News

September 2019

Southend pier Traffic management Passive provision

heritage challenges empowering people the return of Ruth
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Our fixation with detail
Not wanting to stereotype, but my the initial limits to ensure that the focus attention. Can the new system be
experience of working in the railway thus opportunity is not overlooked to include integrated in with the old? Will it be a
far has led me to realise that engineers, additional necessary elements. This can seamless transition for the driver and the
particularly design engineers, can be be interpreted as considering updating signaller? Are we creating any operational
prone to obsessions with detail. From everything to every modern standard. deficiencies or complications? Is our
the eight behavioural styles identified The resultant reasonable opportunity failure to recover legacy systems
by Belbin, “Completer Finisher” would reports become lengthy, detailing every impacting on overall system reliability?
be the type that rings most true. Whilst specific wire, relay and control called Will avoiding an additional cost now lead
their attention to detail and need for to task when they are found wanting. to an increased cost in the future?
perfection can bring significant benefit, Almost universally, the output of such When considering what is reasonable,
I have concerns that as we move into report is that to fix these issues is simply question whether the end user, be it the
a more austere period in UK main line not reasonable. This begs the question, passenger, driver, signaller, asset manager
rail, where life extensions and piecemeal if it was never going to be reasonable or maintainer, will gain any benefit from
renewals will form the norm, the inability to fix it, why spend the time, effort and the improvement. If the answer is no,
to acknowledge when enough detail money detailing it? perhaps it was never reasonable to
is enough has the potential to cause consider it in the first place.
The test for reasonable opportunity
serious problems. Lynsey Hunter
is about identifying residual risk and
My concern stems from the phrase informing the asset owner of the risk they signalling risk and review engineer
‘reasonable opportunity’. When a need to manage. It is well known that Network Rail
scope for a project is identified, a legal risks occur at the system boundaries, and and IRSE Council member
requirement is to look wider than it is at these boundaries where we should

Cover story News

September 2019

The Vale of Rheidol Railway is a lock levers and point levers. On arrival,
narrow-gauge heritage railway that the train crew protect their train by
runs between Aberystwyth and Devil’s reversing the points behind them. They
Bridge in the county of Ceredigion, then advise the duty officer who, once
Wales. The line was the last British Rail satisfied, gives authority for the next
(BR) route to be operated by steam and section token to be removed from the
the first to be privatised. mechanical interlock. This locks the
preceding token into the interlock,
It has three sections with ground
and releases the token for the next
frames at each end of the loops,
section. Visit irse.info/i6y0m for more
locked by an Annetts key fitted to
information provided by John Tilly.
each section token and controlling a Southend pier Traffic manage
heritage challenges ment Passive provision
lower quadrant, GWR style semaphore Photo Paul Darlington
empowering people
the return of Ruth

home signal, along with facing point

In this issue
Southend Pier Railway signalling
Kevin Weston
2 From the IRSE and its Sections
Railway Traffic Management: technology 8 News from the IRSE 24
to empower people London Office 26
David Palmer
London & South East Section 27
The development of tokens and tokenless block 10 Midland & North Western Section 28
with a modern twist
Kevin Chivers Minor Railways Section 29

Neutral host networks York Section 31

12
Paul Darlington Younger Members Section 32
“It’s only passive provision ...” 14 Membership changes 38
Stephen Dapré
Industry news 20
Your letters 35
Past lives: Ning Bin 36

1
Southend Pier Railway signalling

Kevin Weston

The current Southend Pier (in the south east of England) In 1978, the railway closed due to deterioration of the
was preceded by a wooden pier built in 1830 which, equipment and the cost of repairs. The 1949-built electric cars
after 1851, had a narrow-gauge horse tramway to were withdrawn, although preserved examples can be found at
convey goods and visitors to the pier head. The north various places including the Southend Pier Museum.
end of the pier is land side with the south end sitting in
The railway was completely rebuilt, and was reopened on
the Thames Estuary.
2 May 1986 by Princess Anne. The new line is 3-foot gauge
Construction of the current pier started in 1887 and the plans (914mm), comprising a single track with a midway passing loop
included provision for an electric railway, the building of which and twin-track terminal stations at each end. Two new trains
started the following year. The railway was completed in 1891 were built by Severn Lamb consisting of a diesel locomotive
and ran the full length of the pier, 1¼ miles (2km). It was single and six coaches. These trains are not diesel multiple units, they
track with a of gauge of 3 feet 6 inches (1067mm) and was operate with the diesel locomotive at the pier head end and a
electrified by a third rail at 500V DC positioned between the driving trailer coach.
running rails. The electrification was led by Colonel Crompton.
The rolling stock was a single ‘toast rack style’ coach. The Original Signalling
system expanded and by 1930, the line was double track with The original signalling consisted of a signal box at each
four trains, each of seven coaches. end, situated about 200m (220 yards) from the station. The
track layout at each signal box included a facing and trailing
In 1949, the rolling stock was replaced with new trains built by crossover in the form of a ‘scissors crossover’. The points were
AC Cars of Thames Ditton in Surrey. The new stock comprised protected by two-aspect (red/green) signals and although very
four trains of seven, 4-wheeled coaches, liveried in green and few records exist, photographs show the junction signals from
cream. Each train could carry up to 260 passengers. At a top the double track section to the platforms consisted of two
speed of 18mph, the journey took 4 minutes each way, and separate signal heads.
during peak periods a train ran every five minutes until 11pm.
The record for passengers carried in one day stands at 55 000.

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 IRSE News | Issue 258 | September 2019

Treadle
Normal lie of points (contacts operational only for direction shown)

Facing point lock Treadle, operational both ways

(independent contacts for each direction)
Point machine
Two-aspect signal

Signalling location case

One-train override keyswitch

Southend-on-Sea Pier Railway track plan.

Various contemporary photographs of the period show that the Equipment

points were operated mechanically with ‘economic’ facing point All the original 1986 equipment was installed by GEC to the
locks and a mechanical fouling bar. It is assumed that track then-current British Railways (BR) standards. The design uses
circuits were not used. standard BR specification relays, power supplies and other
Each signal box was positioned on the east side of the pier, equipment. The relays are housed in a BR type large location
over-hanging the Thames, which must have been an interesting case (as per standard drawing BRS-SM 431) located at the north
place to be in rough weather. A lever frame was provided in end of the loop. All the external equipment is directly fed from
each signal box, the exact type is unknown but appears to be this location and no disconnection boxes are used.
a Saxby & Farmer “A” pattern or Westinghouse “A2”. It is not The relays are to BR930 specification of various types working
known what form of block working (if any) existed between at 50V DC. BR930/004 single and BR960/211 twin relays are
the signal boxes. generally used, with BR961/017 twins for point detection,
Photographs taken in the last year of running show that the BR943/172 for the point WRs and BR949/6047 for the point
south end crossovers were partly recovered, and it is likely timer relays. The only non-BR specification relays are used for
the railway was being operated as two single lines from the the 15 second treadle timers. These are GEC type ZT7701 solid
northern, shore, terminus. The Pier museum has various state timers, with which I am not familiar, and I would welcome
signalling artefacts on display. any further information.

1986 signalling Power is derived from a dedicated AC mains supply and

transformed to 110V AC via a BR924A 240/110 500VA
When the railway reopened in 1986, new signalling was
transformer. Power for the points is via separate BR967 240/110
provided by GEC-General Signal Limited of Borehamwood,
5A transformer/rectifier. No battery back-up is provided for
Hertfordshire. The redesigned layout is single track
the points. A standard BR865 110/50 1A transformer/rectifier is
approximately 1.85km long between the buffer stops at the
provided for the relay circuits.
North (Shore) and South (Pier Head) stations. A loop is provided
about halfway, with the north end points at 957m and south The points are operated by HW1121 machines, a variant of
end points at 1054m from the 0m datum, the North station the standard type HW machine and which, I believe, are used
buffer stop. The loop is long enough to accommodate a frequently in Australia, although not so much in the UK. The
train 56m in length. original signals were GEC type LU2000 short range two-aspect
(red/green) but these have recently been replaced with Dorman
The loop consists of a short section of double track with home
LED signals as part of the upgrade work. All train detection is by
signals for moves into the loop and starting signals for moves
Silec Forfex two-arm treadles. A treadle is located about 120m
out. The signalling into and out of the loop during two train
on the approach to the loop in each direction, this activates the
operation is controlled automatically by the passage of trains
route calling for an approaching train and resets the routes for
operating treadles.
a departing train. Another treadle is positioned just before each
An indication panel is provided in the pier supervisor’s office. loop exit signal, positioned such that it proves a complete train
in the loop. An override key-switch is provided at each loop exit
The system is normally ‘switched-out’ when one-train working signal for one train working.
is used, and all trains run on the Northbound line through
the loop. Override key switches are provided at each starting An indication panel is provided in the pier supervisor’s office,
signal. These are used for one train working when the signalling which shows the point positions and the signal aspects. The
is ‘switched-in’. panel indications relays are Keyswitch-Varley type P34 fed
at 50V DC from the pier location supply. A 24V AC supply is
There is no signalling at the North and South stations. All points provided at the panel for the indications.
are operated by 1-lever ground frames; these are fitted with
facing point locks and secured in position with padlocks.

3
IRSE News | Issue 258 | September 2019

Operation (b) Northbound Train

The following information is taken from the railway’s Operation A train leaving from the South station enters the loop
& Maintenance Manual. section up to signal L3 as detailed in section 5.2.1, paragraph
(b). The train driver then operates override switch T3, which
5.2 System Operation simulates the arrival of a southbound train in the loop,
5.2.1 Normal (Two Train) Operation causing the system to operate as detailed in section 5.2.l,
paragraph (c) (ii) and (d). Note; the 15 second delay for
(a) Southbound Train.
setting the forward route still applies after operating treadle
A southbound train leaving from the North station operates D3 and the override switch.
treadle D1, causing the interlocking to call for points P1
This procedure will be used for the last northbound train on
to move to reverse. When the points have moved and are
a two-train service.
detected and locked in the reverse position, the red (stop)
aspect of signal L1 clears to a green aspect. The train then
proceeds into the loop up to signal L2 (at red) and in so Sand, sea, salt…
doing, operates treadle D2, thus proving its presence in the The pier loop is positioned about 1km from the shore. In good
loop and clear of points P1. The operation of treadle D2 also weather, and with flat, calm water, it is a pleasant place to be.
causes signal L1 to be replaced to red. In bad weather, and during a high tide, the Thames Estuary
NOTE; if the previous southbound train did not cross a can, and does, wash over the pier and the railway. The railway,
train at the loop, then points P1 will be retained in the location case and the signalling equipment is subject to the type
reverse position. of rough weather that on the main line would be experienced
only at places such as the south Devon sea wall between
(b) Northbound Train
Dawlish and Teignmouth.
A northbound train leaving from the South station operates
treadle D4, causing the interlocking to call for points P2 It is therefore no surprise that by early 2000, some of the
to move to normal. When the points have moved and are equipment needed replacing due mostly to salt corrosion. In
detected and locked in the normal position, the red (stop) 2002, a new location case was provided and the original relay
aspect of signal L4 clears to a green aspect. The train then bases with GEC connectors were replaced with Westinghouse
proceeds into the loop up to signal L3 (at red) and in so bases. The existing relays were either serviced or replaced and
doing, operates treadle D3, thus proving its presence in the all new wiring was provided. The replacement location case
loop and clear of points P2. The operation of treadle D3 also was fitted with tighter seals and the base, which is bolted direct
causes signal L4 to be replaced to red. to the wooden pier decking, completely sealed against the
salt atmosphere.
(c) With both trains detected in the loop section, 15 seconds
after both treadles D2 and D3 have been operated, the The point machines had new covers made by a local
interlocking calls for: manufacturer of thicker gauge (and heavier) steel and new seals
(i) Points P2 to move to reverse and when detected and were provided for the covers and cable entries. The track is laid
locked in position, for signal L2 to clear to a green direct onto the pier, so the treadles must be mounted in a gap
aspect, allowing the southbound train to depart from the cut into the wooden decking. This means the bottom of the
loop towards the south station. housing for the treadle is exposed to salt water during rough
weather. The 2002 work replaced all the treadles.
(ii) Points P1 to move to normal and when detected and
locked in position, for signal L3 to clear to a green Fire and ships
aspect, allowing the northbound train to depart from
In 2005 a fire severely damaged much of the pier head
the loop towards the north station. NOTE; for the last
including the South station. The station was temporarily
northbound train, points P1 will be retained in the normal
re‑sited until a new structure was opened on the original site
position after the previous train.
in September 2009. Although the passenger trains were not
(d) Departure of the northbound train operates treadle damaged (they are stored at the North station when not in use),
D1, which replaces signal L2 to red. Departure of the two maintenance wagons were destroyed in the fire.
southbound train operates treadle D4, which replaces
signals L3. The operation of either treadle does not move In September 2011 the pier, and the railway, had to close
either of the points in preparation of the next train. for three weeks when it was hit by a barge that had slipped
its moorings in high winds. In February 2012 the pier was
5.2.2 Single Train Operation
again hit, this time by a fishing boat, closing the pier and the
Single train operation is normally used with the signalling railway for a weekend while repairs were carried. Since the
switch off, however if the signalling is switched on, the pier has been open there have been a total of 17 recorded
following procedures must be used; collisions by shipping.
(a) Southbound Train
Assessment
A train leaving from the North station enters the loop section
up to signal L2 as detailed in section 5.2.1, paragraph (a). In 2016, Alan Keef Ltd, a well-known engineering company
The train driver then operates override switch T2, which for narrow gauge railways, was asked to assess the track
simulates the arrival of a northbound train in the loop, and signalling as part of the Railway’s ongoing maintenance
causing the system to operate as detailed in section 5.2.l, programme. Alan Keef Ltd has limited knowledge of signalling
paragraph (c) (i) and (d). Note; the 15 second delay for and so they approached DEG Signal Ltd (now part of Ramboll)
setting the forward route still applies after operating treadle to assist. Alan Keef Ltd and DEG Signal Ltd had previously
D2 and the override switch. worked together on a major track relaying and resignalling
project for Longleat Railway.
This procedure should be used for the first southbound train
on a two-train service.

4
 IRSE News | Issue 258 | September 2019

Location case and HW1121 point machine

before refurbishment. The high tide on the
day when this photograph was taken gives an
impression of how exposed to the elements
the equipment is.

In April 2017 I was asked to carry out an indication panel had several damaged snow and while there was no snow at
assessment of the railway’s signalling lamp holders so that some indications Southend, the temperature on the pier
infrastructure. It had been 15 years since were not effective. A full correlation of was -5°C on Monday.
the last major overhaul and while on the signalling needed to be undertaken With limited available time on site, our
many railways that length of time does to provide a new set of drawings and planned work for this visit would be
not normally cause any major issues, the a full maintenance test would be to: Carry out power supply testing and
pier railway has exceptional problems required on the power supplies, signals, assess if any of the transformers or
with the saltwater atmosphere. A visual treadles and points. rectifiers needed to be replaced, cable
assessment was carried out of both the insulation testing on the tail cables and
pier location and the indication panel in
Ongoing maintenance
the 19-core cable between the location
order to prioritise any remedial work. As the railway is running every day from
and the indication panel, carry out facing
the start of April until the end of the year,
The main problems found were; treadle point lock and detection tests, along
it was decided to wait until early 2018
D2 had been damaged in a minor with a full function test of the system,
when the pier and the railway is not open
derailment the previous year, although assess treadle D2 to see if it could be
on Monday and Tuesday. In March 2018
it still functioned correctly. The seals on repaired or needed to be replaced,
I returned for a three-day visit along
the signal heads were no longer effective, assess the override key-switches to
with one of our assistant designers, Tom
these had not been replaced as part of see if they needed to be replaced,
Denning. We travelled on the Sunday,
the 2002 work. The location earthing and carry out a wiring correlation to
the start of the second “Beast from the
was not up to current standards and the produce new drawings.
East” storm. I left home in 6 inches of
Below: Russell Gell (left) and Tom Denning testing point machine P2
at the south end of the loop in the cold weather of March 2018.

Right: Tom Denning removing the corroded key-switch housing at the

south end of the loop in much warmer weather.

5
IRSE News | Issue 258 | September 2019

Installing the refurbished treadle (D2). The badly corroded base for the post of key-switch T3, with the
replacement post next to it.

Refurbished point machine cover for points P1 at the north end South end exit of the loop showing refurbished treadle D2, new
of the loop. key-switch post T2 and new Dorman LED signal head (L2) on the
refurbished post.

We found the power supplies and cable insulation tests were had entered through the damaged cover. The railway had in
all within accepted limits. The key-switches, while still working their stores two used treadles which could be stripped for spare
correctly, had suffered serious corrosion on both the posts and parts. Removing the treadle for repair would effectively put the
the key-switch housing. It was decided that Alan Keef should loop out of use, meaning that only one train could run. The
construct two new posts and that DEG would provide two new alternative was to purchase a new treadle (costly) and replace
key-switch boxes. it at a future date. The pier supervisor agreed that they could
operate one train only up to July but would need the loop for
The facing point lock tests were carried out in the traditional
the school summer holidays.
manner, of winding the points by hand while someone held
the gauge in the correct position. Also, as is the tradition, the Alan Keef staff removed the treadle to their workshop where
person in charge (i.e. me) holds the gauge while the assistant they were able to re-weld the lugs back on to the body and
(i.e. Tom) gets to wind the point machine. The railway uses straighten out the mounting bracket. It was then delivered
35lb flat-bottom rail with relatively short point blades, so there to me where, with the assistance of the Longleat Railway
is not much weight for the machine to move. This was Tom’s workshop, I was able to replace the cover and contacts, as well
first experience of winding a point machine and even with as build another working treadle from the remaining parts.
lightweight rail, after winding each machine a few times, he
told me it was hard work. To complete our testing, we got to Upgrade work
“play trains”. Tom, and our manager Russell Gell, who was on- We returned to the railway for a two day visit early in July 2018,
site to help us, would operate the treadles and key switches complete with two rebuilt treadles, two new key-switch boxes,
as required to simulate train movements while I observed the a complete set of new drawings and in much better weather.
correct operation of the relays. Trains were running every day so we were limited in the
work we could do.
The damaged treadle did pose a problem. When the train
ran over it, the cover and mounting bracket were bent, and The first job was to replace treadle D2. It is not as easy as with
the mounting lugs on the treadle were broken off. However, ballasted track as the treadle fits into a hole cut in the pier
the main body was not damaged but the internal contacts, decking. The usual mounting plates for a treadle on flat-bottom
although still working, had been corroded by salt water which rail are used but they are coach screwed into the decking.

6
 IRSE News | Issue 258 | September 2019

Few railways are quite as close to passing shipping as the Southend Pier Railway.

The next job was to remove the old key-switch boxes ready for
Alan Keef staff to replace the posts. The boxes were only held The mounting for the new signals is different to the original
in place by 10mm bolts, but the corrosion meant they had to GEC signals, so Alan Keef staff had designed and built adapter
be cut off. Tom, as my assistant, would now find out how good plates with new rubber seals for the top of the old posts. Each
he was with a hacksaw. Alan Keef provided new galvanised and head has slotted mounts which allow it to be aligned correctly.
painted posts, which should resist the salt for at least as long As there were no passenger services running, we were able
as the old posts. to arrange for one of the trains to make a few trips so that we
The signal heads were still a problem. The door seals had could align the signals correctly by viewing from the cab.
perished in places and the screw catches holding the doors The rewiring of the indication panel was much more civilised in
closed were no longer effective. The salt atmosphere had the warmth of the pier supervisor’s office. The indication supply
corroded the threads. It would have been possible to strip the is fed from a 24V AC transformer and the existing indications
signal heads, replace the seals and provide new screw catches. used type T-1 Bi-Pin lamps mounted in an 8mm diameter lamp-
However, it would not be possible to remove the signals until holder with a common NX24 return. We did not wish to change
after the summer season and they would need to be replaced, the power supply or drill out the panel apertures, so we looked
at least by the following Easter. This would mean two site visits for suitable 24V AC, 8mm diameter LEDs. The lamp-holders
to recover and replace the signals. It was decided that although were also direct wired to Weidmuller type MK3/12 terminals
repairing the treadles was a viable option, repairing the signals lower down in the panel, which were beyond the length of wire
was not and that providing new signal heads would be a better provided on most commercial LEDs.
long-term option. Alan Keef staff, however, would strip the old
signal posts and repaint them on site. We settled on using Oxley 8mm diameter, high intensity 24V
AC LEDs with 300mm long flying leads but they would be wired
Therefore, it was agreed that new signals would be Dorman LED to a new set of Weidmuller type MK3/12 terminals mounted on
miniature tunnel signals. I have used these signals for nearly the back of the panel fascia. The new terminals also provided
ten years at Longleat and they have proved very suitable for a the common NX24 return so there was no need to provide any
low speed narrow gauge railway where a main line type signal additional wiring from the relays to the new terminals.
would be too large and expensive. The existing signals are
two-aspect red/green, and the Railway wished to retain those Conclusion
aspects for the new signals. We therefore opted for the three- The refurbishment work over the last year involved a total
aspect red/yellow/green signals but not using the yellow aspect. of eight days on site, one day in the workshop refurbishing
In March 2019, during more cold weather and high winds treadles as well as many other days of preparation in the office,
Russell Gell and I arrived in Southend for another three-day planning the site visits, searching for replacement parts and
visit. This visit had three main jobs: Replace the signals with assessing what would be the best equipment to use in this
new LED heads, provide compliant earthing in the pier location unique environment. Maintenance on many railways will involve
and rewire the indication panel and replace the old indication removing insect infestation and dealing with vandalism. The
lamps with LEDs. Southend Pier Railway has to deal with different problems,
including salt water corrosion and occasionally being hit by a
Our first priority was to disconnect the signal head cables so passing ship. This project also provided a perfect opportunity for
that Alan Keef staff could strip the posts and repaint them. one of our younger signal engineers to gain valuable practical
While that was happening, we would start the panel rewiring, on-site experience with signalling equipment.
about a day and a half’s work. This time the pier was closed
all week as there was some structural work being undertaken. The upgrade work has meant that the signalling on the Railway
This meant we were not constrained by trains, other than the should have another 15 years’ service before any more major
occasional works train. upgrade work is required.

7
Railway Traffic Management:
technology to empower people

David Palmer
Head of Main Line Rail, Thales

Network Rail is investing in new The truth is, if we want to be able to But as the railway becomes busier and
technology to support a continuing cope with the relentless growth in more complex, the role of an operator
growth in passenger numbers, but rail traffic, we need get even better at can at times resemble that of a firefighter,
the success of the solution is all managing it. And that’s where technology and technology becomes a valuable tool
about people, not the technology. comes in. Not by replacing people with in supporting decision making. Traffic
computers, but by supporting them Management is one such technology
The UK rail industry is facing a daunting
to make better decisions. Successfully – enabling operators to make more
challenge. Passenger numbers have
realising the benefits of a digital railway proactive decisions and resolve potential
doubled to 1.7 billion per year since
is not about deploying fancy technology, delays before they occur. Following the
the mid-1990s and are expected to
but ensuring the user is at the heart of successful implementation of Traffic
double again over the next 25 years.
the whole design and implementation Management in other countries, one of
Clearly, it is impracticable to expand the
of the solution. the earliest Digital Railway initiatives was
infrastructure to meet this rapid growth.
to bring the technology to the UK.
So, what else can we do? The journey starts here
As part of a comprehensive evaluation
If you had a clean sheet and were Today, the industry employs teams
of different Traffic Management Systems
designing and building a national railway of expert operators who not only
(TMS), Network Rail decided to prototype
from scratch, you would probably think understand the job in front of them, but
three solutions, funding the creation of a
along the lines of driverless trains and who have a lifetime of experience in the
test bed or ‘model office’ for each.
automated everything. But there is fine nuances and complexities of our
no clean sheet. rail network – something that would be
difficult to replicate with computers.

8
 IRSE News | Issue 258 | September 2019

Teams of technical and operating • Train Line Schematic – which shows trend is mirrored globally. As the world’s
experts used the systems daily over three where trains are at any given moment railways become bigger and busier, it
months, as though in a real control room, and their planned routes. seems that for technologies like ARAMIS,
to review how the systems performed Importantly, the system can predict a the time has come.
and understand what lessons could be wide range of conflicts before they occur, Does it take us further towards
learned. After the exercise, Network flagging them to the operator who then automation? Yes, but not in the helter-
Rail selected Thales’ ARAMIS (Advanced chooses one of three modes to resolve skelter, must-be-first way that’s being
Railway Automation, Management and them: ‘Manual’ (for immediate and direct adopted by other transport industries. No
Information System) for its Rail Operating intervention), ‘Assisted’ (where options one knows what the rail network will look
Centres at Cardiff and Romford. are presented and can be reviewed like in 25 years, but one thing is for sure:
The original intention was for the before implementation), and ‘Automatic’ by giving people the information they
system to be integrated with signalling (which resolves problems according to need, when they need it, we are helping
systems, but a decision to adopt a more pre-defined rules). them to manage the challenges that are
incremental approach was taken during Changes to the plan are immediately thrown at them. We are preparing the
the project. Both systems are now visible to the signallers through a read- industry for the future.
operating in ‘decision support mode’, and only view, which helps to reduce the None of this will solve the primary causes
in the case of Wales, over a much larger number of calls and emails between of delay and cancellations that make the
area than initially planned. signallers and TOC control operators. headlines on slow news days. But it will
Decision support mode allows operators When interfaced, the changes would help the highly skilled experts that run
to become familiar with the baseline flow directly into whichever signalling our railways to make timely, effective
technology and provide continuous system is in place. decisions that put passengers and freight
feedback, while also delivering International traffic users at the forefront.
operational benefits at an earlier stage.
The TMS can then be interfaced with
management Right now, and for years to come, traffic
ARAMIS is now in operation across management is all about the people, not
other industry systems, including
sixteen countries including Germany, the technology.
signalling, driver advisory, and stock
& crew, alongside a robust business Austria and Portugal, controlling more
change programme. than 50 000 trains every day. This wide
customer base, modular and configurable
The operator is presented with a preview design (with over ten configurable What do you think?
of the planned schedule for the current modules), and ability to operate in
day, in graphical and tabular forms, What is your experience of applying
decision support mode or fully integrated
which is constantly updated by various traffic management solutions?
with the local signalling control system,
data sources in real time. Train running Does your railway or company
makes it a strong candidate to support
information and timetables can be have experience of applying similar
railway operations across the World.
viewed and modified in several ways, and technologies to those described in
the operator is presented with a number Where do we go from here? this article in other countries? Is your
of views including: experience that the UK could benefit
The need for better rail Traffic
from learning from successes, or
• Train Graph – which highlights any Management is not confined to the UK.
indeed things that have gone less well,
planning and route conflicts. Rail traffic in Europe now stands at over
in other countries?
• Platform Docker – for decision 465 billion passenger-kilometres per year,
support at stations, e.g. when a number which has grown steadily for Let us know by emailing
platforms become unavailable. five consecutive years, and the upward [email protected].

9
The development of tokens and
tokenless block with a modern twist

Kevin Chivers
Signalling Principles Verifier

The token system is a robust way of implementing block The Tokenless Block System
working on a single line. Today’s main line railway in the The tokenless system was a development of the token system.
UK still employs many token machines, and they are in The system did away with the requirements for any train driver
widespread use on heritage lines. to signaller interaction, hence reducing human error. Both
Network Rail’s Wales & Western region takes the record for systems are deemed to achieve Safety Integrity Level (SIL) 3,
the most sections being protected by token machines with but the token system would lower than that of tokenless
64 machines in use on their network. North West & Central which would be deemed a strong SIL 3 due to the reasons
region uses 16 machines, Eastern region 23 machines, Southern described here.
region eight machines and Scotland’s Railway has six machines. Note that the Radio Electronic Token Block (RETB) system in
That’s a total of 117 Token machines still in use on the use in Scotland is outside the scope of this article.
GB network today.
The tokenless system utilised reed Frequency Division Multiplex
The token system works perfectly well when trains move (FDM) for transmission between signal boxes whereas the token
through the section alternately in each direction as the system uses polarised circuitry over standard lineside cabling.
allocation of tokens works in an even fashion. But when trains
predominantly move through the section in one direction The tokenless system has an advantage over the token system
the tokens ‘build-up’ at one end of the section forcing the when switching out an intermediate signal box during quiet
signaller or authorised person to make a trip to collect and times. With the token system this is not easy to achieve and
redistribute them. generally involves placing a token into a special instrument
for every section being switched out. Whereas the tokenless
An advancement over this was the staff and ticket system system utilises switching slides. When these switching slides are
whereby for multiple trains going in the same direction operated, they release the interlocking (just like a king lever) for
each driver would be issued a ticket to take with them (their opposing signals to be cleared at the same time.
movement authority) along with being shown the staff or token
to give reassurance that the entrance signal box had permission When the layout is simple, the token system does not require
for trains to pass. The last train in the group travelling in this lineside signals as authority is provided by the issuing of the
direction would also be issued a ticket along with the staff or token to the train driver.
token which they would pass on to the signaller at the end of
the line – a ‘positive’ indication that they were the last train.
Engineering problems
Generally, single lines operate over what can be significant
Collecting tokens was slow and interrupted the railway distance between signal boxes hence the requirement for
timekeeping because when collecting a token from the signaller considerable lengths of lineside cabling. Apart from the inherent
the train had an enforced speed of 10mph (16km/h) as set by maintenance nightmare this brings, it creates a large cost for
the Ministry of Transport but just as importantly to enable the the cabling itself with the possible problem of cable theft and
signaller and driver to actually exchange the token. finally voltage loss down the line.
There are two types of token machine currently in use on We as engineers can get around this problem of voltage by
Network Rail. The first is the Great Western Railway type using relays with high resistance to ‘rob’ all of the voltage
followed by the Tyers machine. The Tyers company purchased in the circuit.
the patent for the western machine so they could sell it to other
railways of the UK network. Each of these developed into a Until recently shelf-type relays were our only choice. Shelf-
number of different variants. type relays being used in 2018 for new or existing schemes is

10
 IRSE News | Issue 258 | September 2019

The new Unipart Rail IP-based token machine.

Photos Ian Allison.

The drawings have been presented to Network Rail’s Signalling

not desirable but with the recent advent of the BR930 QS2, a Circuits Standards Working Group (SCSWG) to be critiqued
neutral relay and the BR930 QBB2, twin polarised relay recently by industry experts. The latest set of drawings will be issued
type-approved and going into production with Siemens by Network Rail in the near future. It is now believed that
Mobility it has become practicable to solve this problem the recent updates to these sheets will help to cover every
with BR930 relays. eventuality and scenario that signalling designers may
The QS2 and QBB2 relays have a substantial 16kΩ coil encounter including the new Unipart Rail internet-connected
resistance and are able to overcome large values of line instruments where cable connectivity is a particular challenge,
resistance which can be present. However, as these relays the simpler western-style terminal instrument, the more
are specialised and in short supply the lead time can be long. involved Tyers terminal instrument with the direction indicator,
two-galvanometer intermediate instruments and Universal
What now? machine with basic functions only (for NSTR, No-Signaller
As a modern twist, Park Signalling Ltd, (a Unipart Rail Company) Token Remote, and where more elaborate arrangements are
has developed a future-proof token machine known as implemented by externally connected devices).
DiBLoC. Each machine will be assigned a unique IP address and Recently Network Rail embarked on re-engineering the token
will connect to a router with CAT6 cabling. The connection system and developing a long-term strategy to return existing
from the router to the outside world can be by optical fibre, units to as-new condition (in collaboration with Unipart
4G cellular network, satellite or to a railway company’s own Rail). This requirement has been driven by fears of general
telecom network. Consequently, issues relating to long line obsolescence, the cost of replacing in modern-equivalent-form
resistance or sourcing specialist relays with long lead times and concern over the consequences of a catastrophic incident
are eliminated. such as a fire destroying some apparatus, an event that did
The token machines can be produced inexpensively and hence actually occur recently.
a single line can be resignalled for relatively low cost. Not Beside the limited number of standby units Network Rail had
only will this be of benefit to Network Rail when budgeting for there is also the challenge of the equipment being highly
resignalling schemes but could be of interest to the heritage reliable and consequently a limited number of people with
railway market. relevant fault-finding experience. The success of the system
As there is now a new, modern way of replacing token throughout its lifetime has been good, as it silently performs its
machines it is perceived there may well be a drive to replace duties ‘behind the scenes’ causing little reason for concern.
many of the existing variants on the rail network. Consequently, Therefore, in order to increase availability of the system, the
there has been a recent project to redraw and modernise the plan is to refurbish a quantity of units (around ten) per year,
existing E10,000 suite of drawings relating to token Instruments. standardising on just four types: simple terminal, terminal,
The new set of drawings will be renumbered to sit within the intermediate and universal, each able to be used with the
new E10,000 numbering sequence. four key patterns.
With special thanks to Graeme Christmas.

11
Neutral host networks

Paul Darlington

Neutral hosting is a means of Examples of neutral hosting challenge traditional larger, vertically
improving mobile radio coverage In the UK, examples of shared Distributed integrated MNOs, with more cost-
in locations where the provision of Antenna Systems (DAS) can be found efficient use of infrastructure through
reliable connectivity can be difficult inside the Trafford Centre (shopping greater levels of sharing / utilisation
and to avoid duplicate investments. centre) in Manchester and at Anfield and to improve the quality of service
It is also one of the fastest changing Stadium, the home of Liverpool for customers.
and developing areas of mobile Football Club. In Aberdeen city centre
telecommunications throughout Network sharing
a partnership with O2 has provided the
the world. Telecom companies, Neutral Hosting solutions can be at the
UK’s first fibre-connected Small Cells
enterprises, and railways cannot antenna level or can be an entire Radio
Network (SCN) for faster and higher
always justify the capital cost Access Network (RAN) solution with
capacity mobile services.
involved in providing dedicated aggregation, backhaul and routing for
and often replicated mobile radio Transport for London is looking at a multiple sites. With the introduction of
facilities, and neutral hosting may NHN to bring 4G for passengers to the 5G technology, network sharing will
provide a solution. Underground, through the deployment of be enhanced by new techniques such
neutral host infrastructure, and Network as ‘Slicing’, enabling defined usage of
With neutral hosting, Neutral Host Rail Telecom (NRT) is involved in assisting spectrum and network assets to ensure
Networks (NHNs) consisting of antennas, mobile network operators to tackle network owners and/ or users can be
masts, leaky feeders, and active public radio ‘not spots’, where there is clearly segmented to meet security,
electronics, are provided by ‘landlords’ poor coverage near to the railway. NRT Quality of Service (QoS), billing and
or service providers and shared to recognise that this will help to remove service levels. Initially, network slicing
provide coverage in difficult areas as poor coverage areas for rail customers, will primarily be used at the core and
shown in Figure 1. Such networks could lineside neighbours, and rail maintenance transport layers of a network, but as
be ‘self-provision’ networks, provided teams, together with improving Wi-Fi 5G evolves it will migrate to the RAN
by a landlord, a pure third-party carrier access on trains where this is provided via and potentially users to create fully
or by a Mobile Network Operator public cellular radio systems. end-to-end slices.
(MNO) acting as a site-specific carrier.
NHNs could provide a way forward for An NHN has been already been provided Control and User Plane Separation
improving radio facilities for railways, for in the Severn Tunnel to provide coverage (CUPS) provides the architecture
customer and business purposes or even for the Emergency Services Network enhancements for the separation of the
operational communications. (ESN) critical communications system. control and user plane functionality.
ESN will provide radio facilities for police, CUPS was introduced in 3GPP Release
NHNs are predominantly aimed at fire and rescue, ambulance services, local 14 and is set to be a key core network
locations where the provision of reliable authorities and first responders such as feature for current 4G and future 5G
connectivity can be a big challenge, inshore rescue. While the Severn Tunnel systems. Mobile Edge Computing (MEC)
particularly in busy locations such as NHN currently only serves the ESN, other will bring application hosting from
conference centres, entertainment MNOs could be accommodated. centralised systems to the network edge,
venues, airports, stations and large closer to users and the data generated
shopping centres, especially at peak Neutral host infrastructure by applications.
times. NHN models are also relevant Neutral host infrastructure comprises a
where coverage siting or economics single, shared network provided on an Broadcast modes are extremely efficient
pose challenges, such as rural areas, open access basis to one or a number of when multiple users are consuming
roads and railways. MNOs. Neutral host operators can reduce the same content, such as live radio or
their own network costs, whilst offering a video. As new capabilities bring more
network for sharing and the model could intelligence across the whole of the

12
 IRSE News | Issue 258 | September 2019

Internet

MNO A

MNO B

Peering points MNO or private core network Aggregation Neutral host networks
to the internet, MNO networks with support for multiple backhaul and routing Provision of coverage and
and back office systems architectures including capacity via shared infrastructure
national roaming and active electronics

End to end monitoring and optimisation

full network control, management, operation and maintenance via
a network operation centre and national field force

Figure 1 – Neutral Host Networks (NHNs) consisting of antennas, masts, leaky feeders, and active electronics,
are shared to provide coverage in difficult areas

network, broadcast modes may be and compromises that must be carefully not provide all the GSM-R functionality
used to push content to the network considered and addressed. Who pays and once GSM-R coverage was available
edge and into the MEC nodes for for what and the timeline for renewal along a route there was no guarantee of
local consumption. would need to be clear, and who takes a train roaming back on to the railway
responsibility when things go wrong? GSM-R network. Technology however
As frequencies increase, as proposed
Would an MNO be prepared to take the has moved on and LTE technology
by 5G, coverage distances decrease.
commercial and reputational risk if an and neutral hosting may address some
However, the size of antennas decreases,
issue on their part of the network resulted of these issues.
which means more antennas can be
in an incident?
used in smaller forms. Increasing the Using a shared radio access network can
number of antennas enables the ability The traffic and revenue income to create restrictions for MNOs who wish
to transmit further, focus power into the MNO is likely to be relatively small to maintain a competitive differentiation
smaller areas and re-use spectrum more compared to the rest of their business, capability and not give too many secrets
efficiently, as the beam gets directed so would there be a business case for away to their competitors. The risk of
more precisely. Multiple-input and providing the functionality and QoS sharing active equipment can also cause
multiple-output (MIMO) allows increased the operational railway would require? network congestion and restrictions to
capacity over a radio link using multiple The rail infrastructure manager is likely data in areas with high traffic demand.
transmit and receive antennas to exploit to require full visibility of the MNO
Beyond rail public policy may wish to
multipath propagation. network to assure safety validation for rail
encourage network sharing to reduce
operational services. Would an MNO be
Railway operational radio the costs of mobile service provision in
able and prepared to grant such visibility?
rural areas. But forced network sharing
requirements Who has the final say in any design
of the MNOs, such as domestic roaming,
Could neutral hosting and network change or equipment outage? These are
will remove all investment incentives. So,
sharing provide a solution for future some of the issues that would have to be
who would take the first step and invest
railway operational radio requirements; addressed in any such proposal.
in the required infrastructure?
with the rail infrastructure manager Before GSM-R was provided, Railtrack
providing masts, aerials and data Replacing GSM-R with a neutral host
(the predecessor of Network Rail)
connections and an MNO providing model may be a step too far, but NHNs
considered using an MNO to provide all
a ‘slice’ of their network for mission are likely to be installed at busy stations
train radio requirements, but the proposal
critical railway priority traffic? The at the very least. It will be interesting
failed for some of these reasons. When
technology exists to provide this model to see how neutral hosting develops
the GSM-R network was provided
and to share infrastructure to the benefit as overcoming the issues identified
Network Rail considered roaming on to
of all involved. could be a way of reducing costs
public GSM networks in rural areas to
and increasing connectivity for both
There would however be a variety of save costs. The problem was that in such
railways and society.
technical and commercial challenges situations the public GSM network could

13
“It’s only passive provision ...”

Stephen Dapré

We already met Ruth in the hadn’t dialled every phone number listed moved into a care home on a gentle hill
December 2018 and April 2019 to check each one was genuine. with pleasant views overlooking their
issues of IRSE News, and for any “Didn’t they try phoning someone else to
home town in the distance, and when
newcomers the plot so far is that find the correct number?”
she arrived, he was in the communal
Ruth and other characters are lounge talking to a care worker who was
entirely fictitious, and live in a “Well, sort of – they rang our national reaching down the back of the TV.
fictional but somehow familiar Community of Communities Centralised
“Hi Grandpa, what are you doing?”
world. Ruth followed her Grandpa Call Centre (CCCCC), but after waiting
Harold and Uncle Bob into the on hold for ages the CCCCC told them “Ah, hello Ruthie. The staff here didn’t
railway industry and their fictional our project wasn’t on their system know how to play back videos on the TV
national railway has been divided so they refused to believe it actually so I was explaining the connections for
into Communities. Ruth is currently existed. The contractors did eventually them, I thought it was obvious that the
in charge of signalling alterations ring the signaller on a handy signal post video signal comes out of here and needs
for a station upgrade and in the telephone (SPT) on the platform without to be plugged in there but they don’t
previous issues she has encountered actually going on the track. The signaller seem to know about anything.”
interlocking obsolescence and told them whom to contact, but by then
Ruth felt inwardly proud of her 100-year-
signal sighting. it was too late to start.”
old grandfather explaining the wiring
“Morning Ruth, I suppose you’ve “I thought we had plenty of contingency to care home staff who had been
already heard that the weekend in the programme?” brought up on clouds and Wi-Fi. Once
didn’t go so well?” he’d finished and a film had started
“Yes, but the contingency is only there for
playing loudly, they retreated to sit
This was not the Monday morning that contingency situations.”
down in another room. Conversation
Ruth had wanted. Her contractors were
“But surely this was…oh never mind!” quickly moved on to railways, with Ruth
meant to be installing a large new signal
explaining the latest work on her project.
gantry structure during a rare Sunday Ruth had no more time to discuss it; she
closure of the line. was due to dial in to the Monday morning “Now Ruthie, tell me again: why are you
conference call. As usual 57 minutes building new signal gantries?”
“Yep, so what happened?”
of it would be listening to other people
“Because we need to extend the station
“Well, it is more a case of what didn’t discussing unrelated weekend works
platforms for longer trains.”
happen. There was a problem with the many miles away in her Community,
paperwork so the contractor was unable and now her allocated 3 minutes would “Fair enough, so just pick the signals up
to start work.” consist of listening to others grumbling and put them on new bases, and run a
about the waste of a good Sunday block, new tail cable.”
“What sort of problem, I reviewed it all
without changing the outcome.
twice and it seemed fine?” “Grandpa, you know it isn’t that easy.
Harold on the hill The signal structures have to be built to
“One digit of a phone number
modern standards.”
was incorrect so the contractors Ruth had already arranged to drop in to
couldn’t contact anyone to sign in see Grandpa Harold on her way home Ruth patiently explained how modern
to the worksite.” that day. She enjoyed his company signal structures had to be built to
because he was a kind old man, however withstand freak weather events,
Ruth groaned. Although she had very she also felt some trepidation because he turbulence from passing freight trains
carefully reviewed the substantial couldn’t help cross-examining her about with the aerodynamic qualities of
paperwork that accompanied any how modern practices compared with his bricks, and minor earthquakes because
attempt to work on the track, even she own working days. Harold had recently folklore said there had been one

14
 IRSE News | Issue 258 | September 2019

Derby was resignalled last year, and it can be seen that the new gantries are designed to allow
for electrification. Not far away, the Leicester area was resignalled in the 1980s with similar
passive provision, however electrification of the Midland Main Line from London has yet to
reach Leicester over 30 years later. When will the wires get to Derby?

several centuries ago. On gantries the Second attempt “Oh – that! I did explain we had to
walkways were specified for a loading A few Mondays later, Ruth again arrived build it to modern standards. Why,
of four maintenance technicians in at work to be greeted with news about can you see it?”
case the usual team of three had a the weekend’s work. This time, the “Can I see it? I could even read the signal
trainee with them, even though there gantry had been successfully installed. aspects from my window when I got
was barely space for four people and Admittedly it had taken considerable up this morning!”
typically most team members preferred persuasion to get another suitable Sunday
to stay on the ground and watch one block, with the local train companies “Well, modern signal heads are very
person do the work. all complaining even though the whole bright to ensure they are visible in
purpose of the project was to allow all conditions.”
Harold wasn’t ready to accept that.
them to run longer trains. One company “That doesn’t explain why the
“When I was building our first colour light objected because although they didn’t structure is so tall?”
signals, we would get a used oil drum, dig run any Sunday services through the
a hole the right size for it, put the drum in station, they sometimes used it to stable “Ah, it’s only passive provision. We were
the hole, fill it with concrete and plant the trains. Nonetheless it was a small triumph told to allow for clearance for future
signal post or some bolts in it. Job done of engineering to get the gantry erected, electrification with overhead lines.”
in a few hours; lasts forever. Uncle Bob which was duly noted with muted praise “Is that really likely? They would need
was doing much the same on his job’s during her three minutes of glory on the to completely rebuild that low road
years later, why can’t you just continue morning conference call. bridge over the station, and all the other
with that? It does seem a dreadful waste
Less than a minute after leaving the bridges along the line. Try asking uncle
of taxpayers’ money!”
conference call, Ruth’s phone rang. The Bob, several of his generation worked
Ruth wanted to argue back about health incoming call was from a local number on resignalling projects where they were
and safety legislation, the fact that a few that seemed familiar. told to assume future electrification yet it
of the oldest signals planted in oil drums never happened. Somewhere along the
were now leaning at curious angles so “Ah Ruthie, there you are!” Community of the Centreline I think.”
they were covered in warning notices to “Grandpa..?” Ruth whispered into the “To be fair, some other schemes in the
say climbing them was prohibited, and phone. “Is everything OK?” last few years did not allow for overhead
that she paid far more tax than Harold
“No, what on earth have you done?” lines, only to find that electrification was
nowadays. However, it had been a long
announced soon afterwards, so now
day and it was better to just let Harold
Ruth was wondering whether she they are busy replacing gantries that
have his say; in any case he had a twinkle
had been (incorrectly) named and are almost new.”
in his eye and Ruth knew he was only
shamed in some intriguing family
trying to tease her. “Maybe, maybe. Anyway, that still doesn’t
scandal, but Harold wanted to talk
railways. He continued: explain why you’ve put the gantry so far
“Perhaps I ought to bring you into
from the platform ends, I thought you
the office to tell them how to do it
“That…that…STRUCTURE. What is it for?” were just doing some modest extensions
properly, Grandpa!”
for those longer trains.”

15
IRSE News | Issue 258 | September 2019

In summer 2017 platforms 1-6 at Waterloo were remodelled for longer trains, and this new
gantry appears to allow for overhead electrification. However, at present all lines use third rail
electrification from Waterloo throughout South West London to most destinations! Conversion
to overhead electrification seems highly unlikely in the near future, whilst longer-term the
lineside signalling is due to be superseded by ERTMS.

“Ah, that’s only passive provision as Another email “Well it was really impressive, they said
well – the train companies insisted on Despite Harold’s concerns about the that one day everywhere would use UTCS
it because they might be getting even scope, Ruth was pleased that the work (Universal Train Control System), and we
longer trains sometime.” had now been delivered. Just as she wouldn’t need lineside signals. In fact, the
started to relax and think about making session about mechanical signalling was
“Well, even you’ll be retired by the time
a tea, she received an email. Despite deleted from our programme because
they get around to doing that, they
carefully resetting her spam filters we were told it was no longer relevant,
would have to completely rebuild the
recently, the mysterious Binary Railway we could always visit a museum to
terminal station in the capital city to
group (who were leading the in-cab learn about it.”
accommodate them! Now then, I’m sure
there are more signals as well – there signalling project) had somehow used Ruth winced, relieved that her grandpa’s
weren’t that many signals there when I their advanced technical powers to find excellent overview of her site did not
worked at the station.” another way into her Inbox. include hidden microphones.
“Well spotted, yes there are, but they Dear Person in Charge of “Well, if you’re really keen to learn
are fixed reds at present. We were told Traditional Signalling about UTCS, how about you help me
another project may introduce some It has been brought to our attention that with a task: you could review a Binary
turnback and bi-directional moves.” you are making alterations to lineside Railway standard to see how it may apply
signalling. You will of course be aware to our project.”
“What you mean is they are only passive
provision as well..?!” that we recently published our new “Certainly, sounds fun!”
standard “Passive Provision for Binary
Ruth hesitated before answering quietly: Railway Systems”. We recommend that Fun was not quite the word Ruth would
you urgently review your scope to ensure have used, however she didn’t want to
“I suppose so, yes.”
your project is compliant, otherwise re- dampen the innocent enthusiasm and
Ruth decided that whilst there were education may be required. finding answers would help both of them.
logical reasons for including passive She forwarded the email she had received
provision in her scope, it would not be Ruth knew that (as with all good science to the graduate who then disappeared
quick to convince Harold; instead it fiction) resistance was futile. Just as she happily down the corridor to start work.
was best to conclude and say a friendly was wondering what to do about it, the
door burst open. In bounced the new Before she could continue with her
goodbye. When she came off the phone,
graduate who had just joined their project day, one of the installation team walked
a colleague in the office said:
team for a placement. Ruth had an idea. up to her desk.
“Who was that? They were giving you a
“Hi, good timing! On your induction “Ruth, there was just one problem from
right grilling!” “Oh, just a local stakeholder
week, what did they tell you about the weekend that could not be resolved
with interesting views.”
Binary Railway?” on the night. We need another two new
SPTs, we ran out of stock.”

16
 IRSE News | Issue 258 | September 2019

“Oh wonderful – OK, I will ring the At this point Ruth instinctively took the commissioning audit to point out all the
national stores to get some.” phone away from her ear and looked things we could have done differently
down the earpiece, until she remembered to be more efficient. When would be a
Ruth rang the CCCCC helpline, and after
that she was a highly qualified S&T good time for us?”
navigating through numerous menus of
engineer who should really understand
options she was told she was position 19 “In about 30 years once we know if
that even with digital multiplexing phones
in the queue. Fortunately, that now gave the passive provision was ever useful”,
don’t work like that – and it might look
her enough time to get her first drink, Ruth thought to herself before replying:
a bit daft. She ended the conversation
including the daily challenge of finding “Not just yet.”
briskly and turned to the installer.
which of the three office fridges actually
contained the milk carton. (She even “We might have to wait for the extra SPTs, Some answers
considered leaving her phone waiting do you know which signals need them?” A few days later the graduate reappeared.
on her desk whilst she went to the Ruth could immediately spot the impact
“The ones at the far side, we just
bathroom, however that would be a bit of genuine front-line experience:
started from here and kept going
too risky: she would need indefinite time the door opened more slowly, and
until we ran out.”
to battle the stubbornly ingenious toilet the graduate seemed to have aged
roll holders that always guaranteed every “Don’t you realise that some signals are several years.
cubicle met the facilities performance fixed at red for now because they are
“Hiya, how did you get on?”
specification to have two full rolls only for passive provision?!” Ruth was
available, yet would never release now getting irritated. “Erm…it may sound strange, but I’m not
a single sheet of paper undamaged really sure. It took me ages to read, but
“Passive provision, what’s that then?”
without a fight.) I was struggling to find out what we
Ruth weighed up whether this was actually need to do about it.”
Eventually her call was answered.
intended to be a deep philosophical
Ruth put on her best attempt at a
“Hi, do you have any SPTs in stock?” question – but it wasn’t.
surprised face.
“Let me just check…yes we have 14.” “It’s like future-proofing for things that
“Oh, well thank you for researching it
might or might not happen.”
“Excellent, can we have two please?” anyway, it was important to check how
“Dunno about that, we were just told we could comply.”
“No, they only come in packs of seven;
every signal needed them installed so I
we are not allowed to split the packs.” “Actually, I did find two definite
can’t close the log.”
requirements when new interlockings are
Ruth paused while she imagined what
“Fine, in that case what we can do is being provided.”
geometric shape of packaging caused
borrow two SPTs from two of the signals
the standard bulk pack of SPTs to be in Ruth was about to explain that her
fixed at red? We can always sign them
sevens rather than an even number. project was (thankfully) continuing to
out of use for now.”
use the existing interlocking so she didn’t
“Oh well, can I order one pack of seven
“But how can we sign them out of use if really need to know, however she was
then please? We can always use the
they aren’t yet in use?” conscious that the graduate had worked
spares elsewhere.”
hard to find some answers for her so it
Ruth was now lost for words. The
“Ah, I’m afraid that won’t be possible – might seem ungrateful. She ought to at
silence was only broken by the team
our customer service quality procedure least be aware of the new requirements –
organiser who had picked up an
says we must always retain at least two and it might be good CPD.
incoming call for Ruth:
packs in stock otherwise we might be
“OK, so if we were going to provide a
unable to meet sudden demand.” “Ruth, I have the Community’s hindsight
new interlocking here, what would be the
engineering department on the phone,
additional requirements?”
they want to come and do their post-

In the 1980s British Rail started to introduce

Driver Only Operation (DOO) on some
suburban networks. However, ongoing
resistance from unions meant that DOO
was never introduced on Waterloo services.
The photo shows some overgrown CCTV
monitors at St Margarets near Twickenham
that were installed in the 1980s and then
maintained in working order for many years,
yet were never used. Was this accidental
passive provision?

17
IRSE News | Issue 258 | September 2019

It’s not just signalling. When the customer

information system (CIS) was designed for
Stockport station 30 years ago, it included
passive provision for two abandoned bay
platforms with no track. This was for a
proposed Bolton to Stockport shuttle service
that was never implemented. The photo
shows the two now filled-in platforms, and
no sign of the CIS displays. In the background
can be seen the still-operational Stockport
No 1 signal box.

“Well: firstly, all new interlockings A day out Presently he pointed to an equipment
must allow 25% spare capacity Ruth was getting cold. Train depots were cupboard behind some seats and said:
for future UTCS.” not the warmest of places, especially “I bet none of you can guess what is
“I see – so how is that the outdoor bits, and the event had seen inside this cupboard?”
capacity measured?” plenty of interest from across the industry
so there was a queue at the access steps The visitors started reciting a string of
“I wondered that, it didn’t really to board the train. It was the launch of acronyms and terms covering everything
say – I’m guessing data..?” said the the new H87 train, and Ruth had been from complex electronics and types of air
graduate tentatively. invited by the Tiger Stripes train company valve, to spare cups for the buffet trolley,
“Or timers. Or latches. Or I/O channels, because they appreciated how hard with no success. Having waited patiently
it could be any or all of those. So, what is she and her team had worked to deliver Ruth decided to have her turn.
the other requirement?” the station project for their new trains. “Actually, I think I know what’s in there.”
They had even provided a warm buffet
“All new interlockings need two extra beforehand, which seemed only fair. The host raised an eyebrow and invited
datalink sockets, labelled UTCS” said the her to continue.
graduate proudly. Eventually Ruth got her turn and was
able to visit the driving cab. Like most “Absolutely nothing” said Ruth.
By now Ruth was running out of new train cabs there was an impressive
acceptable facial expressions to convey The host looked simultaneously
array of buttons, lights and screens, and
her true feelings so she quickly thought impressed and disappointed that Ruth
the air had that lovely aroma of newly
of a follow-up question: may have stolen his finale.
manufactured electrical equipment
“Ooh, I suppose that seems sensible. Why and furnishings. The only thing that “Really, what makes you say that?”
are there two identical UTCS sockets?” slightly detracted from the shiny modern
“Isn’t it obvious? It’s where the UTCS
ambience was a clumsy plastic cover
“Ah, that’s obvious: you need two trainborne equipment should go, but at
fixed over what were presumably
datalinks on modern computer systems present nobody knows what to install
some extra buttons.
for diversity and redundancy.” so it’s just an empty cubicle – it’s only
“What’s under that cover?” Ruth asked passive provision.”
“Well yes I guessed that, what I meant one of the hosts.
was how do you know which socket is
for which data link, surely they should be “Ah, we were hoping people wouldn’t ask
labelled differently?” that” said a sheepish-looking Tiger Stripes
person. “If you really want to know: the What do you think?
“The standard prohibits that because door controls. The trains were specified The term passive provision can be
different UTCS suppliers might use data for passive provision for drivers to open to interpretation. It should mean
links called A and B, Left and Right or operate the doors themselves sometime to provide for the future where there
Master and Standby. It is important to be in the future, but the unions argued that is no extra cost. In reality this can be
neutral on such matters.” it isn’t passive if it already works. We had difficult to achieve without increasing
Ruth wasn’t sure whether to congratulate to cover up the controls before any driver the day one cost of a scheme. What
or console the graduate, however her would agree to move this train into place do you think? Do we make adequate
thoughts were cut short by her phone for the launch day.” or too much passive provision? We
ringing yet again. After politely thanking She then moved along into the interior would love to hear your views and
the graduate for their genuine efforts of the carriage. There was a cluster of experiences of providing passive
she answered the call. This time it was a important-looking visitors being shown provision, so why not let us know by
pleasant surprise: it was an invitation to around by a Tiger Stripes manager. emailing [email protected].
a special event.

18
 ASPECT2019
Institution of Railway Signal Engineers | Delft University of Technology | IRSE Nederland

10th ASPECT Conference

22–25 October 2019

Don’t miss
your chance
ASPECT is the international conference

to attend – organised every two years by the IRSE.

In 2019 we are excited to host the event
in the town of Delft in the Netherlands.

book now at Our main conference topic in 2019 is

resilience, but other papers will be
presented on the ASPECT themes of
www.aspect2019.nl Automation, Signalling, Performance,
Equipment, Control and Telecommunications.

Gold sponsors Silver sponsors Bronze sponsors

@aspect2019

www.aspect2019.nl
[email protected]
IRSE News | Issue 258 | September 2019

Industry news

ERA becomes cross-border rail and freight), the rail industry supply between Villeneuve-Saint-Georges and
traffic authority in Europe chain and government. It recognises Juvisy, Paris, by remote control. The test
that the delivery of digital signalling train was driven remotely from a control
Europe: The EU Agency for Railways requires multiple stakeholders to work centre established at Vigneux-sur-Seine,
(ERA) has assumed the responsibility together, coordinating budgets and and follows 18 months of research
for vehicle authorisation and safety asset renewal plans. and development.
certification. This is part of the EU’s aim
to create a Single European Railway The plan was published alongside a two- The run tested satellite transmission and
Area, as well as to simplify railway- day digital railway conference, hosted the use of a private cellular LTE network
related authorisation and certification by Network Rail, that focused on closer equivalent to 4G. Cameras fitted on the
processes. Rolling stock manufacturers working across the industry and how a locomotive provided real-time images
operating across the EU can now new partnership approach to deliver the for the driver in the control centre, who
follow one single, integrated process to railway as a whole system will result in a accelerated and braked the train. SNCF
procure vehicle authorisations and single better service for passengers. announced in September 2018 that it
safety certificates. is partnering with French state-owned
Shift2Rail – ETSI and Future research institute Railenium alongside
Companies can also request European Railway Mobile Communication Alstom, Altran, Ansaldo STS and Apsys on
Railway Traffic Management System
(ERTMS) trackside approval. All
System (FRMCS) the freight element of the autonomous
Europe: Shift2Rail and ETSI signed a trains project, which involves equipping
applications can be submitted through
Memorandum of Understanding (MoU) an Alstom locomotive for Grade of
ERA’s One-Stop Shop IT tool (OSS). After
in Paris at UIC’s conference on the Automation (GoA) 4 operation.
receiving the application, ERA will assign
a project manager who will serve as the Future Railway Mobile Communication The test was a key step in the project
personal contact and adviser for the System (FRMCS). and will allow further tests to be
applicant throughout the process. Each Shift2Rail research and innovation results undertaken focusing on developing the
of the applications will also be assessed will be feeding ETSI working groups techniques and equipment in preparation
by a dedicated multilingual expert team. facilitating, under the leadership of the for commercial applications and to
European Commission, the creation combine the deployment of satellite
European nations Bulgaria, Finland,
of the next future-proof standards for communications and 4G technologies.
France, Greece, Italy, The Netherlands,
telecommunications applicable to the The project has also succeeded in
Romania and Slovenia have already
railway. Shift2Rail expects that this automating the recognition of signals,
adopted the new system, while
cooperative work among the sector will and will move forward with the
Switzerland will use the regime on a
help the practical market implementation automation of obstacle detection in
case-by-case basis starting this month.
of solutions like wirelessly connected the coming months.
Other EU countries are expected to adopt
the legislation by June next year. trains (next generation of train control SNCF has agreements with two consortia
management system or TCMS) and, to develop and integrate autonomous
Long-term digital development together with the European Railway passenger and freight train prototypes for
framework Agency, adaptable communication main line infrastructure at GoA 4 by 2022.
UK: Network Rail has published a systems applied to train to ground
framework that sets out the long-term communication for ETCS, but open to all New UK interlocking
delivery of digital signalling, to bring rail mode needs. UK: The first implementation of SNC-
significant benefits to passengers and Lavalin Atkins’ new digital interlocking
Shift2Rail is also collaborating in the technology on a UK passenger-carrying
help suppliers to plan resources. research area on railways signalling line was commissioned on 22-23 June.
The long-term deployment plan (LTDP) communication with the UIC project
has been published in response to FRMCS. The consolidated approach The control system covers a short section
a request from the Department for would enable bearer independence, of line between Fulwell and Strawberry
Transport for a plan that shows future scalability and modularity enabling Hill in southwest London. It is controlled
signalling renewals to be ‘digital’ (ETCS) future-proof features of the successor by a VDU-based signalling workstation
or ‘digital ready’ beyond Control Period 6. of GSM-R that the European Agency within Feltham signal box, but control
The LTDP takes account of the scale for Railways will have to consider in the will eventually be transferred to the
and complexity of fitting out in excess of context of the new Control Command Basingstoke Rail Operating Centre.
4,000 trains and the upgrading of more and Signalling Technical Specifications for
The commissioning forms the first
than 19,000 miles of network, and shows Interoperability (CCS TSI).
stage of Network Rail’s Feltham area
how modern signalling and train control resignalling project which is being
technology can be delivered in a way that
SNCF – 4km test run of
undertaken over several years. It follows a
makes the best use of renewals funding. remotely controlled locomotive successful roll-out of the system on non-
France: SNCF has completed the first passenger lines within the Crossrail depot
It proposes a partnership approach
test run of locomotive hauling a flatbed at Old Oak Common.
between Network Rail, the train
wagon and a carriage travelling 4km
operating companies (both passenger

20
 IRSE News | Issue 258 | September 2019

The signalling system, with the May, and work on the resignalling started Kazakh digital signalling
ElectroLogIXS interlocking at its core, near Gällivare on 4 July . Commissioning Kazakhstan: Kazakhstan Railways
uses Newgate barrier machines; an of the new interlockings is to be (KTZ) has signed a memorandum of
auto re-configurable power supply; completed by 2022. understanding (MoU) with Alstom for the
a Resonate Scalable control system;
CRRC unveils SigThemis development of digital technologies for
a telecoms multi service network to railway signalling.
support ElectroLogIXS; Frauscher axle ETCS solution
counters; Camlin, remote condition Sweden: At the UITP Global Public The agreement covers the development
monitoring and CCTV transmission; Transport Summit in Stockholm on of digital signalling and interlocking
centralised Frauscher axle counter June 10, CRRC Corporation Limited technology, which will be implemented
system for train detection; and a 650Vac of China presented its SigThemis ETCS during the modernisation of interlockings
lineside signalling power distribution with solution. Developed by CRRC Zhouzhou at Kazakhstan’s largest stations.
Camlin auto-reconfiguration. Locomotive Institute, SigThemis is based
The MoU follows an agreement signed
on the specification for SRS 3.6.0, which
New processes for the design and on 29 July between Azerbaijan Railways
was published by the EU Agency for
verification of their control systems have (ADY) and Alstom to provide technical
Railways in June 2016.
been developed, along with producing support for ADY’s locomotive fleet.
a library of approaches which will Presenting details of the technology,
streamline the design of future systems. Geng HongLing, vice chief engineer for Australia’s first driverless metro
The hardware is modular and IP network CRRC Times Signal & Communication, Australia: Sydney Metro, Australia’s
connected, enabling equipment to be said the Radio Block Centre (RBC), biggest public transport project, has
placed in easily accessible locations to Computer-Based Interlocking (CBI), opened the North West Metro and
reduce the amount of time that staff European Vital Computer (EVC) and the start of revenue service, delivering
need to spend trackside. Centralised Traffic Control (CTC) are Australia’s first fully automated, driverless
SIL4-certified and compliant with metro service.
Atkins estimates that the resignalling of all relevant TSIs.
the Feltham signalling project area with The Metro North West Line is stage 1
conventional SSI would have required in The CTC has a triple-redundancy of Sydney Metro and includes 36km of
the order of 3000 relays and 450 lineside architecture to optimise reliability and the track, 13 stations and a depot. The new
equipment locations. Using their new EVC can support standardised interfaces network will provide a level of service
system this will reduce to approximately with legacy national signalling systems. with a train every four minutes in the
130 relays and 220 lineside equipment SigThemis can simultaneously support peak in each direction.
locations, resulting in a step change in baseline 2 and 3 functions.
Alstom has been responsible for
reliability. It will also create a 20% capital the project management, design,
CRRC says SigThemis is also fully
saving compared to older systems, with a supply, manufacturing, testing and
interoperable with its Chinese Train
65% life-cycle cost saving over 30 years. commissioning of 22 six-car Metropolis
Communication (CTCS) Level 0
The next deployment of the system is technology. CRRC’s CCS research unit trains and their Urbalis 400 CBTC
expected to be between Norwich, Great is now developing vehicle-to-vehicle signalling systems. The contract includes
Yarmouth and Lowestoft in early 2020. communication through SigThemis a 15-year maintenance contract for
as part of its work on Automatic Train the trains, signalling, depot operations
Three-year ETCS project Operation (ATO). and equipment.
Sweden: Trafikverket has started work
on a three-year project to resignal the Atlas Spanish ERTMS Level 2 The trains include three double-doors per
car for improved access and passenger
Malmbanan heavy haul line between high-speed in commercial
Boden and Riksgränsen with digital flows, large windows and ambient LED
service lighting. They will also have the highest
interlockings and ETCS at an estimated
Spain: Alstom’s Atlas train control levels of customer safety including real
cost of SEK3bn (£255m, €280m, $310m).
system has entered commercial time CCTV monitoring, emergency
The contract has been awarded to
service on the Valladolid-León high- intercoms and the way-finding aids for
Umeå-based Eitech Engineering AB.
speed line in the north of Spain. The customer information and real time
Most of the existing interlockings on the contract from Adif, was awarded to travel information.
iron ore corridor are more than 50 years an Alstom-led consortium in 2014, to
old, and around 40% of the equipment upgrade the Valladolid-León section The CBTC system operates in unattended
will be life-expired by 2022-23. with ERTMS Level 2. train operation (UTO, GoA4) and delivers
Interlocking replacement has thus moving block with safe braking distance
The project will see the Valladolid- between trains, interfaces with rolling
become an urgent priority, ahead of the
León line running with increased safety stock, platform screen doors and
roll-out of ETCS, and will account for
and availability, with maximum speeds communications and Automatic Train
around 90% of the total cost. However,
increasing from 200 to 300km/h. Supervision. Driving profile and dwell
the work will be co-ordinated with
other planned capacity enhancement times are regulated automatically to
The contract includes the design,
measures including the lengthening of achieve run times, optimise performance
procurement, installation, commissioning
selected passing loops. The number and manage delays.
and 20 years of maintenance of the
of interlockings will be reduced signalling, fixed telecommunication Communication is via 5.8GHz Wi-Fi,
from 50 to seven. and Automatic Train Protection which also delivers in-train real-time
systems, the centralised traffic control, CCTC coverage with eight video streams
Trafikverket had decided to start the
security equipment, the mobile GSM-R per train. Platform screen doors (PSDs) at
resignalling project on the ‘least sensitive’
communications equipment and three new underground stations provide
section of the Malmbanan between
infrastructure for trains and mobile segregation of passengers at platforms
Gällivare and Råtsi. Installation of a new
phone operators. from track and moving trains. Platform
optic fibre communications link began in

21
IRSE News | Issue 258 | September 2019

Edge Barriers (PEBs) are provided at Kinki Sharyo is supplying the three lines Mobile Train Radio Communication
all other stations, synchronised with with 110 three-car trainsets from its System (MTRC), with the deployment of
train doors for authorisation, timing factory in Osaka in co-operation with electronic interlocking. The signalling
sequence and interdependent isolations Mitsubishi Corp as part of the railway system will be implemented in four
via interfaces with the signalling system, systems consortium, led by Mitsubishi different sections, which are among the
together with obstacle detection on both Heavy Industries. MHI is also responsible busiest routes in the country.
train and platform doors. for the track, power supply, platform
It includes the 165km-long Renigunta-
The Metro line is currently being screen doors and tunnel ventilation.
Yerraguntla section of the South Central
extended from Chatswood to Bankstown Thales is supplying CBTC, telecoms,
Railway, the 155km-long Jhansi-Bina
via the City and by 2024 Sydney will have a security system, an operations
section of the North Central Railway, the
31 metro stations and a 66-kilometre control centre and an automatic fare
145km-long Vizianagaram-Palasa section
standalone metro railway in addition to collection system. Hitachi is undertaking
of the East Coast Railway and the 175km-
its extensive suburban rail network. facilities maintenance.
long Nagpur-Badnera section of the
Automatic passenger counting Central Railway.
New Bahrain Metro
Bahrain: Al Zayani Engineering, France: Thales has selected Eurotech The MRTC will be deployed utilising a
KPMG and PriceWaterCoopers (PwC) to supply embedded hardware and LTE backbone to enable connectivity
have been shortlisted for a contract internet of things software for the between all rail staff, including drivers,
encompassing technical, financial and automatic passenger counting systems guards and control office. Initially,
legal consultancy services, to assist to be installed on trains for the future the system will be provided on 500
in the tender process for the design, Grand Paris Express metro lines 15, locomotives and overall, the project is
construction and operation of phase one 16 and 17. The project will require at expected to cost Rs16.09bn (£190m,
of a new metro project. least 1400 passenger counters, and €210m, $231m) and is expected to
potentially up to 4 250. complete in 2021.
Costing up to $2bn (£1.6bn, €1.8bn)
the Bahrain Metro project will include a These will collect data on the number of Tram collision and overspeed
184km-long network comprising six lines people in each vehicle at every station,
safety system to be tested
and will be implemented in four phases. to help manage services and improve
passenger information. Eurotech is to Europe: Bombardier Transportation
In the first phase, two lines encompassing
supply its DynaPCN passenger counters launched its Collision & Overspeed
a 30km-long network covering 20
along with its Everyware Software Monitoring & Prevention Assistance
stations will be built.
Framework data collection and remote System for trams and light rail vehicles at
Driverless metro for South configuration technology. the UITP Global Public Transport Summit
America 2019. Testing of the technology will take
Chile: Metro de Santiago has selected
Smart railway programme place on trams in Wien and Blackpool.
Systra to provide consultancy services for Saudi Arabia: Saudi Railway Company Developed in co-operation with the
construction of driverless metro Line 7, (SAR) has entered a memorandum of Austrian Institute of Technology &
including the design of railway systems, understanding with Huawei to initiate Mission Embedded, COMPAS builds
workshops and rolling stock. smart railway programme. Under on Bombardier’s Obstacle Detection
the partnership, SAR and Huawei will Assistance System that has been in
Line 7 is one of three new routes and collaborate on a range of smart railway service since 2017 and is now used by
four extensions announced by President initiatives, including the application five light rail operators.
Sebastián Piñera in June 2017. These of a next-generation railway wireless
would add 57 route-km and 44 stations network, Internet of Things (IoT), artificial COMPAS incorporates vision-based
to the city’s metro network. Construction intelligence (AI) and cloud services. The overspeed prevention and automated
of the 25km east-west line with 19 partnership will also explore the idea obstacle detection assistance.
stations is expected to begin in 2020 for of deploying 5G technology across the Bombardier expects COMPAS to
completion by 2026 at an estimated cost SAR rail network. be granted commercial service
of $2·5bn (£2bn, €2.2bn). authorisation by mid-2020.
Established in 2006, SAR is one of two
Passenger service begins on state-owned companies to operate Collision warning system
Doha metro Red Line Saudi Arabia’s railway network. With the for trams
Qatar: A soft launch for the driverless two-year contract, SAR aims to procure
Netherlands: Amsterdam city transport
Doha metro took place on May 8 with real-time information of railway tracks as
operator GVB has invited tenders for
the start of passenger services on the Red the Saudi Arabian railway faces extreme
the supply of a collision warning system
Line operating on the section between Al weather conditions, with temperatures
for its fleet of 155 Siemens Combino
Qassar in the north and Al Wakra in the reaching up to 55°C.
trams, saying this would assist tram
south, with 13 stations. drivers, help improve road safety in the
Long Term Evolution Automatic
The four-station section between Al increasingly busy city and reduce damage
Train Protection System
Qassar and Lusail, and a branch to to its vehicles.
India: Indian Railways has signed a
Hamad International Airport, are due to GVB envisages that cameras or radar
memorandum of understanding (MoU)
open by the end of the year, along with systems on the front of a vehicle
with RailTel Enterprises (REL), a wholly-
the east-west Gold and Green lines. The would provide an audio and visual
owned subsidiary company of RailTel
Gold Line will run from Al Aziziyah in warning if there were a risk of a
Corporation of India, to upgrade its
the west to Ras Bu Abboud in the east, collision with another road user or an
signalling systems.
with the Green Line running from Al Riffa object on the line.
in the west to Al Mansoura in the city The scope of modernisation includes
centre. Interchange between the three Automatic Train Protection System This follows tests using seven trams
lines will be provided at Msheireb. with Long Term Evolution (LTE) based on Route 17. The intention is that the

22
 IRSE News | Issue 258 | September 2019

roll-out across the Combino fleet will be Private Crossings (Signs and Barriers) European Commission’s
completed by mid-2020.The 63 new 15G Regulations 1996 which would see Delegated Act on C-ITS for
trams that GVB has ordered from CAF these new designs brought onto the
are to be supplied with a warning system network next year.
Vehicle-to-Vehicle radio
fitted as standard. systems.
Successful six-month point Europe: The GSM Association (GSMA)
RSSB “Over the Horizon” machine test is urging European lawmakers to reject
GB: The Rail Safety and Standards Board Kazakhstan: The national railway KTZ, the European Commission’s Delegated
(RSSB) has introduced a “Over the in cooperation with KazElektroPrivod Act on C-ITS (Cooperative Intelligent
Horizon” series of articles which focuses the equally owned joint venture of Transport Systems) because it favours Wi-
on the New Mobility Services landscape Alstom and SOP Trade, has completed Fi technology over cellular alternatives
and its implications for rail transport in a six-month test of their P80 point C-V2X and eventually 5G, according to a
the coming 5-10 years. RSSB say it is machine on a turnout designed by Reuters report. The proposed legislation
a topic of strategic importance for the Prommashkomplekt and installed at sets out guidelines and rules for C-ITS
industry, and RSSB has partnered with Shiderty station. that are intended to improve road safety
the new Connected Places Catapult to and traffic efficiency across the EU.
deliver the initiative. The locally manufactured P80 has a
design life of 20 years and is suitable The C-V2X direct communication mode
Driven by technological innovation in for main lines, freight and metro use is designed to offer vehicles low latency
wireless connectivity, sensor networks, at speeds up to 180km/h. The KTZ communications for Vehicle-to-Vehicle
location data, digitisation and social Ekibastuz signalling and communication (V2V), Vehicle-to-Roadside Infrastructure
media platforms, new passenger department found no technical issues (V2I) and Vehicle-to-Pedestrian (V2P).
transport options have developed in during the tests, which included 1 200 The GSMA’s position is that the Wi-Fi
dense urban areas, to rethink mobility. operations in winter temperatures technology favoured in the Delegated
Whether car sharing, bike sharing, as low as -40°C. Act, ITS-G5 based on the 802.11p
ride hailing, ride sharing, microtransit Wi-Fi for Californian intercity standard, is outdated and inferior to
solutions (e.g. small buses on demand), cellular-based C-V2X in terms of security,
Mobility-as-a-Service (integrated trains reliability, range and latency. Also, the
transport bundles), or shared USA: In America the Capitol Corridor standalone Wi-Fi technology doesn’t
autonomous vehicles, New Mobility Joint Powers Authority (CCJPA) has integrate easily with other smart city
Services (NMS) have the potential selected Nomad Digital to install, communications systems. But C-V2X
to blur the line between public and test, operate and maintain a Wi-Fi does because it uses existing 3G and 4G
private transport, between owned and network on-board Capitol Corridor networks and will be compatible with 5G.
shared vehicles. trains operated by the CCJPA and their
service partners. New trains for Docklands Light
NMS operate a shift from traditional
Built on Nomad’s router technology
Railway (DLR)
scheduled transport towards user-centric
and on-demand mobility solutions which platform, R5001, and Connect software, UK: CAF has been awarded the contract
embody the idea that transport should be the Wi-Fi solution includes a service- to design, manufacture and supply a fleet
responsive to the needs and preferences based delivery model for all hardware, of 43 trains for the DLR by Transport for
of travellers and of society. software, facilities, utilities and labour. London (TfL). The DLR is an automated
light metro system serving the Docklands
Plan to make UK private level The network will ensure CCJPA’s wireless area of East London, England. It reaches
infrastructure and supporting systems north to Stratford, south to Lewisham
crossings safer deliver good capacity, performance and across the River Thames, west to Tower
UK: Improved signage to protect operational reliability over the initial five- Gateway and Bank in the City of London
motorists and pedestrians using private year contract. The network will evolve financial district, and east to Beckton,
level crossings could be introduced under over the term of the contract, allowing London City Airport, and to Woolwich
plans announced by the UK Department upgrades to be sequenced onto the train Arsenal south of the river Thames.
for Transport. Private level crossings are fleets replacing obsolete systems.
intersections where a railway crosses Originally the DLR used signalling based
a road or footpath on private land. The Middle East railway on a fixed-block technology developed
gates often need to be operated manually communications by GEC-General Signal and General
with some crossings requiring users to Israel: Motorola Solutions has won a Railway Signal. This was replaced in 1994
telephone a signaller to check that it contract to supply Israel Railways with up with a moving-block TBTC (Transmission
is safe to cross. to 3000 push-to-talk over cellular mobile Based Train Control) system developed
devices equipped with its WAVE group by Alcatel, called SelTrac.
There are around 2 500 private crossings
in the UK, representing more than a third communication service, and to operate
The new five-car trains will be based on
of all level crossings on the network. To and maintain the network for three years.
CAF’s metro vehicle design, with the first
improve safety at these crossings, the The system is intended to support entering passenger service from 2023.
Department for Transport has worked operational communications across Thirty-three trains will replace DLR’s
closely with Office of Rail and Road (ORR) the rail network, including offices, yards oldest rolling stock which is nearly thirty
and Network Rail to revise and make and depots. Motorola said WAVE would years old and will increase frequency and
improvements to the signage used. eliminate the barriers between devices, capacity across the network.
New designs have been tested at networks and locations, allowing users
Cannock Chase in Staffordshire since with radios, smartphones, tablets and
August 2018. The government now laptops to communicate seamlessly and
intends to introduce legislation to the share voice, text, photos and video with
individuals or groups.

23
IRSE News | Issue 258 | September 2019

News from the IRSE

Blane Judd, Chief Executive

Changes to the IRSE Professional Exam promote EngTech registration. This is particularly important
This year’s exam date is Saturday 5 October 2019 for all exam as the IRSE will be engaging in End Point Assessment of
centres, and the opportunity to book exam modules for this apprentices and our licence is linked to EngTech readiness.
year is now closed (closing date was 30 June). Later that same week I represented the IRSE at a meeting of all
Professional Engineering Institutes PEI leaders where we discuss
The IRSE Education and Professional Development committee important matters such as the mutual global recognition of
has carried out a major review of the IRSE Professional Exam professional engineers. This was followed by feedback on the
to ensure it continues to meet the needs of both the industry further research following Professor John Uff’s research into the
and Institution members. For those planning to sit the exam in “missing three million” (irse.info/fc9wx).
October 2019 and/or October 2020, they will see no change to
the current status of the compulsory module 1 (safety of railway In July I represented the IRSE at the Digital Railway Steering
signalling and communications) plus three other optional Group, working in conjunction with WSP and other stakeholders
modules from the seven available. where we discussed plans for a forthcoming workshop. I also
met with an End Point Assessment Organisation to agree
In October 2020, an additional new paper will be available to processes for assessing apprentices for EngTech readiness.
sit, testing a breadth of knowledge and understanding across all
aspects of signalling, control and communications engineering. The IRSE takes over the secretariat of the Rail Engineering
This new paper will be called “Module A – Fundamentals Forum this year and Andrew Simmons from Network Rail will be
of Railway Control Engineering” and will be a qualification chairing the group on behalf of the IRSE. I attended a meeting
in its own right and also a pre-qualification for sitting the to discuss the handover and am looking forward to the many
more advanced modules. From October 2021 onwards, only opportunities chairing this important industry group will give us.
the new “Module A” plus three new compulsory advanced Members’ Lunch boosts charity funds
modules will be available. These new modules will cover the
We are delighted to let members know that another £220
current full exam syllabus with a wide range of questions to
was raised at the June member’s lunch (in London) for
enable candidates to answer questions relevant to their own
RedR through sales of the IRSE heritage logo cuff links, tie
specialisation.
pins and donations.
Passing all four new modules will lead to the qualification of the
The event gives UK members the opportunity to catch up
“IRSE Professional Examination” just like today. Those who have/
with past and present colleagues and friends over a convivial
will have passes in the current exam will not lose out, they will
lunch which this year was held once again at the Union Jack
not have to start the exam again, and there is no time restriction
Club in London.
for them to continue their studies. The IRSE Professional Exam
remains a high standard of professional knowledge and is For 2019 it was decided to boost the impressive £3300 total
acceptable as a ‘top up’ to suitable qualifications for registration raised for the disaster relief engineering charity at the IRSE
as Incorporated Engineer and Chartered Engineer status. annual dinner. Event organiser and executive assistant to the
IRSE chief executive Hilary Cohen, had the idea to sell the
Blane’s world memorabilia in aid of charity.
The past few months have been hectic, productive and
frustrating – not necessarily in that order! First of all, can I thank Hilary said: “Now that we have our new branding, we were
all members for their patience and understanding whilst we wondering what to do with the small stock of tie pins and cuff
undertook the long and, at times frustrating task of launching links we still had bearing the original Institution logo. It occurred
the new IRSE website. I am pleased to say that it is now live, to me that the annual luncheon would be the perfect place
albeit with a few minor teething problems that we should for us to combine raising more money for RedR with giving
hopefully have ironed out by the time this edition of IRSE News members the opportunity to own a piece of IRSE history. We
is published. The new website has far more functionality than gave away the memorabilia in exchange for a donation, and I
any of its predecessors and will ably meet the needs of our was touched as always by the members’ generosity.”
Institution for many years to come. Merit Awards
I have been working on the new strategic vision for the IRSE Each year the IRSE Council recognises a member or members
to take us beyond 2020. I shared this with Council and more who have made an outstanding contribution to the Institution
details will be published in a future edition of IRSE News. through nominating them for an IRSE Merit Award. For 2019,
two awards were made. David Nicholson FIRSE was recognised
Part of my role involves meeting with other Institutions and
for his assistance to Institution members in their preparation
engineering organisations to represent our industry and make
for the professional exam and Ian Moore FIRSE received his
sure our voice is heard. In May I met with the Engineering
award in recognition of his long service to the Institution and in
Council. I have been asked to chair the Engineering Technician
particular the York Section. I had the honour formally presenting
development group on behalf of IRSE to bring together
David with his award at Atkins offices in Victoria, London.
interested professional engineering institutions (PEI)s to

24
 IRSE News | Issue 258 | September 2019

Blane, right, presented an IRSE Merit Award to David Nicholson. The opulent surroundings of the Atrium at The Landmark hotel, venue
for the 2020 IRSE Annual Dinner.

First Presidential Paper The keynote speaker at the conference will be Phil Verster,
On 1 October 1730 at Broadway House, Tothill Street, London Metrolinx president & CEO. Papers will include topics on;
SW1H 9NQ our first presidential programme lecture of president Analysing, assessing and comparing Communications-Based
George Clark’s year will take place. Andy Bourne of Arcadis Train Control (CBTC), European Train Control Systems (ETCS),
will present “Delivering change through intelligent traffic Positive Train Control (PTC) systems and other Enhanced Train
management”. For more information on this and other IRSE Control (ETC) systems; updates for advanced technology train
events visit irse.info/events. control projects currently being implemented or planned for
Light Rail Transit (LRT), metros, intercity, freight and commuter
Future communications systems: IRSE rail systems; providing lessons learned in implementing
Presidential Programme seminar advanced train control systems in a brownfield environment;
actual revenue service operating and maintenance experience;
Recognising the rapid rate of change in telecommunications
looking to the future, what are the user business needs?
and the impact of this technology on our industry, a host of
and what research & development is currently underway on
leading industry voices from Transport for London, Network
new/improved technologies to further improve operating
Rail, communications experts and suppliers will be taking part in
performance while reducing life cycle costs. See the IRSE
a seminar on future communications systems.
website (irse.info/cbtc) for booking details.
This event will run from 0900 to 1700 on Thursday 7 November
(a change to the original published date) at the Institution of IRSE Annual Dinner 2020 – save the date
Civil Engineers, 1 Great George Street, London, SW1P 3AA. The 2020 IRSE Annual Dinner will be held on 24 April at a brand
new, larger venue, the Landmark hotel at 222 Marylebone Road,
This event will be of interest to anyone with a vested interest London. This allows us to expand the event from a capacity of
in the future of signalling and communications systems within 350 guests to 500. Pricing will be the same as 2019 at £159 a
the mainline and metro railway environment, in particular those head and pre-dinner hosting arrangements remain unchanged.
specifying or delivering future renewals projects, existing and Order forms and more details will be available in December.
prospective suppliers signalling and train control suppliers and
major network operators. For more information and details on Indonesian visit
how to book visit irse.info/futurecomms2019. The London office was recently delighted to welcome members
IRSE Scottish Section Annual Dinner of the Indonesian section, Yanto Yulianto and Ahmed Sugiana,
pictured below.
The Scottish Section will be holding their Annual Dinner on
Thursday 14 November at the Marriott Hotel on Argyle Street,
Glasgow, for 300 guests. Open table tickets are £25 for
Members, with differing prices for Younger Members and
for non-member guests, and full tables can be ordered for
corporate hosts. Please contact Peter Allan for further details at
[email protected].

CBTC conference
The IRSE is pleased to announce that the 4th CBTC and
Beyond conference will be held at Fairmont Royal York in the
downtown Toronto, Canada on Thursday 28 and Friday 29
November 2019. This year, we are looking into presentations
covering all advanced and communications-based train control
solutions. On 29 November, there will be the opportunity to
visit Metrolinx’s largest transit expansion, Eglinton Crosstown
LRT, under construction by Crosslinx Transit Solutions
(CTS) – a consortium of ACS-Dragados, AECON, EllisDon
and SNC-Lavalin.

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IRSE News | Issue 258 | September 2019

London office

Polly Whyte, our new head of membership and registration

Lindsay Jones

Polly Whyte has joined the IRSE head office team as

head of membership and registration, taking over from
Christine White who retired earlier this year after 13
years of service to the Institution.
Polly has considerable experience of working in similar roles
within other professional bodies. Lindsay Jones met up with
her earlier this month to find out more about the woman
behind the role.
Tell me about your career so far?
I came into the engineering world via a circuitous route. After
completing my degree in politics and economics I started work
with Kent County Council where the two most formative roles
I had were within the economic development department and
directly supporting the Leader of the Council.
Whilst there I was lucky enough to meet many interesting
people from industry, politics and the arts who lived and
worked in Kent, one of whom introduced me to the world of
professional engineering institutions. He encouraged me to
apply for the brand-new role of regional development manager
with the IEE (IET as it now is). It was a role I loved and which
developed from simply supporting local branches to working
with companies and encouraging and supporting engineers
through professional registration. What attracted you to the IRSE role?
From here I joined one of the companies I had been working Working within the engineering community has been a
with to support their succession planning activity. The rewarding and inspiring part of my working life. It has provided
organisation was concerned that a large percentage of its me with an appreciation of the important role professional
engineering workforce was approaching or over the magic age bodies play in supporting and encouraging individual
of 50 and positive action was needed to attract new blood. engineers to achieve their potential and improve the safety and
Of the many projects I worked on two stand out. In the first environment of the wider world.
I headed up a team that worked with 14-19 year olds within
The opportunity to get back into this sphere of work and to
schools and colleges opening their eyes to the job opportunities
use my knowledge and experience to support the IRSE and its
in engineering and encouraging them to study the subjects that
members was the main driver in my applying for the position.
would help them enter this world. In the second I developed
My short time here has felt a bit like coming home!
training programme from scratch that sat alongside the
company’s graduate training scheme and the apprenticeship What are your first impressions of the Institution?
programme to take the best apprentices as well as new, My first impression of the IRSE is that of an organisation with
specifically recruited, employees through to IEng registration. fantastic volunteer support and masses of potential. Until I got
This included working with a London university to design a here, in common I suspect with many other people, I had the
BEng qualification specifically for the company, completed on a impression that there was a large number of people working at
day release basis. head office. In fact it’s the opposite. The team here is small and
I was then appointed to the EngTechNow campaign, a two- the vast amount of work they have achieved is testament to
year collaborative programme between the Gatsby Foundation, their commitment and dedication to the Institution.
the Engineering Council and the three largest engineering I have joined the IRSE at an exciting time. We are nearing the
professional bodies in the UK (IET, IMechE and ICE). The aim of end of the current 2015-2020 strategy and entering the next
the campaign was to change the image and raise the profile of phase of the Institution’s future. We have a strong team in place
the technician workforce in the UK whilst demonstrating the led by chief executive Blane Judd and I look forward to working
benefits of professional registration to technicians, industry and alongside colleagues at head office as well as members to
the wider public. deliver the new 20/20 strategy.

26
 IRSE News | Issue 258 | September 2019

London & South East Section

Annual General Meeting

Institution of Railway Signal Engineers
LONDON & SOUTH EAST SECTION

Report by Trevor Foulkes

The London & South-East Section held its very first AGM The first of these was “The origin of standards for ETCS”
at Arup’s offices in London on 21 May 2019. 43 members presented by Richard Stokes
attended including the IRSE president and chief Richard explained the origins of the ETCS Standards, how the
executive. The meeting started with Simon Eastmond CENELEC Standards were initially developed and how they
giving a short presentation on the work that Arup UK Rail changed since the installation of ETCS in Germany, France and
is currently involved with in the signalling area in the UK. the Cambrian lines in the UK. He said that the driving display
Trevor Foulkes (chair) then welcomed everyone to the meeting icons needed to be standardised across the manufacturers
and introduced the president, George Clark. George said in order to keep displays consistent for the driver. Richard
how pleased he was that the L&SE Section had quickly been explained that some trains had up to nine different types of
established and was so successful. Trevor thanked Transport train control equipment making it confusing for the driver.
for London for making rooms available to for the meetings
The second paper, presented by Judith Ward and Polly Whyte
during the year and for ARUP for hosting the evening. He also
was on the subject of the value the IRSE can bring
thanked the members of the committee for their support
to its members.
throughout the year.
Judith and Polly described the organisation and roles within
Mike Ward (secretary) presented a summary of the year’s
head office. Judith then gave an overview of the licensing
events which covered a diverse range of subjects, most of
scheme and how these were being aligned to registration.
which have been reported in the IRSE News. Trevor presented
Polly described the levels of membership and how members
a draft programme of events and talks for the year ahead.
can gain Engineering Council registration through the IRSE.
Vincent Louie (treasurer) was unavailable due to family issues,
Judith followed this with a talk on professional development
so Trevor gave a summary of the year, which included the
and how events can contribute to CPD. Finally, Judith gave an
section receiving £1500 from the IRSE London office to assist
overview of how the professional examination is to change in
with the section establishment.
the near future.
The current committee members are chair Trevor Foulkes,
The presenter of the last short paper was unavoidably detained,
vice-chair Jerry Morling, secretary Mick Ward, treasurer
so Blane Judd, chief executive talked about the future
– Vincent Louie. Committee members Paul Baker,
direction of the IRSE.
Konstantinos Banias, Paul Callaghan, Rod Muttram, Anil Rana,
Vivich Silapasoonthorn and Benoit Surroca. Blane described how he thought an engineer, although he/
she might be a member of the IRSE, should be able to get
As no nominations were received for 2019-2020, it was agreed
information from any professional engineering institution.
that the current committee members should continue. The
Signalling today is not an isolated skill but needs to integrate
AGM was followed by three short papers.
with many other disciplines to deliver projects. This developed
into a general discussion within the meeting.
From left to right. The event was well attended.
Section chair, Trevor Foulkes.
Polly Whyte and Judith Ward.

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IRSE News | Issue 258 | September 2019

Midland & North Western Section

Churnet Valley Railway – technical visit

Institution of Railway Signal Engineers
MIDLAND & NORTH WESTERN
SECTION

and steam lunch

Report by Ian Mitchell

The Midland and North Western Section has a long

established tradition to combine a family social event
and meal with a chance to see the latest signalling
developments on one of the heritage railways in our
area. On 29 June 2019 we visited the Churnet Valley
Railway in Staffordshire for lunch on a steam hauled
train and a visit to three signal boxes.
This particular heritage railway has a rather more complicated
geography than most. Two routes of the North Staffordshire
Railway crossed at Leek Brook Junction just outside the town of
Leek – a north-south route from Macclesfield to Uttoxeter and
an east-west route from limestone quarries at Cauldon Lowe to
Stoke-on-Trent. The present operation is comprised of parts of
both routes south and east of the junction, with plans to extend
northwards back into Leek. The track linking westward to the
main line network at Stoke-on-Trent still exists in a derelict state
and might be revived for commercial freight traffic in future.
Our visit began at Cheddleton station where we were greeted
by Emma Haywood and Dominic Beglin representing the
railway’s S&T Department. The signal box here was relocated
from Elton Crossing on the Sandbach to Alsager branch and is
a typical North Staffordshire Railway design with a McKenzie
& Holland lever frame using ‘cam and soldier’ locking. This
currently serves as a shunting frame controlling access from the
yard to the running line, but it is being extended and altered to
allow reinstatement of a crossing loop with full signalling. The
box also houses instruments that allow no-signaller key token
working north to Leekbrook Junction and south to Consall.
We then joined the train for the short run to Consall. The railway
closely follows the River Churnet and the Caldon Canal along
the valley, and the waiting room at this station is cantilevered
out over the canal. The signal box here has another McKenzie
& Holland frame, but this is fully operational controlling
a crossing loop.
Then it was back on to the train for a complete round trip of
the line north and east to Ipstones, then back to the southern
terminus at Froghall, and finally to Leekbrook Junction where
our S&T Department guides had patiently waited while we
finished our meal. The signal box here is the original one at
the location, externally restored but not yet in operational use.
There is an ambitious plan to re-instate the triangular junction
here to allow trains from both the existing routes to access the
proposed new station in Leek.
An excellent day out was enjoyed by 40 members and
guests, thanks to the generosity of our sponsor, Haywood &
Jackson Fabrications Ltd, and the hospitality of our guides
Top, the McKenzie & Holland lever frame in Consall signal box.
from the railway.
Above, the MNW group visiting Cheddleton signal box.

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 IRSE News | Issue 258 | September 2019

Minor Railways Section

2019 Annual General Meeting and visits

Institution of Railway Signal Engineers
MINOR RAILWAYS SECTION

Report by Ronald H Whalley

As the outgoing chair of the section, I have been The principal themes of the AGM were succession
volunteered to record the two visits which Mike Tyrrell management, the raising of our profile amongst a wider
and I had worked on for the previous nine months to audience, the launch of the 2019 Volunteer S&T Technician
coincide with the sections’ AGM and tenth anniversary. of the Year award and the potential challenge of more
stringent competency requirements by ORR in the heritage
Now nine months to organise two visits seems a long time,
sector, something which the section has been working on
but, in the ever-changing world of both the professional and
for some time.
‘heritage’ rail industry the frequent changes of staff and even,
initially, difficulties in making contact with the correct person Once the AGM official business had been completed (in a
soon absorbs whatever contingency there is in the annual record time of around 20 minutes) we were given an excellent
timetable. As the date approached the final numbers were presentation on the history and signalling of the ELR by their
agreed, 25 plus two children for the Saturday AGM and visit, director of signalling, Peter Duncan. Peter has been involved
and 14 for the Sunday event. with the ELR since its inception and I am sure that many of the
delegates who are responsible for signalling on minor railways
The AGM and Saturday visit was at the East Lancashire Railway
had great empathy with the travails which Peter illustrated
(ELR) at Bury, north of Manchester. The meeting took place in
during the development of the system for the ELR.
the very well-appointed transport museum building which was
the first headquarters of the ELR and just a couple of hundred Following the presentation, we moved to Bolton Street station
yards away from the ELR main station in Bolton Street. where we collected lunch and boarded the well filled 11.55 to
Ramsbottom. Here we divided into two groups to visit the signal
During the organisation of the meeting, Mike and I had
box which controls the loop which has a busy road crossing
discussed the timetable for the day in order to have the
at one end. Any railway risk assessment here would show
morning meeting, a lunch and then cover as much of the
that trying to cross the road is far more dangerous than any
route as possible, with visits to at least two signal boxes. As we
railway activity!
congratulated ourselves on the first draft we were suddenly
thwarted by a change of timetable due to a wedding train The signal box here contains a 40 lever LMS style frame. The
having been booked on the same day. A second draft showed section from Bury Bolton Street, which was originally worked
that the AGM must not take longer than 25 minutes and the by token, now uses an acceptance lever with track circuit block
lunch would have to be pre-packed and eaten on the train. whilst the next section to Rawtenstall is worked by Tyers key
Such is the task of the timetabler! token. Most of the railway uses traditional mechanical ‘rodding
and crank’ drives, the south end loop points are motor worked.

From the Saturday visit to the ELR. Left, Bury Bolton Street signal box diagram.
Right, waiting to visit Ramsbottom signal box.
All photos P J Woodbridge.

29
IRSE News | Issue 258 | September 2019

Photos from the Sunday visit to Manchester Metrolink. Left, tram locations within Trafford Depot.
Right, a collision-damaged tram.

At 13.20 we boarded the next train to Rawtenstall where, The second cross city line through Exchange Square has
during the run round time, many delegates were seen to be improved not only the capacity of the system, but has made it
eating ice cream from the strategically placed buffet car in the more resilient in the case of failures. Robert explained that all of
back platform. the original trams had now been replaced with a new and much
larger fleet which was shortly to be increased even further. It
Just outside Rawtenstall is a highly skewed level crossing which
was interesting to the author that the street running ‘chime
was gated and used to lead to a small industrial site. Following
whistle’, which he introduced on the original fleet, is still in use
a ‘road improvement’ by the Local Authority (LA) in 1988 the
in a digitised form on the new cars!
road was widened which then required four gates and a 12inch
(300mm) lift in order to provide a station gradient of 1 in 264 After this introduction we boarded a tram at Queens Road
as the station was then a terminus. The LA then compounded and made our way across the city to the more recent depot
the felony against the wishes of the railway, by connecting this at Old Trafford. Here we were given an explanation of their
road to a local bypass which considerably increased the amount ‘visualisation room’ during an excellent buffet lunch by Chris
of traffic over it. Eventually a financial contribution by the LA Stinchcombe, Keolis Amey Metrolink’s engineering director.
helped to upgrade the crossing to MCB.
The paper displays on the walls enable staff, in one quick look
Time did not permit a visit to this signal box, and the next round the room, to see the situation regarding maintenance,
departure was taken back to Bury where some delegates availability and reliability of all aspects of the system. Using this
made a tour of the signal box whilst others first made the method trends may be spotted much more easily than looking
trip to Heywood. at multiple data on PC screens!
The signal box at Bury Bolton Street controls the complex We then moved into the main control and communications
junction between the three platforms, the line to Heywood centre for the system and Robert Oliver, the duty controller
(and the national network) and the route to Buckley Wells, the provided an explanation of the various work stations.
workshops, and the connection to Metrolink. The frame here is
The displays show the full track layout and the position of
a 65 lever LMS frame with very few white levers!
the trams, just as any modern ‘ROC’ will do for heavy rail. A
Because of trespass issues when trains are not running the discussion took place regarding the balance between having
Heywood branch is gated. When the gates are locked off the absolute central control and a pure ‘line of sight’ (LoS) system
line keys are released which then enable the branch to be used. because in the event of a major failure and shutdown, the LoS
system could perhaps keep operating. Something for future
Another innovation used at the ELR are some ‘electro hydraulic’
operators and S&T staff to think about.
semaphores, where a traditional semaphore signal is operated
by a ram driven by a clamplock type pump unit. The control room also has extensive CCTV coverage of the
system so that technical, passenger and security issues can be
To round off the variety of signalling, the home signals for Bury
observed and acted upon. One workstation is also used to keep
from Heywood are colour lights, so all tastes are catered for.
passengers informed via ‘social media’, indeed it is sometimes
Peter, who accompanied us during the visits, and his team of
through this that the control room learns about overcrowding
S&T technicians are to be congratulated for their work on what
or other problems before the SCADA system picks it up.
was, during our visit, a very busy railway.
After the control room we had a tour of the maintenance facility
The second visit of the weekend took place on the Sunday
given by Brian Rowbotham who showed us their very advanced
morning when some 14 people arrived at Manchester, Queens
wheel turning machine and other facilities which enable a very
Road Metrolink station. After walking to the original depot, we
high utilisation of the trams to be achieved. He also showed us
were greeted by Robert Ball who gave us the visit safety briefing
the recent result of a lorry trying to argue with a tram. I suspect
and explained the development of Metrolink from the original
that the truck driver will not argue with any more tramcars!
conversion of two British Rail lines to a complex system of six
routes with two short working routes. The thanks of the IRSE Minor Railways Section go out to the
staff at the East Lancashire Railway and to those at Keolis Amey
Metrolink for an excellent two days of information, and don’t
forget that participants can claim CPD points for these visits.

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 IRSE News | Issue 258 | September 2019

York Section
Institution of Railway Signal Engineers
YORK AND THE NORTH EAST
SECTION

North Eastern Railway Engineers’ Forum

developments such as HS2, Northern Powerhouse Rail (NPR),

The North Eastern Railway Engineers’ Forum (NEREF) is
York Route Operating Centre (ROC) and East Coast Main Line
a multi-disciplinary body drawn from the professional
upgrades are also significant.
institutions with strong railway interests, namely the
IRSE, Institution of Civil Engineers (ICE), Institution On Tuesday September 17 2019, NEREF will be holding its 23rd
of Mechanical Engineers (IMechE), Institution of annual event in York at the National Railway Museum in the
Engineering and Technology (IET), Permanent Mallard Suite from 18.00 to 21.00 with refreshments from 1730.
Way Institution (PWI) and Railway Civil Engineers’ Kindly sponsored by Sabre Rail, it is titled “Rail in the North East
Association (RCEA). – Meeting the Challenges”.
Individually, the institutions – including of course the IRSE In the North East, as elsewhere, railways face many challenges.
with its York Section – have local sections and hold technical Traffic growth and the need to accommodate both HS2 and
meetings for their members. NEREF was established to promote NPR require strategic vision hence Stephen Hind, Network Rail’s
knowledge and understanding across the disciplinary interfaces. presentation on “Leeds Integrated Master Plan”. New trains
raise compatibility issues so Rob Armstrong, from Eurofins,
The railway industry in the North East is actually pretty vibrant.
York will talk on “EMC – Upgrading the railways in the north”
The former large British Rail centre of employment in York
and, to address the challenges of global warming, Claire Brint
has spawned a remarkable number of successor companies
of Network Rail will talk on “Managing the risk from railway
and others that have been attracted by the pool of talent.
earthworks”, and Mike Muldoon from Alstom on “Hydrogen
Train building has returned with Hitachi at Newton Aycliffe –
powered trains” – with Teesside potentially an early application
and Siemens at Goole and an Innovation Centre for Talgo at
of the latter.
Chesterfield in prospect. Other firms such as Sabre Rail and
Henry Williams have a continuing presence regionally. Major Attendance is free of charge to attend but pre-registration by
email to [email protected] is essential to secure a place.
A new Hitachi-built Azuma train for the East Coast mainline at York.
Photo John Armitstead.

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IRSE News | Issue 258 | September 2019

Younger Members Section

IRSE Examination modules 2, 3 and 5 YOUNGER MEMBERS SECTION

study weekend, 1 – 2 June

Report by Reuben Dakin

The Signet IRSE Exam study Over drinks and refreshments, Thanks to specific input from Andrew,
weekend has become a regular introductions were made, learning we were able to include for the first
feature of the IRSE Younger objectives were assessed and individual time some detailed sessions on how to
Members’ calendar over a period of choices made for the two days’ sessions. handle the ‘rapid transit’ alter-ego of the
more than ten years, hopefully giving module 2 paper. From thorough analysis
Saturday started with some general
many aspiring signal engineers a leg of the headway requirements through
sessions on exam technique and
up the professional ladder. to a fully populated layout, the audience
general preparation, followed with
much appreciated the new content,
Every year, some presenters’ faces a range of subject-specific sessions.
leading to a comment of “is that all there
change whilst others stay constant. Subjects included handling the module 2
is to it?” from a surprised participant.
Stepping into a breach where main line layout, control tables,
others feared to tread, the constant answering technique, a wide variety of A common theme repeated in various
Peter Woodbridge admirably took charge trackside equipment, SPADs & incident sessions is that exam technique
of event planning to ensure another investigation, fault tree creation and low- is everything: you may know and
successful year. Thanks are due to cost signalling. understand the subject very well, but
Tom Corker for a successful innovation if you don’t answer the question in a
Dorothy’s daughters kindly (but probably
this year; the use of a booking website, way which convinces the examiner
unwittingly!) loaned their prized wooden
EventBrite, eased the administrative of this, your knowledge and effort
pull-along trains, which graced the
burden by capturing registration details count for nothing.
‘tracks’ of the largest-scale-ever-printed
directly into a spreadsheet. module 2 layout, performing perfect run- Following Saturday’s formal events, the
Presenters Peter Woodbridge, rounds, station stops and turnbacks to intensive social programme comprised
Dorothy Pipet, Russell Withington, the amazement of the audience. the always well appreciated visit to the
Andrew Love, Dan Heeley and CAMRA-awarded Brunswick, followed
Signet Solutions provided generous
Reuben Dakin welcomed 24 prospective by a meal at Cosmo Restaurant. The
and comprehensive buffet lunches
and potential future exam candidates, extensive menu choice, “eat until you
on both days, fortifying the strength
over the weekend of 1-2 June at Signet regret it” format and a pre-paid deposit
of participants and presenters for the
Solutions’ Derby Training Centre. combined to make this a popular choice
afternoon sessions.
with extensive opportunity to network
A group photo of all the participants and presenters.

32
 IRSE News | Issue 258 | September 2019

outside normal circles. Those who

chose to take the ‘watching the football’
alternative were apparently disappointed!
There’s always an oceanic rift between
the audience knowingly nodding
in understanding when a subject is
discussed with them, and the uninspired
blankness which then pervades the
room when faced with the need to
actively answer a question on the topic.
Therefore, a rigorous programme of
self-imposed ‘exam conditions’ practice
is essential for the serious candidate.
Sunday provided this opportunity, with
many of the participants attempting
mock exams across the modules, some
for the first time. The organisers have
continued to lend their valuable time
in giving feedback on this work, but in
the real world you may need to make
use of peer review from colleagues, line
Peter Woodbridge demonstrates signalling principles using
manager or study group companions. Leamington Spa panel.
For those who felt they were not yet
ready to put pen to paper (even with
Following the event, positive feedback It has already been mentioned how
the option of getting some hints from
has been received from the attendees, the delivery of these events relies on
a tutor), Andrew led a small group
indicating a strong improvement in their the year-on-year dedication of a small
who together spent the entire day
confidence in tackling exam modules number of individuals. Whilst such input
working through a wide range of written
in future years. is to be applauded, we must not forget
questions from the mock exam papers.
the need for succession planning. Many
Following the success of this year’s event,
Around a quarter of the event participants previous students have returned multiple
it is likely to be repeated in 2020; the
had no immediate plans to sit the times as tutors, but some are now finding
organisers are already looking at possible
exam (indeed some had a very good that their family responsibilities conflict.
dates, which may well be a month or two
excuse, not even being employed
earlier in the year. The organisers would welcome
within the industry!); therefore, further
volunteers from across the industry to
general awareness sessions were Those following the exam will be
assist with future events. Not only will this
appropriate. Peter demonstrated aware that a change in its structure
help in making the offered content of the
interlocking functionality and how this will occur in 2021. Although the
study weekend up to date and relevant,
related to Control Table entries, whilst syllabus remains unchanged, the way
it will also provide a valuable Continuing
Dan continued with his enthusiastic in which the candidate’s knowledge
Professional Development (CPD)
and comprehensive equipment and understanding are ‘sampled’ will be
opportunity for the individuals prepared
demonstrations, bringing in his extensive different. The introduction of the initial
to give something back to the profession
real-world maintenance experience. module A in particular will mean a step
which has nurtured them so far.
change will be needed in the learning and
In the afternoon many attended the
preparation required by the candidate, We wish to all exam candidates for this
post-mortem of the “signalling the
such that the unprepared will suffer a year and future years, both perseverance
layout” mock paper whilst others opted
major setback. in your pre-exam preparation, and good
for similar inquests of other various
luck on the day!
mock exam questions which were all
well appreciated.

Would the IRSE Passing the IRSE Exam demonstrates

your knowledge of railway signalling
The IRSE exam is one way of ‘topping
up’ the academic qualifications required
Examination and telecommunications principles
and practices and can provide valuable
for registration. While preparing for
the exam you will have support from
offer you a way support for your application for
professional registration. Professional
workshops and study groups such as
those explained in this issue of IRSE
of progressing registration provides a benchmark
through which the public, employers
News, and you will be learning material
relevant to your career in railway
your professional and clients can have confidence
and trust that registered engineers
command, control, signalling and
communications.
development? and technicians have met globally
recognised professional standards.
Visit irse.info/irseexam.

33
IRSE News | Issue 258 | September 2019

IRSE Examination modules 1 and 7

study event, 15 June
Report by Michael Bastow and Dhanya Srivathsan YOUNGER MEMBERS SECTION

At the T-1 meeting for this year’s Exam. Particular attention was paid to being subjected to this quality assurance
Module 1 & 7 IRSE Exam preparation how the current format maps to the check), some scored highly (one person
workshop there was some doubt proposed new format, set to take effect got 100%!), and others would need to
amongst the organisers that the from 2020/21. This was followed by brush up on their definitions fairly sharply
event could go ahead as scheduled introductions to Module 1 – Safety of if they intend to take the exam this
on the 15 June 2019. Only a handful Railway Signalling & Communications year. This rapid-fire session also helped
of people had signed up, a possible and Module 7 – Systems, Management participants gain valuable insights into
side-effect of the planned changes & Engineering. Then it was time for the how much knowledge they can recall
to the IRSE Exam format. participants to get involved. The group when under pressure.
separated into different rooms, to avoid
However, there was no need for worry. Another open discussion session
disturbing each other, and discussed a
Thanks to a wave of late registrations the followed before the final session of the
past exam question from their chosen
venue at Atkins’ (member of the SNC- day. Here participants could choose
module, guided along by either David
Lavalin group) Axis office in Birmingham, between tackling a question under
(Module 1) or Peter (Module 7).
UK was full of engineers (most young exam conditions, or a session led by
but several not so young!) from across Lunch was provided, and attendees were David on exam technique. The latter
the industry; client and contractor, main able to network before the rapid-fire was the popular choice, with only three
line and metro, signalling and telecoms, session. To avoid any sleepy minds after people attempting a question under
as well as people who could share their lunch, Peter subjected the attendees to exam conditions.
systems engineering expertise from a series of quick-fire questions allowing
Despite the uncertainty prior to the event
railway operations and aerospace. only a few seconds to answer. He also
it turned out to be a success and was
tested the participants’ knowledge of
David Nicholson, chief engineer & once again offered free of charge thanks
key terms, such as reliability, availability,
professional head of engineering to the kind sponsorship of Atkins. Thanks
validation and verification, by asking them
management at Atkins and must also go to David Nicholson and
to match them to their definitions. The
Peter Woodbridge, research & Peter Woodbridge who each year give
results of the definitions test provided
development senior technical authority their free time to share their engineering
a good indication of the overall exam
at Siemens, led the workshop sessions wisdom with younger members that are
readiness of the group. There was an
throughout the day. The first session preparing to sit the IRSE Exam.
approximate 50:50 split between the
was an introduction to the IRSE
scores of the participants (or the ‘units’

Below, David introducing Module 1.

Right, Peter introducing Module 7.
Bottom right, heads down for the quick-fire question session.

34
 IRSE News | Issue 258 | September 2019

Your letters
Re HF and automation Re cover story: red road lights the end of a 650V spur to ensure things
Rod Muttram misses an important Was the photo on the cover of the IRSE worked (or remained working), the cable
point when comparing rail safety with News June 2019 issue designed to test sizes were never big enough to ensure
the Boeing 737 MAX accidents, July readers’ knowledge of level crossing that a short at the end of perhaps a 10-
IRSE News issue. In the case of rail, he red road lights operation? Unless the mile spur blew the fuse at the source.
refers to ‘fail safe’ stopping the train. standard has been changed, the reds Rings were even worse. 30 years ago I
However, bringing a busy railway to should show left & left then right & right. insisted that we left rings open at specific
a halt introduces its own safety risks, The photo shows left & right lit. places to give the fusing a chance – and
which is why when British Rail Research also to help with diagnosis should we
Mike Hanscomb, UK get a blown fuse. I had quite a battle
was developing Solid State Interlocking
(SSI) they adopted triplication of the vital convincing some of our technicians the
We have been assured that there is no
safety processors with two out of three reasons why – but at least they respected
requirement to ‘synchronise flashing’ of
(2oo3) majority voting to deliver reliability. that I had my reasons even if they
left and right road lights at level crossings
didn’t agree when I pointed out it made
in the UK, and that no standard exists to
In this way, if one processor malfunctions their job easier!
mandate that functionality.
it can be over-ruled by the other two
and the railway continues running in Even after railway privatisation in 1994
Relay based flasher circuit design
fail safe mode. when E&P took on 650V supplies they
intrinsically provided synchronised
were often ‘cagey’ about explaining
flashing of ‘left’ and ‘right’ lights. Modern
As Rod points out, fail safe in aviation what you’ve so well set out, and used to
electronic systems where each light
cannot usually result in a ‘stop’ state just quote ‘the regs’ without explaining
is driven from a different driver card
which would result in a crash. On 4 the background.
may start in synchronisation but drift
November 1966 a de Havilland 121
while the lights are operational due to John Jenkins, UK
Trident airliner made the world’s first
slight differences in the timing between
‘blind’ landing in passenger service. The
different cards of a similar manufacture. Re Optimising ETCS
basis of this capability was triplication
of the flight control system from the I found the article by Noel Burton (IRSE
There is no proven ergonomic benefit or
angle of attack sensors to the powered News March 2019) very interesting.
disbenefit in providing synchronisation.
flying controls, with 2oo3 majority I particularly liked the points he made
Ed.
voting throughout. about the ease of reconfiguring the
system once all the infrastructure
Contrast this with the 737 MAX which is Re Power Supply earthing
and stock is fitted. This would mean
fitted with two angle of attack sensors, What a brilliant article in the Jul/Aug that once you have ETCS in full use
but the flight controls took the signal IRSE News on subject of Power Supply then improvements to track layouts
from one, alternating between the two earthing. It has made clear to me in one or platforms can be done at less cost
sensors for each new flight. A facility article a lot of what I think electrical compared to conventional signalling.
to compare the two-sensors and alert engineers should have been explaining I was also interested in the section about
the pilots to any disagreement was an to us (as end users) for many years. optimising the approach speeds to
optional extra. When I was in the Western Signalling curves. Given that many administrations
Not for the first time I query the Divisional Office 40 years ago I had run track test trains to measure track
received view that railways have much grave doubts about whether we made geometry would it be possible to use this
to learn from other, “more advanced”, adequate arrangements for earthing or data to configure the ETCS using
transport modes. fusing of 650V. an automated process?
Roger Ford, UK Whilst some did do basic calculations Trevor Foulkes
to ensure that enough volts were left at Chair London & South-East Section, UK

“Feedback” One of the most important functions of

IRSE News is to give our members a voice
Recognising that this column is about
much more than just ‘feedback’ we’ve
becomes on all matters relevant to our industry
and the Institution. We welcome your
changed the heading to “Your letters”
and look forward to hearing from you.
“Your letters” feedback on our articles and features,
but we also welcome your letters on any
Email [email protected], we look
forward to hearing from you!
relevant topic.
Perhaps you have some success you’d
like to share, an important lesson you
have learnt the hard way or a burning
question that you’d like to ask to
members around the world.

35
IRSE News | Issue 258 | September 2019

Past lives:
Ning Bin
Professor Ning Bin, until recently the president of
China’s Beijing Jiaotong University (BJTU), tragically
died in a road traffic accident in Beijing on the morning
of 14 June 2019. He was on his way to a One Global Rail
Conference when the car he was travelling in was struck
from behind and lost control. Despite the efforts of the
emergency services he died later in hospital.
Prof Ning was a great supporter of the IRSE and was
instrumental in the setting up of the IRSE Chinese Section and
the organisation of the 2016 International Convention in Beijing.
As well as being a Fellow of the IRSE, he was also a Fellow of
IEEE, the Institute of Engineering and Technology (IET), and the
China Railway Society. He was made a Fellow of the Chinese
Academy of Engineering in 2017.
Born in Jishan, Shanxi Province in May 1959, Prof Ning was
admitted to Beijing Jiaotong University, formerly the Northern
Jiaotong University, in 1977. In 1982, he began to teach at the
Telecommunication and Control Department of the university
as a lecturer, then as an associate professor, eventually
Ning Bin, 1959-2019.
becoming a professor. He advanced through several managerial
and committee roles to become the president of BJTU in March
2008. He was also a visiting research fellow at Brunel University, He was also instrumental in BJTU’s work to develop China’s
UK from Sept 1991, and a visiting research fellow at the ‘home grown’ CBTC solution for metros, now in use on many
University of California, Berkeley from 2002 to 2003. As a strong lines, (through Traffic Control Technology (TCT), a company
supporter of Chinese High-Speed Railway’s ‘Going Global’ that derived from BJTU) and the Safety Assessment Research
strategy he built many international links including strong ties Centre (SARC).
with the UK’s York, Birmingham and Lancaster Universities. He stepped down from the presidency of BJTU in May 2019 and
Prof Ning was considered a senior expert in the areas of train was planning to once again become more involved in research.
operation control systems for high speed railways, urban rail He had recently been appointed director of the Sichuan–Tibet
transit train control and intelligent transportation systems in Railway Research Center.
China. Under his leadership BJTU supported the development Many of us in the IRSE knew Ning well and considered him a
of CTCS3 for the Chinese high-speed network (the Chinese friend as well as a real expert in his field. He spoke excellent
derivative of ETCS Level 2), and at its Key State Laboratory for English and sharing dinner with him was always a pleasant and
Rail Traffic Control and Safety conducted the interoperability convivial experience. The world has lost a fine and inspirational
testing between Bombardier’s on-board system and the on- engineer and manager, and a thoroughly good and likable man.
board system from what was then Ansaldo for the first high- The IRSE sends its condolences to his family and colleagues. He
speed line from Wuhan to Guangzhou, during 2006-2009. will be sadly missed.
Rod Muttram.

How much of Additional responsibilities: Increasing

or refreshing your skill set and
IRSE events and conferences:
Increasing your technical knowledge
your work counts demonstrating your personal and widening your network.
responsibilities by volunteering to
towards your CPD? take on additional duties such as
Management skills: Increasing
and practicing leadership skills
supervising others.
Continuing professional by organising sharing knowledge
development is an essential part of Buddying, coaching or mentoring: sessions such as ‘lunch and learn’.
being a professional engineer and Sharing your knowledge of your
Developing your career: Increasing
a member of the IRSE. company, discipline or industry by acting
your profile by transferring to
as a buddy, coach or mentor.
Had you ever thought about how another grade in IRSE.
many ways there are to carry out Shadowing: Increasing your
Technical knowledge: Increasing
this CPD though? Here are just understanding of your company or
or refreshing your knowledge by
some examples of how you can industry or widening your domain
reading up in technical papers,
do this – just remember to record knowledge through work shadowing.
journals (like IRSE News) and
your activities!
specifications on projects, techniques
or equipment being used.

36
 News
IRSE News | Issue 258 | September 2019

Have you had your say NewsJanuary

2019

June 2019
about IRSE News?

News
We’re often told that receiving IRSE News July/August 2019

is one of the major benefits of membership

of the Institution, bringing a wide range of
industry and section news, topical articles, ATO Waterloo
col
arnt
lision
Judd
Blanes viewp
the CEO’
oint

feedback and information relevant to

be (re)le
Main line
to
lessons
ey
the UK journ

our membership.

But what do you think?

News
March 2019
Human factors
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ity Digital twins
for predictive maintenan
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Please help us to make IRSE News better

by completing our readers’ survey, visit
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News
May 2019

Closing date 30 September.

Don’t forget that we always value your

feedback, suggestions or articles by email to Resilient design Message from ORR Optimising ETCS
meeting new challenges a wake-up call New Zealand’s approach

[email protected]

Delivering chang
presidential address e Around the world
ETCS and headw
visiting our sections
what is the impact
ays

IRSE News is published monthly by the Chief Executive, IRSE Production, typeset and layout
Institution of Railway Signal Engineers (IRSE). Blane Judd e-mail: [email protected] Mark Glover
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IRSE, 4th Floor, 1 Birdcage Walk, Westminster,

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ethods
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IRSE News | Issue 258 | September 2019

Membership changes

Elections Promotions
We have great pleasure in welcoming the following Member to Fellow
members newly elected to the Institution: Aruppukottai Ayya, WSP, Australia
Member Yogesh Chauhan, Alstom, UK
Shanker Katigasu, HSSI, Malaysia Ian Roulstone, Siemens, Thailand
Bernhard Seybold, trafIT Solutions, Switzerland Aqeeluddin Saiyad, WSP, India
Xiaofeng (Simon) Zhao, Bombardier NUG, China
Associate Member to Member
Associate Member Barry Baldrey, Hitachi, UK
Lewis Cogley, Network Rail, UK Matthew Hunter, Siemens, UK
Matthew Ely, V/Line Corporation, Australia King Lam Ng, PYPUN-KD & Associates, Hong Kong
Sam Griffiths, Transport for London, UK
Kristian Lee, Amey, UK
Affiliate to Member
Kevin Njuguna, Network Rail, UK Priannka Kumar, Aurecon, Australia
Daniel Palmer, Colas Rail, UK

Accredited Technician
Emma Gilchrist, Motion Rail, UK
Paul McCarthy, Siemens, UK
David Playle, Transport for London, UK
Professional registrations
Congratulations to the members listed below who have
New Affiliate Members achieved final stage registration at the following levels:

EngTech
Emma Gilchrist, Motion Rail, UK
Mamdoh S Arbaeen, INECO, Saudi Arabia
David Playle, Transport for London, UK
Liam Brady, Network Rail, UK
Lucas Campbell, Ricardo Rail, UK
IEng
Kenneth Chan, Key Direction, Hong Kong
Lee Cleverley, Network Rail, UK
Nathan Coffey, Mott MacDonald, Australia
Reece Martin, Network Rail, UK
Deborah Du Plessis ERB Technologies, South Africa
Andrew Reilly, Network Rail,UK
Ross Dzewu, Network Rail, UK
Paul Ebbens, Network Rail, UK
Ryan Farrow, Network Rail, UK CEng
Zach Glasspool, Self-employed, UK Claire Hulstone, Network Rail, UK
Sunil Grover, Aurecon, Australia
Somya Gupta, Nirma University, India
Dewald Hamman, ERB Technologies, South Africa
Matthew Hodgson Barratt, Network Rail, UK
Shubham Jadam, Thales, India
Richard Keimel, WSP, Canada
Romiel Khoshabeth, WSP, Australia Resignations: Laura Arenas Salmeron, Simon Ball, Michael Coleman,
Chun Yeung Lee, MTR Corporation, China Peter Dean, Barend Du Plessis, John Foreman, Ana Gallego Pinera, Maria
Stanneth Siu Tin Lee, MTR Corporation, China
Grayson, Ian Hart, Michael Hynd, Satoshi Itoh, Robin Kerr, Brian Kirk,
Zhan Yuan Leong, Hitachi, Malaysia
Bruce Larter, Elena Leiva García del Castillo, Robert Piper, George Plant,
Daniel Li, John Holland Rail, Australia
Matthew Mitchell, Siemens, UK Andrew Price, Allan Pyne, David Rhodes, Mike Rogers, Henk Schomaker,
Ondela Mnyani, ERB Technologies, South Africa Bart Smolders, John Sneider, Paul Tanner, Andrew Uttley,
Alamsyah Mohamad Nur, Mitchubhi Heavy Industry, Indonesia Paulus Van Kempen, Klaas van Smeden, Robert Van Wissen,
Saipradeep Penugonda, Siemens, India Johan Verschaeve, David Wells, Gary Young, and Robert Young.
Donald Phillips, Babcock, UK
Sukhvir Riyat, Network Rail, UK
Uthiyakumar Sachithanantham, Hitachi, Malaysia
Amrik Singh, Network Rail, UK
Satendra Singh, Delhi Metro, India
Thomas Sudholz, John Holland Rail, Australia Past lives
Kara Symes, Public Transport Authority of Western Australia, Australia It is with great regret that we have to report that the following
Deon Van Den Dool DRB Technologies, South Africa
members have passed away: Charles Beatson, Anthony Cook,
Robert Verbeek, Projectengineer Signalling, Netherlands
Bin Ning and Colin Waters.

38