Network Rail approved CEM or a member of ICE with CEng
Day to day management of all project level engineering activities, including Status would be advantageous.
assessment of permanent and temporary works design, works requirements and
the appointment of suitable resource to satisfactorily complete those works. Ability and desire to work under pressure to meet business objectives, without
compromising Safety and Compliance.
Manage delivery of guidance and service support to contribute a clear view for
delivering design management and engineering. BENEFITS

Provide operational, strategic and contractual advice and service to bid 50k-80k pa depending on experience and qualifications with benefits package
preparation and project management when associated with design management including a vehicle.
and engineering.

CALL 0208 859 7706 OR EMAIL MAGGIE.CORNER@MCHUGHLTD.CO.UK

 SEE
US
A
RAI T STA
LTE ND
X 20 E86
17

ITE LAU
EBS N
W
CH
NEW

ED

THE
RAI LARGE
L JO ST
BSI DED
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RLD
way
People.com
Search RailwayPeople.com
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Talk to us

about your
multi-disciplinary
rail needs
SSE Enterprise Rail has a track record of success in M&E, electrification
and power, and has also completed projects in many other disciplines
on the UKs railway. Talk to us about your requirements and benefit
from our vast industry experience and resources.

We are part of SSE plc, We have delivered some We hold a We put safety above all
with vast resources of the industrys most principal contractors else and have received the
and industry expertise complex projects, licence and over RoSPA Presidents Award
throughout the UK working across 200 RISQS codes. for nine consecutive years.
and Ireland. multiple disciplines.

Contact: Stewart Macpherson

stewart.macpherson@sse.com 07810 818069