NewsOctober 2019

Ladbroke Grove Resilience Back to basics

what have we learnt and the digital railway fundamentals of train control systems
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 People resilience
This month’s IRSE News features a number of articles exploring the topic of
Issue 259 engineering resilience. Resilience on the railway can mean the ability to keep the
October 2019 railway running during equipment failure, or during environmental events such as
bad weather, but it can also mean the ability to cope with changes in the workforce

In this issue
and the skillsets expected of them. Resilience also applies to human health with
evidence showing that serious harm to physical and mental well-being can be
caused by stress at work.
A recent newspaper article claimed that the incidence of mental issues in the
Feature articles construction industry is greater than average, with suicides occurring in extreme
cases. There has been a rise in the number of people suffering from stress, anxiety
20 years after Ladbroke 2 and depression. Contributing factors include homesickness, job insecurity, financial
Grove - where are we pressures, isolation and bullying. In many countries industry is structured around
tiers of subcontractors competing with tight margins. Principal contractors may
now? A personal view commit to protect workers, but this doesn’t always ripple down the supply chain.
Rod Muttram
The main causes of the distress appear to be loneliness, being on site sometimes a
Solving the resilience 7 significant distance away from family for weeks at time, and working long hours. A
problem in the union safety advisor on a major construction project was recently quoted as saying
that the number of people going absent is similar to 50 years ago, only now it is with
digital railway stress and mental issues not physical injuries.
Tim Whitcher &
Mikela Chatzimichailidou This directly affects our industry. We have people working long hours, sometimes
away from families and friends and working hard to achieve tight deadlines.
What smart railways can 14 Companies have to compete for the next project, which could be at home or
do for smart cities overseas. Engineers and technicians may work from home far more than in the past,
and travel long distances. They may not always have the security of a depot or office
Frank Heibel
with people to talk to, as they did in the past.
Fundamental 16 Many companies are aware of the issues and are implementing various mental health
requirements for a programmes, including staff trained as mental health first aiders. Companies need to
train control system address the root causes of stress, not just treat its symptoms. We can all help as well,
by looking out for our fellow workers and sometimes just picking the phone up and
New interlocking systems 19 talking to a lone work colleague.
introduced in the UK Paul Darlington
Paul Darlington managing editor, IRSE News

The Network Rail 22

digital long-term
deployment plan
Claire Beranek
Cover story News
October 2019

Engineers of the future 26 Looking west through the throat of

Jennifer Gilleece Jones Zurich main station (HB) at dusk on
19 March 2018. HB’s buffer stops are
Safety and 28 some 420 metres behind us. The tracks
Reliability Society ahead lead to all compass corners. IRSE
Swiss Section member André Rüegg told
Peter Sheppard
us about HB’s interlocking. A Siemens
SpDrS-SBB equipped with a desk-
mounted track diagram and pushbuttons,
News and opinion its first workday was 15 May 1966. It
monitored and controlled HB’s signals, Ladbroke Grove Resilience

Industry news 29 points and 106.7Hz track circuits via what have we learnt
and the digital railway
Back to basics
train control systems

a network of underground chambers

Your letters 37
connected by foot tunnels. With the
launch of Zurich’s S-Bahn in 1990, a ZN/
ZNL90 system began setting routes using
trains’ numbers in the interlockings at HB operations centre at Zurich Airport for the
From the IRSE and nearby stations remotely. Scheduled eastern third of Switzerland took control
movements at HB have grown from 993 of HB’s interlocking. SBB has announced
News from the IRSE 32 daily in 1966 to 3100 today. In 2014, an no plans to replace it.
Professional development 33
Photo and caption by George Raymond

1
20 years after Ladbroke Grove –
where are we now? A personal view

Rod Muttram

The UK rail industry was shaken by

a head-on collision that occurred
on the Great Western Main Line
between London’s Paddington
station and the west of the country
in 1999. The event led to a lot of
negative publicity for the railway,
challenged perceptions about the
safety of the network, and led to
increasing calls for the application
of automatic train protection. In this
article Rod Muttram looks back over
the past 20 years and considers what
has changed since that tragic day. The tragedy that occurred near London
Paddington Station in 1999 led to a changed
At approximately 0809 on a bright approach to safety in the UK rail industry.
sunny morning on the 5 October 1999 a Lord Cullen’s report ran to several hundred
Thames Turbo train leaving Paddington pages. 20 years on, what has changed?
passed signal SN109 at danger and a
short time later collided head-on with
an inbound High-Speed train (HST). What has happened since? improvement has come not from one
The collision speed was in excess of Thankfully at the time of writing those ‘magic bullet’ measure but from a very
130mph. 31 people, including the two fatalities were the last in an Automatic large number of improvements working
drivers, died and hundreds were injured. Train Protection (ATP) preventable in combination and sustaining all of them
The damage to the Thames Turbo train accident in the UK and Britain’s railways requires constant vigilance.
was so severe that when the Railtrack are now amongst the safest in the world. In the aftermath of the Ladbroke
(the predecessor to Network Rail) zone Indeed, the single passenger fatality in Grove collision there were three Public
director arrived on site he thought it was the Grayrigg derailment (when a high Inquiries: Ladbroke Grove Part 1 into the
a two-car train. In fact, it was a three-car speed passenger train was derailed due specific circumstances of the accident,
unit but the damage to the front carriage to a defective set of points on the West Part 2 into the industry safety structure
was catastrophic – the diesel fuel in Coast Main Line) was in February 2007, and the Joint Inquiry into Train Protection
its tank had been atomised resulting which means that it is now not only 20 Systems (jointly with the inquiry into the
in a huge fireball which also engulfed years since there was an ATP preventable Southall Collision on the 19th September
coach H of the HST. fatality but also over 12 years since there 1997). Those inquires drove many
were any passenger fatalities in the UK improvements (as did the main part of
I had been director of safety and
resulting from a collision or derailment. the Southall inquiry) but it is important to
standards at Railtrack for just two years
That is an amazing improvement over also recognise that many, including the
and I and my team had been working
the historic position and everyone in the key Train Protection and Warning System
hard to understand and better control
industry who has played their part, big (TPWS) were already being developed
these kinds of risks; it was the event we
or small, has a right to feel immensely before that and were scrutinised by
always feared would occur before we got
proud. But I would suggest that there the inquiries.
there, the British railway system is large
is no room for complacency. The
and change takes time.

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 IRSE News | Issue 259 | October 2019

AWS (the yellow magnet middle right of the

photograph) and TPWS (right foreground) still
work together across the UK rail network.
Photo Shutterstock/TreasureGalore.

The Joint Inquiry into Train Protection Systems considered both 46 from the Clapham Inquiry had proposed it should be within
TPWS and the European Train Control System (ETCS) as part of five years of system selection from the two piloted options.
its deliberations and it was seriously suggested by many that
I have heard it said that such a decision was immoral; that you
TPWS should be abandoned in favour of accelerating ETCS.
cannot “put a value on a life” and that because the technology
Fortunately, the evidence given by people like Sir David Davies
existed to prevent these kinds of accidents it should have been
and me prevailed and TPWS was recommended as the short-
implemented at any price. I would strongly contest that the
term system with ETCS to follow. Time and time again we
opposite is true. Be it for countries, organisations or individuals,
see that the gestation and implementation times for these
resources are never infinite. Given finite resources the ‘moral
systems is very long. Implementation of the Automatic Warning
and ethical’ thing to do is to have a transparent process which
System (AWS), which still works in combination with TPWS,
seeks to use those resources to deliver the best overall benefit;
took over 50 years.
in terms of safety investment to deliver the greatest reduction
It is a matter for eternal regret that we did not get TPWS in in fatalities or harm. Otherwise money spent on most current or
place in time to prevent Ladbroke Grove, but equally had ‘best lobbied for’ measures would leave nothing to be spent on
a recommendation to cancel TPWS been accepted by the other things that could have saved more lives.
inquiry we can now be reasonably certain that further lives
The UK National Health Service wrestles with similar issues all
would have been lost. It is worth remembering that the Joint
the time in terms of funding new and expensive treatments
Inquiry also recommended the implementation of ETCS on
from a constrained budget. But it is wholly understandable that
the East Coast, West Coast and Great Western Main lines by
someone who has lost a loved one in an accident that could
2008. That was not achieved and eleven years on from the
have been prevented, or whose sick child is refused a life-
deadline ETCS is only just coming into UK service on the likes of
saving treatment, finds such arguments hard, if not impossible,
Thameslink and Crossrail.
to accept. Nevertheless, good governance requires such
TPWS success factors transparent processes whilst continuing to strive to reduce the
cost of the measure or find another way to address the issues.
Many people contributed to the development and deployment
of TPWS, too many to mention all of them here, but I would like Peter Watson recognised that the risks associated with Signals
to pay particular tribute to the late Dr Peter Watson (at that time Passed at Danger (SPADs) remained high because, whilst the
the Engineering Director of British Rail) who I still view as the average risk supported the CBA conclusion not to extend BR-
real ‘father’ of the project. In 1994 a report was published on the ATP, within the risk population there remained the risk of a large
use of safety cost/benefit analysis (CBA) to rank and prioritise multi-fatality accident similar in consequences to Clapham
safety investment. This was in response to recommendation (how prophetic that turned out to be). Sometime in mid-1994
48 of the Inquiry into the Clapham Junction accident that “The he invited me to his office in Euston House. He believed, and
Department of Transport and BRB (the British Railways Board) I supported, that there was no ‘do nothing’ option. British Rail
shall make a thorough study of appraisal procedure for safety and Railtrack agreed to jointly fund a package of R & D to
elements of investment proposals so that the cost-effectiveness look at reducing SPAD risk and the SPADRAM (Signals Passed
of safe operation of the railway occupies its proper place in a At Danger Reduction And Mitigation) project was born from
business-led operation”. which TPWS and a host of other measures emerged. As BR
wound down my Electrical Engineering and Control Systems
The report had used the two BR-ATP (British Rail – Automatic
Directorate, Railtrack took over 100% sponsorship under the
Train Protection) pilot schemes on the Great Western and
guidance of the pan-industry Train Protection Steering Group
Chiltern lines as case studies and showed that they were much
(TPSG) which I chaired.
too expensive to be justified against other potential safety
investments (some to 6 to 7 times more than the benchmark). One of the potential measures evaluated by what at that
At that time there were many much less costly safety time was still BR Research on our behalf was enhancing the
investments which were not proceeding due to lack of funding, functionality of the existing AWS system by adding a ‘train stop’
particularly in the road sector. When David Rayner, at that time and a ‘speed trap’ which could not be overridden by the driver
director, safety and standards for Railtrack, and I presented in the way that the AWS warning could be, even for a red signal.
the report to the then Secretary of State for Transport (Brian Ladbroke Grove data recorder evidence showed that the driver
Mawhinney, now Lord Mawhinney) he endorsed the decision of the Thames Turbo overrode the AWS warning at SN109
that BR ATP should not be further deployed as recommendation which was at Danger and drove on. Exactly why we shall never

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IRSE News | Issue 259 | October 2019

know; there were many potentially contributing factors, but the The Regulations did not mandate TPWS specifically but were
fact that the warning for a stop signal could be overridden is written in a way that it was a permissible solution whilst leaving
AWS’s ‘Achilles Heel’. room for something technically better. Except where the BR-
ATP pilots were already fitted nothing else could have met the
Such an enhanced AWS system would reduce risk even if not
timescale. Shortly after the Regulations were enacted and one
deployed at every signal, it did not need 100% deployment
week into the Southall Inquiry, Ladbroke Grove happened. The
to start to deliver benefits and the modelling showed that by
size of the public outcry, stoked by those hostile to privatisation
targeting the deployment at high risk signals such as those
accusing the industry of ‘putting profit before safety’ (all of the
controlling junctions it was theoretically possible to deliver 80%
subsequent inquiries concluded that had no foundation, but it
of the benefit of ATP for around 20% of the cost. The key thing
has stuck in the public psyche) meant that Railtrack committed
was to get the system level cost as low as possible. That meant
to implementation in four years. Apart from a few problem areas
ensuring simple and quick installation as well as getting the
that was essentially achieved.
component costs right.
So, TPWS really had the wind behind it – it was designed to
At some point in this process David Fenner, then the
be simple to install, particularly to retrofit rolling stock; it met
project manager, changed the name from Enhanced AWS
the (then) cost criteria for being ‘reasonably practicable’ and
(E-AWS would have risked ridicule) to TPWS. A performance
anyway it was really the only credible response to a mandatory
specification was written and put to competitive tender with a
Regulation. Whilst installation was achieved in around five
target cost. The competition was won by Redifon MEL, now part
years much of the ‘ground-work’ had been done before the
of Thales, and was based on a right-side door enable system
Regulation was written, we had started the project another five
they had developed for London Underground. It was a simple
years before that.
system based on electronic timers, with no complex processing.
Loops in the track passed signal status to the train. Two loops Other factors
co-located made a train stop, spaced apart gave a speed trap,
Many other things have contributed to the improvement in
with the speed set easily by the distance between the loops.
safety performance that has been achieved. Other technical
The electrical interface to the lineside signalling was simple and,
measures include the Driver Reminder Appliance (DRA), also a
critically for keeping the system cost low, the on-board unit
SPADRAM development, which reduces platform starter SPAD
was a simple bolt in replacement for the AWS relay box needing
risk, and the work that has been done to remove or mitigate
only a subsidiary antenna under the train, a small additional
sub-standard signal overlaps. Better data analysis has led to
control unit in the cab, and minimal additional wiring. Trains
specific measures to reduce risk at identified multi SPAD signals
could be retro fitted within a single overnight shift keeping the
and control centre alarms expanded and made clearer and
‘disruption costs’ low.
easier to distinguish, particularly SPAD Alarms.
Critically the ‘numbers worked’; the projected cost met the
The Railway Safety Regulations 1999 also mandated the end of
CBA criteria for such a system, and we would have been able to
Mk1 ‘Slam door’ rolling stock. The fleets of new trains brought
justify implementation by a mandatory Railway Group Standard.
in since the time of Ladbrook Grove have better braking with
I really believe that the industry would have done this on its
almost universal Wheel Slide Protection (WSP) and automatic
own. Not without some arguments, and it would have taken
sanders as well as improved crashworthiness if the worst does
longer, but it would have been done. In the end that was never
ever happen. And of course, we should never forget the people.
tested. In the aftermath of the Southall accident HM Railway
The UK has one of the best trained and most professional
Inspectorate produced the Railway Safety Regulations 1999
bodies of train drivers in the world. The advent of ‘Defensive
which were laid before parliament in August of that year. These
Driving’ and the enforcement of speed by TPWS on the
mandated fitment of some form of train protection within five
approach to high risk signals all go to promote and reinforce
years of their coming into force on the 30 January 2000.
safe behaviour. Improvements still continue with Network Rail

4
 IRSE News | Issue 259 | October 2019

In complex areas such as Glasgow Central station, pictured left,

TPWS has added a great deal of complexity to design and test in order
to offer greater levels of protection than was previously available.
Photo Shutterstock/DRussell78.

recently implementing the ‘overrun management’ initiative mandate to conventional lines. The two Directives were later
where a SPAD alarm triggers replacement of signals in the replaced and consolidated into 2008/57/EC. In the mid 1990’s
vicinity – with the logic implemented in the SIL 2 control system we identified that for even moderately dense conventional
and not in the interlocking, simplifying design and approval. lines the GSM-R radio communication from track to train had
insufficient allocated channels to support operation in the
It is also worth remembering that at the time we developed
‘circuit switched’ mode that had been envisaged for high speed
TPWS the Department for Transport (DfT) recognised a higher
lines. Given the number of communicating trains that would
Value of Preventing Fatality (VPF) for risks that might lead to
be within a communication area, particularly close to major
multiple fatalities than for risks that might only lead to one
termini, the system would need to use the General Packet Radio
or two. VPF is the ‘benchmark figure’ against which safety
Service (GPRS) (2G/3G data). It was not until 2015/2016 with
investments are tested. If a measure costs less than the VPF for
the production and release of ETCS Baseline 3 maintenance
each fatality or equivalent fatality (an aggregation of injuries)
release 2 and GSM-R Baseline 1 that EGPRS (Edge enabled
it prevents it is probably worth doing; if it costs more, then it
GPRS) formed part of the specification, rendering the compliant
is probably not good value. Other factors should always be
system really ‘fit for purpose’ in a UK network context.
considered, and there should be an attempt to understand the
uncertainties involved. VPFs are generally based on research The extension to conventional lines and the need for
into ‘public perception of willingness to pay’ i.e. on societal compatibility with the operating rules of the railways of 27
preference. Later research concluded that a life lost in a member states with railways (and Malta theoretically gets a say
multi fatality accident should not be valued more highly than even though it has no railway to be ‘backward compatible’ with)
those lost singly and the ‘two-tier’ VPF was dropped in favour has driven a very complex set of requirements and thus a very
of a single figure. The most recently published DfT figure is expensive and complex solution.
£1 897 129 in 2017 prices. At the time we developed TPWS
Further, early in the standardisation process there was a
we were using circa £2 400 000 for multi fatality risk. With
debate about whether the ETCS project should follow a ‘black
the additional buffer-stop protection and extra speed traps
box’, ‘grey box’ or ‘white box’ approach. I and some of the
mandated by the 1999 Regulations that was probably exceeded.
other railway representatives at the time favoured ‘black box’
Taking into account inflation the incremental investment for
which would have mandated a standard architecture with
TPWS would not now be deemed ‘reasonably practicable’ as
interchangeability at the sub-system level enabling active
£1.9M equates to less than £1.2M in 1999 prices.
competition between the suppliers throughout the lifecycle.
Despite that, I do not believe anyone would seriously suggest The suppliers favoured ‘white box’ with standardisation only
that it was wrong to have implemented it. at the air gap interfaces which they felt would involve the
minimum change from their existing products and allow them
So, why do we still need ETCS? to preserve some of their unique features and advantages.
We only ever intended TPWS to be a stop gap until ETCS, ‘Grey Box’ would have been somewhere in between with
mandated by European law to be used for all significant standardisation of some of the sub-system interfaces. In the
upgrades, became stable and readily available. As stated end the suppliers won and what we have is at best a ‘light
above the Joint Inquiry into Train Protection systems grey box’ system.
recommended fitment on the three major main lines by
That leads not so much to an oligopoly as to a connected set
2008. In the event it has taken much longer for the ETCS
of monopolies. Since every manufacturer’s system architecture
specifications to mature than anyone could have predicted
is slightly different and the physical size and shapes of their
in the late-1990s.
on-board equipment sub-systems are different, once a train has
ETCS started its life as a common system for high-speed been designed for one supplier’s equipment it is very difficult
lines: its use for those was mandated by Directive 96/48/EC to change. So, competition can only happen in a somewhat
in 1996. It was not until 2001 that 2001/16EC extended the constrained way at the beginning of a fleet procurement.

5
IRSE News | Issue 259 | October 2019

ETCS and the cab signalling it brings are seen as the long-term solution Bombardier’s Elizabeth Line trains must integrate ETCS, TPWS and
to improving UK rail safety Trainguard CBTC. Seen here in CBTC standalone mode.
Photo Bombardier.

Because ETCS is complex, and provides continuous protection, ‘muddle along’ managing the obsolescence and other costs
transition strategies that provide benefits incrementally (as was associated with a hotchpotch of systems and methods and
the case for TPWS) are very hard to find so wide scale fitment then try to defend that when the inevitable happens.
is needed before benefits are delivered. The success of TPWS • The manufacturers must play their part. I believe a move
means there is very little incremental safety benefit to be had, towards greater interchangeability would not disadvantage
so ETCS has to be justified by other benefits such as capacity them in the way they fear because the size of the market
improvement. Whilst there is real pressure for increased would grow. The trend away from high obsolescence-risk
capacity on many routes, there are also many that are still dedicated hardware towards architectures that support
under-utilised and so making a system wide business case for commercial-off-the-self (COTS) implementations must
ETCS is difficult. continue for both wayside and on-board. There has been a
This list is not exclusive, but I hope gives the flavour that massive investment in the ETCS software and that is what
unlike TPWS having ‘the wind behind it’, ETCS has faced some now needs to be stabilised and preserved so that eventually
significant headwinds. implementation costs will fall as the past cost of software
production and homologation are amortised.
Nonetheless I believe it is the only way forward, because of the
• The only really effective way to fight the skills shortages that
following issues.
undoubtedly exist for these ‘new’ technologies in the rail
• Within the reduced overall risk there remains the potential sector is to start to create a consistent market by having a
for failures with catastrophic consequences; particularly as steady and planned programme of deployments.
demand on the network continues to increase. Consider a
SPAD in heavy traffic at a non-TPWS fitted plain line signal Conclusion
resulting in a rear end collision. If a derailment results, then 20 years after the Ladbroke Grove collision the UK industry’s
a three-train collision similar to Clapham might occur. record on safety performance improvement is one to be
Whilst with modern more crashworthy rolling stock the proud of but the recent tragic loss of two trackworkers near
consequences would likely be much less severe there is still Port Talbot reminds us that we can never be complacent. The
significant potential for loss of life. record on investment in modern protection systems is less
• Is it really sustainable to continue to rely on the wide range impressive for a wide variety of reasons although much has
of connected measures outlined above to secure acceptably been done in some areas. I believe it is time to stop agonising
low SPAD risk? There must be a probability that one will over the business case, accept ETCS as the future system on a
eventually fail. modern equivalent asset basis and plan a steady deployment
process across the network. We owe it to those who died and
• From a technical perspective the existing UK system
were injured, and to all the families and friends affected by
still depends on AWS which, certainly from a wayside
failures like Ladbroke Grove not to let performance slip. With
perspective, relies on 1950’s magnetic technology. The
the capacity pressures on many parts of the railway a modern
investment decision needs to be made on a ‘modern
ATP system is the only sensible way forward and ETCS is the
equivalent replacement’ basis, based on the cost of all of
only ‘game in town’. Government, suppliers, train operators and
the systems and measures ETCS would replace. When
Network Rail must all play their parts to make that deliverable
buying a new car you would not judge the reasonableness
without waiting for the painful incentive of another tragedy.
of its price based only on the new features it offered you
over your old one.
• ETCS is now really the ‘only game in town’. If the UK does What do you think?
eventually leave the EU and try to have its own standards
the volumes are too low to be attractive to multiple What is your experience of the challenges, and solutions,
manufacturers and by the time the development cost was described above on your railway, in your country or in your
amortised little or nothing would be saved, it might even be company? Is the UK following the only available path? Was
more expensive. The only real alternative is to continue to TPWS an appropriate stop-gap. Email [email protected].

6
Solving the resilience problem
in the digital railway

Tim Whitcher Mikela Chatzimichailidou

Designing safety critical systems like standards are deficient or non-existent. In doing
signalling and train control is arguably the so, we put system risk engineering back in the “Both human
most important job on the modern railway. hands of the signalling engineers. and automated
While some physical infrastructure and
rolling stock continue to rely on tried-and- Introduction agents are
tested designs, signalling is undergoing a Railway systems are comprised of complex responsible for
transformation with the introduction of what mechanical, electrical and electronic systems ensuring the
is commonly referred to in Great Britain as with many moving parts. Within this highly
the Digital Railway (DR). technological and engineered accumulation of integrity and
systems, both human and automated agents efficiency of the
Our networks are increasingly congested, with
more and varied traffic types. As we move
are responsible for ensuring the integrity and system”
efficiency of the system. Therefore, along with
toward a dynamically controlled model within the physical system (the technology; rolling
this complex ecology, our ability to manage stock; infrastructure etc.), railway systems also
complexity and to assure the systems to the incorporate operational issues and services,
same level of safety integrity must evolve with such as timetabling, pricing and integration with As the digital railway
the technology. other modes of transport, as well as system
system of systems
gets more complex,
To achieve this, we need to facilitate a new properties which emerge from the interactions engineering resilience
management approach that incorporates a more between elements of the system. Typical into the solution to keep
targeted level of risk modelling. By progressively examples of emergent properties include: safety, trains running becomes
assessing system design – using data collected customer experience and reliability of services, increasingly business-
across the system lifecycle – we can continually financial viability,resilience, sustainability and critical.
carbon footprint. Photo Shutterstock/
refine a design and test its resilience, making
VMCgroup.
enhancements as well as corrections where

7
IRSE News | Issue 259 | October 2019

Figure 1 — a complex What do we mean by ‘resilience’? element denotes one of the controlled processes
socio-technical model. of the system. A control loop, formed by the
Resilience for our purposes is the ability of the
railway system to respond to change, disruption elements with the letters ‘C’, ‘A’, ‘S’, and ‘CP’ on
or challenge in such a way so as to continue to them, depicts a fully automated part of the system.
provide a suitable level of service as an output. The parts of the system where humans exercise
Railways can be considered as a system-of- indirect control over the controlled process,
“Resilience is with an automated controller in the middle, are
systems (SoS) [1], the overall performance of
the ability of the which depends on factors that include network denoted by the bidirectional arrows between the
railway system regulation, infrastructure and rolling stock stick figures and the elements with the ‘C’ letter,
together with the rest of the control loop, which
to respond reliability, organisational safety management and
includes the controlled process.
human factors. And the railway SoS is changing.
to change, Critically, modern railway systems are moving Finally, the parts of the system where humans
disruption or from a distributed system of local control points have direct control over a process are denoted by
challenge ...” to being increasingly distributed only at the data the bidirectional arrows between the stick figures
collection end, and progressively aggregated and the elements with the ‘CP’ label. In Figure 1,
toward the central hubs. For train and traffic control entities are designated by the stick figures,
management, these are the Rail Operating Centres as well as by the elements with the label ‘C’. The
(ROCs), and as these become focal hubs for the control entities located at a specific hierarchical
routes, the ancillary systems and services are level enforce safety constraints [4] on their
likely to follow, putting the right people in closer controlled processes, which include other control
proximity to each other, in imitation of the data. entities located at the lower hierarchical levels. In
“Railways can This will facilitate increased and more efficient Figure 1, for instance, there are three hierarchical
be considered networking, helping to reduce and remove levels: L0, L1, and L2.
existing system lags. The system parts are organised in hierarchies and
as a system-of-
Figure 1 [2] shows a generic architecture for linked to each other with control actions, early
systems” a SoS. If we look more closely at Figure 1, we warnings, and/or information feedbacks that strive
can see the hierarchy consists of many control to keep the system in equilibrium. The complex
loops. A control loop is the elementary part of links of responses and feedbacks are important
the SoS model as defined here. The ‘stick figure’ because the system exhibits a dynamic behaviour
icons indicate humans (individuals or teams) that that stems from the interactions between the
control various system processes. The technical system parts. A system exhibits resilient behaviour
components of that system are the elements by adapting to changing conditions in order to
marked as ‘C’, ‘A’, and ‘S’, standing for automated maintain control over its properties, such as safety
controllers, actuators, and sensors, whilst the ‘CP’ and performance.

8
 IRSE News | Issue 259 | October 2019

Once digital railway

infrastructure is in place
Definition of the problem interference and communications overload.
The DR can revolutionise the way we manage These issues will be exacerbated if not properly
it is possible to make
decisions about how our networks. It presents the opportunity to managed as part of the system evolution. Train
to deliver customer integrate systems and data, which enables the control becomes even more complex as we add
experience based on any decision-makers (whether human or machine) automation on the main line. For example, many
available data sets.
to control the networks based on real-time data automated Traffic Management (TM) conflict
Photo Shutterstock/ resolutions may still require the operator to make
Connel. from multiple sources, to perform train and traffic
management functions. the final call, but do not present the logic behind
the decision – for the first time, the operator is out
But it does not stop there. Once the infrastructure of the loop. When we consider the integration of
is in place it can be extended to include smart this with other transport planning systems used
ticketing, passenger loading data, weather by the TOCs and other operators (such as road or
monitoring (and the effect it has on ridership, maritime), the degree to which the train control
or customer dispersion along a platform, for system is not just safety critical but mission critical
example) and any other data-driven input. If comes sharply into focus.
“How do we you can collect, codify, analyse and present
ROCs consolidate a lot of control and data in one
build resilience the data, you can make network regulation
place – making each ROC a single point of failure
into this new decisions based on it.
for each route and presenting the challenge of
ecology?” All the systems in the DR ecology are interlinked ensuring that a failure does not become mission
and interdependent in a similar way as shown in critical to an area potentially encompassing 20%
Figure 1. As the adoption of digital systems and or more of the country – for example think of the
associated working practices increases, so too will chaos that would ensue in the UK if London North
the centralisation of data aggregation and usage. East Route goes dark!
Points of failure will also aggregate, becoming
Decision making is now based on a more complex
fewer but having greater impact.
array of information and, as mentioned, without
As the ROCs take over each route, the network the operator fully understanding the logic
will move from a distributed control network of behind it; so, as reliance on that system builds,
some 800+ signal boxes across the UK today, to a the operator’s ability to instinctively respond to
truncated control network of 12 ROCs. Each ROC problems will conversely reduce.
will therefore cover a greatly increased area.
“Decision Furthermore, all this takes place in an era
So how do we build resilience into this new DR of intense media coverage, where network
making is based ecology, and how do we prepare it for rapid performance is increasingly scrutinised by a
on a more service recovery in the event of failure? despondent public. Despite falling reliability rail in
complex array of Proposed solutions the UK remains a key means of moving people and
goods en masse; and failure carries more impact
information” The change in ecology and the shift to digital than before, with greater economic consequences
requires a little more exploration. Transport for lost transit, fines and damages.
systems by their nature are complex – and
they integrate into a much broader urban The shift from a conventionally signalled and
environment, which brings challenges around controlled ecology to a digital one changes the
EMC (Electromagnetic Compatibility), third-party approach to system performance assurance in a
fundamental way. In the current ecology, systems

9
IRSE News | Issue 259 | October 2019

RiskSOAP Test Case Description Conclusion

Aviation: This application was the first attempt to quantitatively Decisions made during design led to an increased
mid-air express the positive correlation between risk risk during operations, thereby reducing the
collision accident [1] awareness and system resilience. RiskSOAP showed resilience of the design, which subsequently
that the system as-designed (i.e. target system factored into the cause of the collision.
before the accident) was able to retain and process
more risk related data compared to the one involved
in the accident.
Robotics: The values of the RiskSOAP indicator generated for It was proved that resilience is not a static system
design of robotic the different system designs reflected the system property, but (in this test) improved along with the
platform for dynamics. The values fluctuated every time the application of system safety recommendations
domestic use [3] system design changed. Design changes made in mainly on the human-machine interface.
relation to the capability of the system to be risk Resilience and safety were positively correlated,
aware were correlated to equivalent levels of safety whereas resilience and reliability were not.
performance. The system design was changed as
safety requirements were added to ensure that even if
the robotic platform fails (i.e. it is unreliable), the whole
system (human-machine interfaces) will maintain its
resilience and assure human safety.
Highways: RiskSOAP defined a tunnel design with risk awareness The RiskSOAP indicator was used as a selection
maintenance of capability over and above that of designs that comply criterion and decision-making tool to select
road tunnel [6] with the EU and World Road Association (PIARC) and make modifications in the road tunnel
directives. RiskSOAP was key in determining the final under maintenance. The indicator showed that
design as it led to the identification of system safety maintenance improved the resilience of the
requirements, which were added to the new designs system, as well as its safety.
on top of the EU and PIARC recommendations.

are largely isolated from the outside world, using RiskSOAP [3] is a system assurance method Table 1 — RiskSOAP tests.
dedicated fibres to communicate often using paired with a system performance indicator. It
parochial railway-only protocols. The servers and is a comparative method that systemically and
equipment sit in isolated equipment and control systematically produces results by measuring the
rooms and can only be accessed by authorised difference between ‘work-as-done’ (i.e. system
personnel. There are minimal cyber security as-is) and ‘work-as-designed’ (e.g. target system).
threats and the system integrity is largely secure. RiskSOAP test cases are illustrated in Table 1.
The new paradigm relies on digital systems with The RiskSOAP methodology is founded on three
a completely different architecture, increased approaches, combined in a unique way. These are
exposure to cyber threats and inherent resilience performed in the following order:
challenges leading to increased risk; assuring this
1. System-theoretic process analysis (STPA) [4].
is now a key imperative.
2. Early warning analysis based on the STPA
In building our new model of network operation (EWaSAP) approach [5].
we need to consider new approaches to
3. Binary dissimilarity measure to depict the
communications:
distance between the different system
• Physical security at all sites needs to be configurations.
assured and guaranteed. The methodology guides system designers “RiskSOAP has
• Servers need to be encrypted. and engineers in collecting meaningful data,
turning them into information (e.g. requirements been tested
• Communications links need to be
high bandwidth, low latency and and specifications) to calculate the system for road tunnel
continuously available. performance and resilience. Moreover, by applying designs, aviation
the method to different intervals throughout
• ROCs need to be able to communicate, in
the entire system life cycle, we can maintain and robotic
real-time without performance interruption.
situational awareness, predict the future system platforms”
Defining a resilient system states and adjust operations to maintain the
It is important that we are able to collect the right system performance at an acceptable level and
data, so that we can perceive and comprehend secure its resilience.
complex system risks. Data can unveil unwanted RiskSOAP has been tested for use in such areas
deviations that indicate the presence of threats as the update of road tunnel designs and man-
and vulnerabilities of the system, and therefore machine interfaces in aviation and robotic
help us predict the systems performance in platforms. It has caught the attention of Network
terms of resilience. Rail and Transport for London in the UK, as well
as being reviewed by experts from industry and
academia around the world.

10
 IRSE News | Issue 259 | October 2019

“Disaster Disaster recovery sites system. Greater use of situational awareness

and workflow tools will help manage response
recovery systems Disaster recovery is the process of bringing the
times, and clear action plans will help to
system back on-line after a major or catastrophic
are expensive prevent misunderstandings through different
failure. This capability is a fundamental component
and rarely used of ‘resilience’. The objective is for a community interpretations of events.
in rail” and its economic functions to recover quickly and One of the advantages of the DR ecology is
soundly, after a major event. that it delivers efficiency gains that enable us to
Highly integrated systems, such as the aggregation turn our attention to continuous improvement.
of network command and control into a single By virtualising our systems we are able to
ROC, present a big locus of impact should one work on them remotely, design, build and test
‘fall over’. To protect the network against this upgrades, and implement these in a system-wide
threat one or more disaster recovery sites are download in minutes. This brings the railway
required to replicate the essential functions of the into the fold of DevOps – combining work
ROC in a secondary (and third) location, which streams from developers and operators of the
is secured and robust against the threats that system to rapidly develop, implement and enact
took out the primary ROC. This needs to have enhanced performance.
compatible technology and data to enable a rapid The DevOps cycle provides both benefits to
transfer of control. capture and risks to manage: the benefits are that
Disaster recovery sites are expensive and rarely the system can now be enhanced incrementally
used in rail – this needs to change if we are to use and with minimum service disruption; this will
them as a foundational part of our strategy. In that facilitate a rapid change in the capability of the
instance we need to do two things: service if played correctly.

1. Use them as training hubs for operators and This flexibility is not without risk, as the procedure
maintainers to (a) keep their competency at for remote updates now means the system has
the highest level, (b) keep the disaster recovery another access point to secure against cyber
ROC in line with the latest technology and threats. But it is a known risk, a quantifiable risk,
data releases (c) but also use this opportunity and a risk we can control – indeed, the RiskSOAP
“The advent of to close the loop, that is, utilise feedback from model is designed precisely for that purpose and
DR is ushering in operators and maintainers to re-think and gives us a new model for network assurance and
a new paradigm maybe design more user-friendly interfaces risk modelling.
and data representation.
in technical Conclusion
2. Hold as many open interfaces as possible to
support for the facilitate the use of the disaster recovery ROC
Transportation systems combine social and
railway” technical components that work together to
as a fall-back for multiple field ROCs.
achieve the purpose of the system. These
Dedicated support teams and complex socio-technical systems consist of
DevOps (Development/Operations) many parts, controlled by human or automated
In order to support rapid failure recovery, agents in constant interaction and close
maintenance teams need to be intimately familiar cooperation, though usually located in different
with the systems and always up to date with hierarchical levels and at distant regions.
the latest technology and associated skills and Communication and control are critical in order
knowledge. Digital systems are not likely to fail to retain, comprehend and share data and
often but when they do, the integrated nature of information, maintain awareness of possible
the new ecology means more associated systems threats and vulnerabilities and, ultimately, enhance
are affected across a wider area. the resilience and safety of rail transport systems.
Ideally, such attributes should be embedded into
To counter this, maintenance facilities need to systems from the concept stage onwards, so
be equipped with a full simulator suite for the they become an integral and intimate part of the
systems under control. Any spare time between infrastructure. Signalling and control engineers will
routine maintenance and inspections should be continue to play a vital part in this process, within
spent on the simulators running through failure the new DR ecology.
scenarios, practicing diagnostic routines and
response techniques; making sure that no matter We are building a more interconnected world
what event occurs the team is capable and agile which will provide the railway and its passengers
enough to respond promptly. with many benefits. As the returns build, so does
the complexity and risk and we must be ready to
The advent of DR is ushering in a new paradigm mitigate this with solutions tailored to our shared
in technical support for the railway. It will require digital future. Tools like RiskSOAP and the wider
the upskilling of personnel, and the provision of implementation of disaster recovery processes
more tools and theoretical training, as the actions and technology will help signalling control and
systems perform are now entirely in the software communication engineers increase resilience,
domain, with no direct observation possible. by supporting the design, development and
We will need to keep maintenance teams maintenance of systems that are self-aware of
better informed, even when things are going to their vulnerabilities and can pro-actively prevent
plan, in order to build their familiarity with the and instantly react to accidents and losses.

11
IRSE News | Issue 259 | October 2019

References
About the authors ...
[1] Chatzimichailidou, M M, Stanton, N A, & Dokas, I M
Tim Whitcher is solution lead for digital railway at
(2015). The concept of risk situation awareness provision:
WSP and brings a decade of professional engineering
towards a new approach for assessing the DSA about the
within safety critical industries; from assistant tester
threats and vulnerabilities of complex socio-technical
to technical authority. His focus is on delivering a fully
systems. Safety Science, 79, 126-138.
integrated, holistic solution which delivers not only the
[2] Chatzimichailidou, M M, Martinetti, A, Majumdar, right answer now but a bedrock for the future. Tim is
A, Dongen, L A V, & Ochieng, W Y (2018). Wheel a chartered engineer and holds a bachelor’s degree in
maintenance in rolling stock: safety challenges in the electromechanical engineering and a master’s degree in
defect detection process. International Journal of System business. [email protected].
of Systems Engineering, 8(4), 387-397.
Mikela Chatzimichailidou is a senior engineer at WSP, an
[3] Chatzimichailidou, M M, & Dokas, I M (2016). Introducing
internationally recognised and award-winning system
RiskSOAP to communicate the distributed situation
assurance specialist, honorary research associate at
awareness of a system about safety issues: an application
Imperial College London and visiting fellow at Cranfield
to a robotic system. Ergonomics, 59(3), 409-422.
University, specialising in the modelling and management
[4] Leveson, N (2011). Engineering a safer world: Systems of high complexity systems risk. She holds master’s degrees
thinking applied to safety. MIT press. in innovation management in production engineering and
[5] Dokas, I M, Feehan, J, & Imran, S (2013). EWaSAP: An early systems engineering management, a doctorate in system
warning sign identification approach based on a systemic safety and human factors and is a Fellow of the Safety and
hazard analysis. Safety Science, 58, 11-26. Reliability Society. [email protected].
[6] Chatzimichailidou, M M, & Dokas, I M (2016). RiskSOAP:
introducing and applying a methodology of risk self-
awareness in road tunnel safety. Accident Analysis &
Prevention, 90, 118-127.

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

22-25 October 2019 Resilience is an increasingly hot topic across the industry, and the
IRSE is reflecting that in our ASPECT 2019 conference.
Delft, Netherlands ASPECT is the international conference organised every two years by
the IRSE. In 2019 we are excited to host the event in the town of Delft
in the Netherlands.

@aspect2019 Our main conference topic in 2019 is resilience, but other papers
will be presented on the ASPECT themes of Automation, Signalling,
Performance, Equipment, Control and Telecommunications.
www.aspect2019.nl
[email protected]

12
 IRSE News | Issue 259 | October 2019

IRSE News analysis: why do our

systems need to be resilient?
The article “Solving the resilience move until the TMS had been reset in However, rescheduling a train en-route
problem in the digital railway” a controlled manner. Around 20 trains is only part of the challenge. Rolling
discusses how we may achieve failed to reboot and required a technician stock rosters need amendment and the
resilience. During the editorial to attend before they could continue. train staff also need to be factored in to
process of preparing this issue two Getting technicians to stranded trains is the change. Customers, passenger and
events occurred in the UK that logistically challenging and took several freight, get frustrated when they are not
demonstrate why train control hours. The resulting delay meant some informed of what is happening.
and communication systems need of the trains needed to be evacuated,
They require timely and accurate
to be resilient and perhaps more effectively closing the affected routes
information to provide reassurance
importantly why the range of to all traffic.
to their journey or so they can make
resilient systems is expanding. Two individually small or temporary alternative arrangements. We must
The first incident related to British issues resulted in major disruption therefore build resilience into every
Airways. They had a problem with online and gave us a greater appreciation of system and interface including
check-in which resulted in it becoming the importance of resilience in our information transmission systems.
inoperative for some airports including societal systems. Do we do enough work during the
the prime London airports of Heathrow design stage to ensure resilience is
Thinking closer to home are we sure we
and Gatwick. The consequential queues built in? Do we make sure the whole
are building resilience in to the systems
and delays at the airports ultimately picture is understood and that our
we develop today? We are on the edge
caused the cancellation of around solutions will function even when one
of a significant change in railway systems
100 flights. This is not an issue with element has failed?
and especially signalling.
direct relevance to a railway, although
Do we adequately test to ensure
some high-speed operators may On metro railways signalling is moving
embedded software systems will
move towards airline style check- rapidly toward CBTC based systems.
recover after power supply outages
in in the future. On the main line networks the move
or frequency drift? Do we consider
to equivalent systems, such as ETCS, is
The other event started with a National the need for disaster recovery control
likely to be the major change over the
Grid problem with electricity supply. centres? How would we recover
next two or three decades. You could
Two power stations, one gas fired and from a fire or flood situation of a rail
ask how much longer will the primary
the other a wind generation station operating centre controlling a large
signalling system be “lights on sticks”?
ceased supply within one minute of railway network?
Capacity, availability and reliability are key
each other at the beginning of a Friday
motivators for these moves as is the need The railway is a complex system of
evening rush hour. The cause of the
for increased safety. But they are not systems attempting to deliver, with an
shutdowns appears to be unrelated
the only factors. extraordinary degree of reliability, the
and the total loss of supply amounted
passenger or freight to their destination
to around 1.4GW. This significant loss The railway is fundamentally a system for
at the time previously planned.
of supply resulted in a frequency drop moving people and goods from where
Resilience is critical to the success of
close to or below the threshold limit. they are to where they are required and
that venture if it is to be achieved day
increasingly this needs to be done with a
Consequently, load was shed which in and day out.
very high degree of confidence.
particularly affected supplies North and
The two incidents discussed illustrate
East of London and included railway Railway signalling has traditionally
the complexity of our modern world
supplies. Without the load shed there maintained safety by stopping trains.
and that a problem may arise in the
was significant risk the entire grid However, stationary crowded trains
most unexpected arena. They also
would become unstable and have to with no opening windows and failed air
emphasise the reason for resilience
be shut down. Within 15 minutes new conditioning present an unacceptable
throughout all of those systems. Thus
supply was in place and National Grid situation and could directly result in
it is good to see others are considering
worked with the local distributors to a hazardous situation for those on-
methods of ensuring resilience can be
return supplies, most of which were board. In the electricity supply failure
considered and designed in from the
fully operational within 30 minutes of incident some of the trains were trapped
earliest stages of a project onwards.
the initial event. underground for hours with no lights.
Resilience will be the main topic of this
The railway, however, and in particular People require confidence their
year’s ASPECT conference and IRSE
routes over which Thameslink trains train will arrive close to the planned
News plans to publish a number of
operated continued to suffer for time, or if there is a delay that this is
the most interesting papers. If you are
several hours. For reasons that are at notified promptly and accurately. To
attending ASPECT and identify a paper
present unknown, the manner of the do so requires comprehensive traffic
you believe would be of interest to a
loss of supply to the trains caused the management systems linked to the
wider audience please let us know at
on-board Train Management System real time railway and able to adjust and
[email protected].
(TMS) to malfunction. When the predict the outcome of any change. The
power returned the trains could not aim is to minimise delay.

13
What smart railways can do
for smart cities

Frank Heibel

As our cities grow, the need problems. Yet they cannot On that basis it is little surprise
for mass transport increases. resolve the biggest problem of that a new inner-city rail corridor
Individual car traffic, even if transport in cities – road traffic would have a better benefit-cost
smarter and more automated, congestion. Why? Because all ratio than a similarly expensive
will reach a saturation point those trendy innovations rely new road. Mistrust any reports that
with stifling congestion in on road transport. And as road claim otherwise.
peak traffic. Public transport transport keeps growing, roads will
thought leader ‘Doc Frank’ eventually get clogged, and the Using existing
Heibel is convinced that city only innovation effect left is that infrastructure better
railways have significant people are stuck in traffic in cars Before spending big money to
capacity reserves which can that are self-driving. duplicate infrastructure, one may
be unlocked with modern want to make sure we get the
technology. This article More infrastructure – most out of the infrastructure
was first published as a road or rail? which is already there. Perhaps
guest post for the Smart Building new transport corridors the best question here is not
Cities 2019 conference in within city centres is enormously whether expensive new transport
Melbourne, Australia. expensive. If such investment is infrastructure should be road
deemed unavoidable, at least the or rail. (I believe we need a
There are many intriguing
transport capacity of that new balance of both, by the way.)
Road traffic concepts for transport innovation.
congestion is the corridor should be maximised. A smarter question would be,
Autonomous cars, shared mobility,
biggest problem Studies conducted for Perth, what if the capacity of existing
mobility as a service, and demand-
of transport in Australia showed that a railway transport corridors could be
responsive transport are just
cities. line with rather modest service increased so much that additional
Photo
some of the buzzwords which
frequency of twelve trains per hour corridors are not even needed for
Shutterstock/ promise a solution for today’s and
can carry the same number of many more years?
Novikov Aleksey. more so tomorrow’s transport
commuters as a six-lane freeway.

14
 IRSE News | Issue 259 | October 2019

Smart technologies –
how good are they?
In road traffic, there is a lot of
hype around “Intelligent Transport
Systems”, mostly a glorified variety
of variable speed signs for traffic
flow control. How much additional
capacity will this provide? I think
many would be delighted if a
practical increase of around 10%
was the outcome. Impressive
looks different.
The capacity reserves in our city
railway systems are significantly
higher, between twenty and one
hundred per cent depending
on how much the current rail
system has been squeezed. And
the investment to unlock those
reserves is much lower than for
building more infrastructure.

What is needed for better to as ETCS Level 2+. It should be Invest smarter Doc Frank
railways? noted that there is more to high- Signalling technology may not be
believes that
performance signalling than just urban transport
The primary investment need as photogenic for our politicians capacity reserves
for increasing the capacity more capacity. Other important as a new train, tunnel boring can be unlocked
of any railway is trivial but benefits include higher availability machine or railway station. But the by using modern
sometimes overlooked – more reducing system downtime due introduction of high performance technology.
trains. The second investment to technical failures, improved signalling is a smart and more Photo
area is the upgrade of existing service reliability which means Shutterstock/
cost-efficient way to increase Serpetko.
rail infrastructure so that it can a higher percentage of train commuting capacity. And which
accommodate more trains. One services run on time, and increased political decision-maker would
example is augmenting traction levels of automation. not want to be seen as smart and
power supply, since more electric High performance signalling, either cost-efficient?
trains on a railway need more CBTC or enhanced ETCS Level 2+
energy. The other area where with automatic train operation,
modern technology can overcome is currently being introduced in
a constraint for higher capacity all four of the biggest Australian About the author ...
is what I call “High-Performance cities – Sydney, Melbourne,
Signalling”. There are two global Brisbane and Perth. Those state- “Doc Frank” is a globally recognised strategy
mainstream technologies that can of-the-art signalling technologies advisor and thought leader for high-performance
provide such high-performance will allow the running of many railway signalling. He has advised government
signalling – Communications- more trains than possible with the railways in all four biggest Australian cities and
Based Train Control or in short existing legacy signalling systems several projects outside Australia on planning and
CBTC, and enhanced varieties thus alleviating issues related to implementing their next-generation signalling
of the European Train Control growing demand for commuter technology to boost capacity and improve
System (ETCS) Level 2, what I refer traffic in peak hours. operational performance.

What do you think?

Do you agree with Frank’s views, or do you think
there is another approach to be taken?
We would love to hear from you, email us at
[email protected].

15
Fundamental requirements for a
train control system

In the first of a planned series of ‘back to basics’ subjects Operational requirements for
on train control and communications, this article train control systems
summarises the fundamental requirements for a train
The system will need to meet the needs of
control system. These requirements will be familiar to
operators in terms of:
experienced signalling engineers, but are recommended
reading for anyone new to railway control and • permitted train movements (such as normal running;
communications and for IRSE members preparing to joining/ splitting; platform sharing, shunting);
take the IRSE Exam. • permitted routing of trains;
The requirements were originally set out in the IRSE Signalling • capacity provision and utilisation;
Philosophy Review (2001) and have subsequently been • and flexibility of operations.
reviewed and revised a number of times. They are available in
The system may also contribute to efficient resource
full via the IRSE website at irse.info/ex3ous.
management, such as efficiency in traction energy
The requirements are not mandated by the IRSE, although consumption, and minimising wear and tear on the track.
the Institution regards them as essential for any train
If, in addressing requirements for safety, the proposed design
control system.
constrains the operability of the railway, the impact of this will
The word ‘signalling’ is defined by the IRSE as all the equipment, need to be assessed and minimised (but without compromising
electrical, mechanical or otherwise, methods, regulations and acceptable levels of safety, of course).
principles whereby the movement of railway or other traffic is
In order to deliver the timetabled train service, the specification
controlled. Throughout the requirements, and in this article, the
and attainment of appropriate levels of reliability and availability
phrase “train control system” includes the people, procedures
are essential. Reliability and availability also contribute to overall
and technology used to signal trains; and where the single word
levels of system safety. Maintainability is essential in order to
“system” is used it means the “train control system”. Where
ensure that the specified levels of reliability and safety continue
the phrase “signalling system” is used, this means the part of
to be met throughout the service life of the system.
the train control system which is implemented by means of
technology, which could be both infrastructure-based and To achieve required levels of overall availability, the provision
train-borne. The requirements are equally applicable whatever of degraded modes of operation is desirable. However, human
form of train control system (as defined above) is used to intervention as a means of safely controlling train movements
control train movements. Accordingly, they are written at a under failure conditions (e.g. signallers authorising trains to pass
high level, with the intention that users interpret and apply the signals at danger, manual on-site operation of points) entails
requirements through the specific method of train control that significantly higher risk and is therefore not the preferred means
is proposed for a railway. of meeting this requirement. Transitions to and from degraded
modes of operation will need to minimise risk, facilitated by
The requirements are in three sections. The first deals
“graceful degradation” as well as timely and safe mechanisms
with operational requirements, the second with functional
for recovery to normal operation.
safety requirements, and the third addresses supporting
safety requirements.

16
 IRSE News | Issue 259 | October 2019

Train control has a long history but is evolving rapidly as technological change offers new
alternatives to manage the safe movement of trains to deliver the optimum experience for
railway passengers and freight users. There is however a series of underpinning requirements
for any train control system. Photo Shutterstock/hxdyl.

Functional safety requirements for The train driver (or the automatic train operation sub-
train control systems system [ATO]) will require unambiguous, consistent and
timely information that enables safe control of the train.
Before a train is given authority to move along a section of This may include:
line, the section of line needs to be proved to be secure (see
below) and clear of other traffic, to prevent derailments and • proceed/stop information;
collisions, and to avoid conflict with movement authorities • the provision of warning information regarding the
given for other trains. approach to the end of the movement authority or a section
Exceptions to this are circumstances where a train is permitted of lower speed line, to enable the train to brake safely;
to enter an occupied section of line, such as for platform • the provision of speed, routing, gradient, braking
sharing, coupling of trains, permissive working, and shunting. capability information.
Where the train is stationary at a station, depot or siding, In addition, data entry sub-systems may be required in order to
activities such as train preparation, loading, unloading, closing input train parameters that are relevant to the safe operation of
doors must also be completed before the train is moved. the train control system (e.g. weight, length, braking capability).
However, these activities are not normally regarded as part of Sufficient space will be required between following trains
the functionality of the train control system. to allow each train to brake to a stand safely; this is usually
The term “secure” (see above) refers to a limited set of safety calculated on the assumption that the train ahead is stationary.
requirements, primarily relating to the position and locking Suitable control measures will be required in order to prevent
of points, and the routing of other trains. Signalling systems and/or mitigate the consequences of a train:
do not usually prove that the line is clear of all obstructions,
or that the gauge is correct and the track is physically stable, • passing the end point of its movement authority;
so other control measures may need to be considered to • exceeding the maximum permitted speed;
manage these risks. • moving without authorisation.
When authority to move along a section of the line has been Examples of technical solutions for these include overlaps, train
given, the security of the line needs to be maintained for the protection/warning systems, flank protection, approach control/
movement until the complete train has: release of signals, provision of trap points and speed signs.
It may also include other measures, e.g. driver competence,
• passed clear of the section of line; or
provision of information to drivers and operating rules.
• the authority has been rescinded (withdrawn) and the train
has come to a stand; or Protection will be required for the public and trains at level
crossings, although not all level crossings are necessarily
• the authority has been rescinded (with information
protected by the signalling system itself (in simple cases an
communicated to the train) with the train having
independent means of protection may be adequate based on
sufficient space to come to a stand safely before the
risk). The operation of a level crossing will need to minimise the
start of the section of line over which authority to move
road closure time, otherwise this could lead to crossing misuse
had been given.
by pedestrians and road vehicle drivers.
In some signalling systems sectional route release is used,
whereby parts of a section of line are released progressively Trains, worksites and workers will need to be protected during
when the train has passed clear, to facilitate earlier setting engineering work. This could include:
of other routes.

17
IRSE News | Issue 259 | October 2019

• facilities for controlling the access of trains to sections of The compatibility of the operating rules with the rest of the
line where work is taking place or where safety has been train control system (and their completeness) is essential for
reduced as a result of engineering work; the safe operation of the railway under normal, degraded and
• ensuring that the section of line is clear of obstructions (e.g. emergency conditions.
engineering vehicles) when work is complete and before Even though the system may be highly automated, there will
trains are allowed to run over it; always be a measure of dependence on human interaction,
• restricting the speed of trains to help protect track workers for instance during degraded mode operation or during
or because of the condition of the track; maintenance. Appropriate allocation of functions between the
• warning trackside workers of the approach of trains. signalling system and operators, and designing the overall train
control system to make it easy for operators and maintainers
In order to provide a safe and efficient railway the signaller
to perform their actions safely, is vital. The human factors will
will require unambiguous, consistent and timely information,
need to be addressed to help provide a safe and easy system to
and suitable control facilities, to enable the safe authorisation
operate, both for operators and maintainers.
of train movements (the term signaller also include other
personnel who may have responsibility for authorising train Modern signalling systems usually revert to a safe state, such
movements). This includes the provision of information as signals automatically restoring to “stop”, although this may
required under failure and degraded mode conditions, as well not always be necessary or desirable (and indeed mechanical
as for normal operations. Ancillary information systems such signalling systems do not generally do this). Designing the
as train describers, critical fault alarms and data entry systems system so that failures and faults are self-revealing to operators
may also be required. When designing the signaller interface and maintainers will aid prompt and safe rectification, and will
systems, human factors assessments will contribute to safety help to avoid situations where a fault is latent (hidden) and does
and efficiency. not reveal itself until some other event occurs.
Facilities for communication between signallers and others Unsafe interactions of the system with other railway systems
will be required, for both normal operation and degraded/ and equipment need to be avoided. This includes both
emergency working. This includes communication with: interactions where there is an intentional interface with other
systems and equipment, such as other railway infrastructure
• train drivers;
and trains; and interaction where there is no interface, such as
• signallers in neighbouring control centres; electromagnetic interference. Unwanted external influences
• train operators and route controllers; that could adversely affect the safety and availability of the
• level crossing users; system include:
• emergency services. • environmental/ climatic effects;
The nature of the communications systems will need to • cyber-attacks on software-based subsystems;
be appropriate for the purposes required, for both normal • vandalism;
operations and failure/degraded mode situations.
• unwanted electrical/radio interactions with non-
A means will be required for preventing trains from being routed railway systems.
onto a section of line with which they are not compatible. Problems can occur when introducing new rolling stock on
Situations where this requirement could apply include: routes with older signalling systems, which may not be immune
• incompatibilities of gauge between track and train; to interference generated by new trains. Introducing new rolling
stock in a controlled manner will facilitate early identification
• incompatible traction supply systems for the train;
and rectification of problems not addressed at the design stage.
• incompatible train-borne train control sub-systems;
Systems that are designed so far as possible to prevent the
• restrictions on access to tunnels for certain types of trains;
possibility of inadvertent errors during maintenance and repair
• restrictions on specific train types being permitted on work, and which incorporate diagnostic systems for monitoring
routes, adjacent lines etc, at the same time, such as the health of the equipment, will contribute to its continuing
hazardous freight and passenger trains. safe operation and minimise the risk of introducing undue risk
In order to instruct a train to stop in an emergency, appropriate to either the operational railway or the personnel carrying out
facilities will be required. This could be met by functionality the work. These considerations may have implications for e.g.
within the signalling system itself to enable a movement the design of equipment and its physical location.
authority to be withdrawn, or by the use of an alternative/
Personnel who design, build, test, commission, operate and
independent means such as radio communication with the
maintain the signalling system, or in any other way form part
driver. The speed and reliability with which a message can be
of the train control system, will need to be competent in
given to a train to stop needs to be commensurate with the
order to perform their tasks and duties safely and efficiently.
risks associated with the emergency. The risk of stopping trains
This includes the competence of designers, testers,
in unsuitable locations also needs to be taken into account.
drivers, signallers, maintainers and others whose activities
Essential supporting safety requirements for contribute to the overall safe working of the system. The
application of suitable procedures for personnel selection,
train control systems
training, assessment and periodic review will contribute to
The assignment of safety targets for a train control continuing competence.
system will need to:
• be commensurate with, or better than, the levels of safety
performance of comparable systems already in service; What do you think?
• meet the reasonable expectations of users; What other ‘back to basics’ articles would you like to see
• comply with legal requirements. in IRSE News? Why not share your experiences with other
engineers? Email [email protected].

18
New interlocking systems
introduced in the UK

Paul Darlington

Over the last year two new types of Computer Based Common requirements for both schemes were to: use only
Interlocking (CBI) signalling systems have been Network Rail approved LED signals, axle counters and clamp
introduced in the UK, one by Hitachi Rail Signalling & lock points; introduce the capability of communicating with
Transportation Systems (STS) and the other by Atkins, a a Radio Block Centre (RBC) to enable future easy upgrade to
member of the SNC-Lavalin Group. ETCS, once compatible rolling stock is available on the routes;
eliminate or reduce the use of relays in the systems, and to
In December 2018 a consortium of Hitachi Rail STS and
locate the lineside equipment in equipment cabinets, not in
Linbrooke Services Limited – with Arup providing the signalling
buildings or equipment rooms. Communications between
system design deliverables; delivered the resignalling of the line
equipment and the control centres would use the FTNx IP
between Ferriby and Gilberdyke, on the north side of the River
telecoms network, with no requirements for dedicated cables.
Humber using the STS (previously Ansaldo STS) SEI (system
d’enclenchement informatique) interlocking and MTOR (module Ferriby and Gilberdyke
toute ou rien) SEI object controllers. The SEI interlocking system was originally developed in France
Over the weekend of the 22, 23 June 2019, Atkins and is not the same as the earlier STS ‘ACC’ signalling installed
commissioned their first ElectroLogIXS electronic interlocking between Crewe and Stockport. The ACC system originated
and level crossing controller. This was on the Shepperton from Italy and controls STS lineside assets, but the SEI system
branch, part of the Feltham signal box area south west of is able to control Network Rail standard catalogue item lineside
London. ElectroLogIXS is a programmable logic controller assets, although some new interfaces were required.
licensed to Atkins, exclusively for UK rail use. The importance While the STS SEI interlocking was already in use for HS1 and
of the product is illustrated by the fact it is the first totally new the Cambrian Lines these did not require lineside signals,
interlocking to be introduced in the UK for some years. whereas Ferriby to Gilberdyke required LED aspect signals.

Oxmardyke MCB-OD crossing between Ferriby and Gilberdyke

during construction. The road is closed and the semaphore signal
is still standing. Photo Network Rail.

19
IRSE News | Issue 259 | October 2019

Temperature-controlled location case developed specially for the Cave Crossing gate box has been replaced with Cave obstacle
Ferriby to Gilberdyke project. Photo Arup. detection crossing. Photo Network Rail.

There was a SEI interface which was already used in other COM-FSE design. Thus everything is solid state, in line with the
countries for such applications, but this had a relay interface. ‘no relay’ requirement.
So, a new interface product was developed for the UK called The system is controlled from the York Railway Operating
the SEI – CLSS (colour light signalling system). This was based Centre (ROC), which has Controlguide Westcad operator
on a similar existing SEI product, but new electronic cards were workstations supplied by Siemens. An Hitachi RCCS (route
required for signals (IOM SX) and points (IOM AG), together with control centre system) workstation could have been used but
a new current proving module. Network Rail required all the York ROC workstations to look
The SEI interlocking uses ‘two out of three’ digital technology the same. This required a new standalone protocol conversion
for reliability and is able to interface up to 20 MTOR SEI object railway interface (RIF) to be developed to link the Westcad
controllers if required, with each MTOR supporting up to workstation to the SEI interlocking. This had to take into
20 objects. It supports open standard data communications account the Hitachi automatic route setting ARS system and
interfaces and is able to take advantage of modern IP ‘off the interfacing to the EBI Gate 2000 level crossings. York ROC was
shelf’ telecoms switches, without requiring dedicated cables also provided with an SEI technician maintenance terminal.
between the central safety processor and the object controllers.
Shepperton branch
The new CBI signalling fringes with Selby route relay
interlocking (RRI) to the west and Hessle Road RRI in the east. The ElectroLogIXS hardware that has been used on the
Between Ferriby and Gilberdyke nine manually controlled level Shepperton branch is manufactured by Alstom (formerly GE)
crossings with obstacle detectors (MCB-OD) have replaced the and is a Vital Logic Controller (VLC) using internet protocol
previous manually controlled gate/barrier crossings, together (IP) communications and diagnostics via a scalable remote
with two miniature stop light (MSL) crossings. Crabley Creek condition monitoring system, and a common hardware
crossing was proposed to be replaced by a bridge, but due platform for both trackside and control parts of the system.
to problems with land take it has been retained as a manual The ElectroLogIXS chassis-to-chassis communication uses
gate box. Bombardier EBI Gate 2000 controllers were used RP2009 (SIL4) protocol with no safety reliance on the network.
to control the MCB-OD crossings. EBI Gate 2000 is solid The product acceptance covers both ‘interlocking’ and ‘level
state and controlled by object controller devices, therefore crossing controller’ applications, and both of these have been
no conventional relays are required, improving reliability and used on the Shepperton branch commissioning.
reducing maintenance requirements. Atkins’ strategic programme for future signalling systems aims
The SEI equipment was designed to be located in equipment to change the way signalling projects are delivered in the UK. It
rooms, but to make the scheme cost effective a new lineside uses a wide range of products and components to deliver a full
temperature-controlled location case (TCL) was designed. The train control, signalling and power system; from interlockings to
cases are approximately 1.5 times the size of a normal lineside level crossings, to barrier arms, power supplies and cables. The
case and are multi discipline, split into three portions. scheme involved 11 separate product acceptance approvals.
One section of the case contains the telecoms fibre Initially the Shepperton branch will be controlled from a
terminations, switches, patch panels and axle counter single workstation located at Feltham signal box, before being
equipment. The middle section contains the object controllers transferred to Basingstoke rail operating centre (ROC) in a later
plus the LED signals and points interface modules together stage within the overall Feltham resignalling programme.
with battery backup supplies for the switches, and the third
section contains the power supplies, TPWS modules, relays, Standardisation of equipment and lower number of trackside
contactors and cable terminations to the lineside equipment. equipment location cases is a major benefit of the system. It has
The Frauscher axle counter FAdC system uses a decentralised been calculated that resignalling all of the Feltham signalling
architecture enabling a track section to be evaluated locally project area using conventional SSI would have required in the
by locating the FAdC system boards along the lineside, and order of 3000 relays and 450 lineside equipment locations.
communicating via Ethernet along the route using the latest Using the new system will reduce this to approximately 130
relays and 220 lineside equipment locations.

20
 IRSE News | Issue 259 | October 2019

Introducing new systems to an established railway such as Network Rail requires balancing
innovation with compliance to existing standards such as those for control and display (left)
and existing trackside hardware (right).
Photos SNC Lavalin-Atkins.

One benefit of ElectroLogIXS is that it requires fewer relays than other systems as shown
in the location case above left. The photo on the right shows activities trackside during the
commissioning of the Shepperton branch.

The solution developed is based on a design that permits the each barrier boom driven by a three-phase inverter and motor
use of more readily available non discipline specific software through a gearbox. Angular detection of the barrier is by factory
engineers, rather than scarce signalling designers. This allows set rotary blades detected by proximity sensors. There are a pair
signalling engineers to focus on the core functional signalling of industrial safety switches which mechanically detect the drive
requirements. New methods of data production and testing spindle when it is in the lowered position.
using modelling techniques and empirical processes have been
A small safety controller (PLC) provides machine control via
introduced, together with repeatable data modules, designed
a set of 24V DC control and indication lines connected to
and tested once and used many times.
the Level Crossing Controller (LXC) case. Manual operation is
The ‘Level Crossing in a Box’ (LCiaB) as a concept based achieved with a small hydraulic pump and cylinder system. It
on delivering a complete crossing in a container ready for is claimed that a machine has already completed in excess of
installation. In the Shepperton scheme the solution has been 3 000 000 fault-free operating cycles in the factory.
provided at Hampton MCB-CCTV (manually controlled barriers
with closed circuit television) crossing.
Currently LCiaB is specified for MCB-CCTV but it has been
designed so that is can easily be configured for other types of What do you think?
MCB and as a miniature stop light (MSL) crossing. The crossing
solution consists of two or four barriers. Up to six sets of traffic Have you been involved in a signalling project that has seen
signals (wig-wags) and four ‘Standing Red Person’ signals can established products used in new markets or applications?
be supported. The barrier machine, supplied by Newgate, is also If so why not share your experience with an article in
new to the UK signalling market and is 110V AC powered, with IRSE News? Email us at [email protected].

21
The Network Rail digital
long-term deployment plan

Claire Beranek

In common with many other railways across the globe, The requirement: a long-term digital
the infrastructure provider for GB rail, Network Rail, is deployment plan
faced with maintaining a large and complex network To address the problem, a request (Figure 2) was received
whilst introducing digitalisation to improve operational from the Secretary of State for Transport on 19 March 2018 to
performance and customer experience. In this article produce a long-term digital deployment plan to be delivered
Claire explains the background to this challenge and the to the government at the end of February 2019. It was to be an
current approach in relation to the immense amount aligned rolling stock and infrastructure fitment plan, developed
of work involved within an industry constrained by the with the wider rail industry. The plan was to be at the lowest
availability of suitably skilled labour. whole life cost to the industry.
The problem: managing asset sustainability The UK government funds the railway in five-year control
For some years Great Britain has lagged behind several periods (CP), so the plan was to consider the period from CP7
countries in Europe in that it hasn’t had a long-term plan in (April 2024) onwards, and not to change the CP6 (April 2019
place for roll-out of the ETCS (European Train Control System) – March 2024) already agreed workbank. CP6 renewals were
across its infrastructure. Several attempts have been made in to continue to deliver in line with a standard “digitally ready
the past to produce a plan, but they haven’t succeeded due specification”.
to being either undeliverable or too costly. At the same time
GB has a signalling asset sustainability problem, with 65% of its Approach supported by the rail industry
external assets expected to be life expired within 15 years, (86% The team that put the plan together comprised Network Rail
in 20 years) and government funding unlikely to be able to rise representatives, digital railway experts, RIA (the Rail Industry
to meet the costs of conventional signalling renewals. Figure 1 Association) representing the supply chain and RDG (the Rail
shows the average remaining asset life of signalling assets on Delivery Group) representing the train and freight operating
the network until the end of 2029. companies. Team meetings had representatives of all those
stakeholders present.

Historic Forecast
16 Figure 1 – Average remaining asset life
of signalling assets on Network Rail
15 infrastructure.
14
Remaining Life (Years)

13

12

11

10

8
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029
CP5 CP6 CP7

22
 IRSE News | Issue 259 | October 2019

indicative for future control periods, and a ‘unit cost to the

business’ was calculated including core costs and add on
costs to compare conventional renewal cost and ETCS
costs. This unit cost was developed based on recent tender
returns, and received buy-in from internal and external
stakeholders, and in line with the recent GB Rail sector deal
(the agreement between the government and the rail industry).
The ETCS unit rate was estimated at £315K per SEU (Signalling
Equivalent Unit) as compared to a rate of £419K per SEU for a
conventional resignalling.
The current SEU figure based on returns from each of
the Routes is around £459K. This comes from looking at
expenditure on conventional resignalling during CP4 and CP5.
Further investigation supported by Network Rail infrastructure
projects delivery organisation focused on the most recent
projects suggests £419K/SEU as a more representative figure for
the purposes of the long-term deployment plan.
The SEU volumes for ETCS renewals were identified across
all routes and integrated into a national ETCS workbank. A
deliverability ceiling per annum was agreed with Network
Figure 2 – The Secretary of State for Transport wrote to the CEO of
Network Rail asking for a long-term digital deployment plan. Rail infrastructure projects delivery group and the Rail
Industry Association at 3000 SEUs for ETCS and 1800 SEUs
for conventional.
The plan was to be infrastructure renewals-based, aiming to
maximise the life of signalling assets, and resignal with a digital The train retro-fitment delivery schedule was built up on the
solution at the point of external asset life expiry – meaning assumption that one unit of one class per operator could
at the moment the majority of signals, track circuits, location be fitted at one time, with the maximum number of trains
cases required renewal. to be retrofitted in one year limited to 251. Deliverability
was supported by RIA, the RDG and the National Joint
It was recognised that a digital signalling solution would
Rolling Stock Project.
be cheaper than a conventional signalling solution, and
the cheapest way to resignal the railway is with a ‘signals The principles behind the plan were agreed with all
away solution’ which required all trains passing through a stakeholders, including areas such as driver training, franchise
digitally resignalled area to be fitted with ETCS prior to the renewal dates, expected train life, and signalling renewal cycles.
resignalling date.
An iterative process to develop the plan in
This approach then required close liaison with the RDG to
understand which trains were cleared to pass through an
association with the industry
interlocking area to ensure exact alignment between train The initial first pass of the plan (Figure 3) was unconstrained
fitment and infrastructure fitment. by deliverability and based only on signalling renewals need.
The plan was developed using a sensible geographical area for
Affordability and deliverability constraints resignalling at a time, with adjacent areas of about 100-300
The plan was based on some key affordability and deliverability SEUs receiving an ETCS work type resignalling when required by
principles which were endorsed by all the parties developing the signalling external asset condition. The first pass of the plan
the plan. The CP6 signalling budget was agreed to be showed a ‘bow wave’ required due to asset condition, with work
volumes increasing through CP7 to a peak in CP8.

7000 Western Figure 3 – First pass of the plan for

England and Wales unconstrained
Wessex by deliverability.
6000
Wales
5000
Volumne (SEU)

South
4000 East
LNW S
3000
LNW N
2000
LNE
1000
East
Midlands
0
Anglia
2019
2024
2026
2028
2030
2032
2034
2036
2038
2040
2042
2044
2046
2048
2050
2053
2055

Year

23
IRSE News | Issue 259 | October 2019

Western
Wessex
3000
Wales
2700 South East
337
235
199
LNW S
418 278
360 379 316 LNW N
2400 253 149
451 295
239 218
181 295
LNE
242 245
269 240 599 289
2100 133 191 East Midlands
189
411 580
402 222 242 227 Anglia
585 280 400 252
1800 327
289 419
535 188 141 341
526 204
283 319 253
366
Volume (SEU)

338 303 180 323

1500 101 145 293 280
424 258
464 239 308 307
101 151 539.6 300 275
238
301 260 217 266 450 248
470
1200 481.6 373.3 274
242 266 500
136 345.5 267
544.4 547.2 448.8 212.3 395.3 323
346.5 467.5 166 291
504.9 468.6
900 322.2 201 155
341 344
395 339 370 298
628 124
599.5 171 218 526
417 349 153 400 499 131
506
600 366 615 115
101 453.2
235 536 266 400 167.5 308
535 210 225 466
329 166 443
240 433 502 156 173 158 444
127 365
194 378 109
300 221
290 332
471 193 450 32
392 406 399 370 360
283 290 279 305 312 319 303 289 335 106
221 204 205 238 225 266 254
197 169 158 193 201 198
135 124 99 112
0
2023

2024

2025

2026

2027

2028

2029

2030

2031

2032

2033

2034

2035

2036

2037

2038

2039

2040

2041

2042

2043

2044

2045

2046

2047

2048

2049

2050

2051

2052

2053

2054

2055
8,000 delivery plan for England and Wales.
Figure 4 – Constrained
7,000
6,000
5,000
Volume (SEU)

4,000
3,000
2,000
1,000
0
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
2041
2042
2043
2044
2045
2046
2047
2048
2049
2050
2051
2052
2053
2054
CP6 CP7 CP8 CP9 CP10 CP11 CP12

ETCS Compatible Life Extension Conventional External Work Volume Limit

Figure 5 – Digital signalling volume constrained profile for England and Wales.

This variance in workload was unhelpful to the supply chain, The signalling renewal plan met the
and hence a process of renewal deferral was agreed with each deliverability constraint
route asset manager, assessed on performance criticality, and
obsolescence risks. The preference from the supply chain was The delivery plan (Figure 4) successfully met the deliverability
to smooth delivery geographically as well as by year, aiming to constraint, with ETCS interventions ramping up in CP7,
constrain each of the routes in the country to 300 SEUs delivery following on from the dominance of conventional renewals in
per annum, as well as 3000 nationally with some flexibility CP6 (Figure 5). Life extension work was also required to keep
allowing partnering up of delivery areas to give flexibility across aging interlockings going until the deferred ETCS date, plus
adjacent route boundaries. some ETCS compatible work such as re-controls or partial
digital renewals.
With the national unconstrained volumes showing a peak at
around 6000 SEUs per year for England and Wales, this roll-out However, at current ETCS unit rates, this plan still exceeds
required considerable smoothing. The performance criticality budgetary constraints.
rating was applied to each interlocking based on five years At current ETCS unit rates, budget constraint
of performance data, and on the amount of work requiring
deferral in each year, interlockings were proposed for deferral
was not met
by up to seven years (high criticality interlockings receiving less Figure 6 shows the cost profile with the horizontal line in red
deferral than low criticality interlockings). showing expected government funding allocation based on

24
 IRSE News | Issue 259 | October 2019

2,000
1,800
1,600
1,400
Cost (£/M)

1,200
1,000
800
600
400
200
0
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
2041
2042
2043
2044
2045
2046
2047
2048
2049
2050
2051
2052
2053
2054
CP6 CP7 CP8 CP9 CP10 CP11

Digital Infrastructure Train Fitment CP6 Budget

Figure 6 – Digital signalling constrained cost profile (including train fitment).

CP6 levels. It can be seen that during the peak years of ETCS to be made by the government as to policy decisions around
delivery in CP7 and CP8 costs exceed the budget levels, hence new train fitment/rolling stock with ETCS at the point of
the government has provided research and development manufacture, as well as long-term funding of the freight fitment
funding in CP6 to look at innovative solutions to bring down the programme, which precedes CP7. The plan now requires
unit rate cost of an ETCS resignalling. The cost of train fitment embedding in route plans, with a change control process
compares with the infrastructure fitment, and this assumes that coordinated centrally. Integration of the plan with enhancement
the bulk of train fitment would occur in CP6 to facilitate the opportunities is also required to seek better value solutions and
infrastructure roll-out from CP7 onwards. better outcomes for both passengers and freight users, and
a technology roadmap has been created to co-ordinate and
The key findings channel R&D funding to improve ETCS technology and process
In creating the long-term digital deployment plan, it was noted efficiency. Preparation of the industry and the supply chain will
that digital technology was required to sustain the network and be required for transition to digital signalling.
could be delivered at a sustainable volume; however, although
more affordable than conventional signalling, costs still exceed
CP6 budget levels for the first three control periods. Digital
signalling will deliver higher performance and better safety,
and there is potential to reduce digital signalling costs towards But what is an SEU?
CP6 budget levels through innovation. It also provides a better
long-term cost solution, and supports the Rail Sector Deal (a In the UK the concept of a Signalling Equivalent Unit (SEU) is
commitment created jointly by the UK government and rail used to estimate and compare the cost of signalling projects.
industry, see irse.info/o6mlf) as well as innovation strategies. The number of component parts of a signalling project
For the duration of the plan, train fitment and infrastructure at sub system level – points, signals and level crossings is
renewal plans have been aligned successfully, and while this is a calculated to establish the number of ‘SEUs’. Dividing the
baseline integrated digital renewals plan, further consideration total cost of the project by the number of SEUs determines
will be necessary to understand enhancement opportunities. the SEU rate. In very simple terms the SEU rate is the cost of
For the future, a robust change control mechanism will each single point end, signal, level crossing including funds to
be essential to manage and coordinate the interests of cover items such as the required interlocking, supplementary
train and infrastructure stakeholders, and this is currently detectors, cables and equipment rooms.
being developed.

Next steps
Although the plan was developed and provided ETCS roll-out
for every interlocking in the country from the start of CP7 up
to 2055, and aligned with train fitment, it required a significant About the author ...
investment by the government in CP6 to fit large numbers of
trains. The government have indicated that their latest thinking Claire is a route asset manager signalling for Network Rail
is a more measured approach to train fitment, still holding based in Manchester. She has extensive experience of
to the philosophy that all trains passing through a site are signalling maintenance, asset management and renewal
ETCS fitted prior to the interlocking being renewed with an sponsorship. She has also assisted in IRSE exam study
ETCS solution. groups for many years as well as being a school governor.
Claire is chartered engineer and holds a bachelor’s degree
The RDG and Network Rail have therefore commenced looking in electrical and electronic engineering.
at the early deployments in the plan, and are considering three
sites to suggest to the government for train fitment to enable
infrastructure renewals in CP7. Further consideration will need

25
Engineers of the future

Jennifer Gilleece Jones

Engineers in the industry generally shortages, most of which influence people at a

appreciate that a career in engineering and young age: social mobility, gender, perception
the railway is interesting and rewarding, with of engineering and pay. They also highlight that
the opportunity to make a difference and one fifth of the existing engineering workforce is
leave a legacy. To many outside the industry estimated to retire in the next 10 years, with this
though, they see engineers as people who figure much higher in many railway engineering
come to fix broken washing machines and functions. The situation is similar in many
railway workers as people who only drive countries throughout the world.
trains, sell tickets or work on big disruptive To help overcome much of the lack of
construction sites while they want to travel. understanding of what engineers and other
This means there is a whole section of society Science, Technology, Engineering and
missing out on the wonderful opportunities they Mathematics (STEM) professionals actually do –
could have with a career in engineering and/ as well as the knock-on effects of this – many
or the railway because they don’t know what it individuals and organisations are helping to
is all about. Without some understanding, many raise awareness. This includes visits to schools
young people don’t think to investigate it when and groups of young people, as well as parents
considering their career options. It is a shame for and teachers, to demonstrate the range of
Dispelling myths about
people to miss out on the opportunities a whole opportunities available within engineering and the
what engineering,
particularly on railways, industry could offer them. rail industry.
involves is a key part According to the May 2019 UK Government The publishing of this article coincides with
of encouraging future
Migration Advisory Committee’s Shortage three such major events in the UK – Rail Week
generations to join our
industry and create a Occupation List (irse.info/0o92d), there is a (8-14 October 2019), Future Engineers (26
sustainable future for rail shortage of engineers and it is expected that October - 3 November 2019 and 25-31 May
transport. this will get worse over the next five years. The 2020) and Tomorrow’s Engineers Week (4-8
Photo Railweek. publication identifies four core reasons for the November 2019).

26
 IRSE News | Issue 259 | October 2019

Rail Week Tomorrow’s Engineers Week

Rail week is organised by the Young Rail

Professionals (YRP) association and supported by
organisations from across the rail industry. This Tomorrow’s Engineers Week is part of the
year’s theme is “Connecting the Past with the Tomorrow’s Engineers group’s wider programme
Future”. “The dedicated week of activity aims to of events and activities and provides a platform
address the skills shortage in rail-related roles and for employers and engineers to work closely with
inspire a generation of young people through a schools to inspire more young people to consider
series of events, visits and talks. The events for careers in engineering.
people at schools, colleges and universities aim to
Tomorrow’s Engineers targets young people aged
encourage them to consider careers in this great
9-16 years, teachers and parents and is led by
industry. Rail Week will also include a widespread
engineers. It gives young people the chance to
schools outreach programme, facilitating
talk directly to engineers and engage in hands-on
ambassadors to get into the classroom and deliver
activities that showcase engineering. This not only
inspirational activities designed for Rail Week.”
gets young people thinking about engineering but
Events such as the UK (Quote taken from www.railweek.com.)
also helps them understand how what they learn
initiatives described in
this article are not only Future Engineers at school is used in the real world.
exciting experiences The Future Engineers festival is being held in We can all do our bit in promoting engineering
for our young visitors, the National Railway Museum in York and will and educating people about the opportunities a
but hugely rewarding include demonstrations, live shows and events, career in rail/engineering provides; becoming a
continuous professional
development for those
all designed to inspire young people about rail STEM Ambassador and volunteering to participate
engineers lucky enough and engineering and getting them to use their in one of the above, or many other events held
to get involved. imaginations to solve problems. throughout the year; or even just by telling people
(young people, parents, teachers or just friends
and relatives who will pass on the knowledge) with
enthusiasm about our jobs, what we actually do,
the wide range of roles in engineering and the rail
industry and the wonderful opportunities available
for people within these roles.

About the author ...

Jennifer is a senior telecoms project engineer
for Network Rail Infrastructure Projects,
Northern Programmes (Eastern Region) as
well as being a STEM ambassador and is very
involved with encouraging young people into
engineering. She holds a bachelor’s degree in
electronic engineering.

STEM and CPD – a rewarding way of Don’t forget that these activities count towards your
continuing professional development, and that you can
continuing your professional development record the time spent in your CPD record.
whilst making a real difference to the next
Have you a particular experience or initiative you’d like to
generations of engineers. share with other IRSE members? Is there a particular success
Are you involved in STEM activities, encouraging story in your region, country, railway or company that you’d
a future generation of young people to consider a like to tell us about?
career in science, technology, engineering or maths Email [email protected], we’d love to hear from you.
related subjects?

27
Safety and Reliability Society

Peter Sheppard

The IRSE is proud to have close links with many of because we are multi-sector we can learn from each other. I
the professional institutions working in fields allied to have benefited greatly from my membership of SaRS and the
railway command, control and signalling. The Safety and knowledge I have gained from other sectors. Can I suggest you
Reliability Society is one of those institutions, and this have a look at the SaRS website (www.sars.org.uk) and consider
month Peter Sheppard introduces the work of SaRS and what benefit you may gain from joining a dedicated safety and
its relevance to railway engineering. reliability community?
The Safety and Reliability Society (SaRS )was founded in the UK SaRS has a number of active branches spread geographically
in 1980 and is the professional body for safety, reliability and risk around the UK and often covers railway related topics. There is
management practitioners. The SaRS provides their members a very active London branch and if attendance is not possible
with cross-industry learning, CPD and networking opportunities. in London, these days it is available as a webinar live or can be
viewed later. All our events are free to attend.
So, that’s the bit from the website. I am a Fellow of the IRSE, I
have been a signalling engineer since starting my apprenticeship A SaRS ‘Derby Day’ will be held in Derby, UK, on 30 October
at Westinghouse Brake and Signal Co Limited in 1978 and I fell 2019 and I am very grateful to Ricardo (on Pride Park), who have
into and have loved being involved in the safety engineering offered us rooms for the afternoon and evening. The intention
side since the mid-1980s. I joined the Safety and Reliability of the afternoon is for potential members of SaRS to come
Society in 1989 and realised I was one of very few railway along and, subject to meeting the criteria for membership,
engineers in the society! discuss the requirements and benefits of becoming a member
and people could actually join on the day (there will be
I am the SaRS chair-elect (taking my position as chair in
members of the membership committee present).
November this year from Emma Taylor, another railway person
at RSSB) and recently I have been visiting railway people and In the afternoon, there will be discussions and presentations on
railway related companies to see how well known we are. The the benefits of Professional Registration and a paper on safety/
simple answer is, unfortunately not that well! reliability (topic and speaker to be confirmed) in the evening.
I believe there is a great deal of synergy between SaRS and If you have any questions, I am always happy to speak to people
the IRSE. A significant amount of what we do in the signalling face-to-face, on the phone or by email and my contact details
business is either safety critical or safety related and that are [email protected], telephone +44 (0) 7583 041598.
covers both electronic systems that control the movement
SaRS is just one example of the many and varied organisations
of trains and the safe systems of work we have for the staff
we work with worldwide – we’d very much like to hear about
working “on or near the line”. SaRS is a society dedicated to
similar sister groups in your part of the world or sector of the
safety and reliability (always closely linked) and within SaRS,
industry Email [email protected].

Have you visited the

IRSE’s new website?
www.irse.org

28
 IRSE News | Issue 259 | October 2019

Industry news

ETCS levels 1 and 2 for The Trans-Pennine Route Upgrade Wherry Line
La Encina – Xátiva – Valencia Programme requires the line to support a resignalling scheme
Leeds – Manchester Victoria journey time
Spain: Infrastructure manager ADIF has of 44 minutes with one stop and a York UK: Network Rail is replacing the
awarded a consortium of Thales and CAF – Manchester Victoria journey time of semaphore signalling on the Norwich-
Signalling a contract to design, supply 67 minutes with two stops; 92% of trains Great Yarmouth/Lowestoft routes in
and maintain signalling equipment for the must arrive at four key stations within 5 England, and a 23-day blockade will
La Encina – Xátiva – Valencia section of minutes of the scheduled time. be required next February to complete
the Mediterranean route. the Wherry Line resignalling scheme,
The route must have the capacity which will be delivered nearly a year
The scope includes the provision of to accommodate inter-city trains late. The revised completion date is now
ETCS levels 1 and 2, with interlockings comprising eight 24m-long vehicles February 17 2020.
and train detection, protection and and local services formed of up to six
traffic control systems, power supplies, 24m-long vehicles. Originally expected to be completed in
and telecoms for both broad gauge March 2019, the postponement of the
and future standard gauge services. The Czech Republic ETCS re-signalling work to allow for additional
contract consists of six months for design Czech Republic: Infrastructure manager testing has allowed Network Rail to look
works and 30 months for installation, SŽDC has begun the installation of at the works planned over the next five
followed by 25 years of maintenance for ETCS Level 2 on the 108km Česká years and to bring them forward. The
the 1 435 mm gauge, and 20 years on the Třebová – Přerov route which connects re-signalling work has been combined
1 668 mm gauge network. the country’s two principal corridors 1 with a set of planned renewals in Control
and 2. The work is being carried out by Period 6 (CP6) to deliver a package of
Trans-Pennine Route ETCS L2 work over 23 days in February 2020
AŽD Praha at a cost of KC386m (£14m,
UK: Network Rail has begun the €15m, $17m) with €11.9m (£11m, $13m) which will transform the Wherry lines in
process of appointing a contractor from the EU’s Connecting Europe one significant phase of work.
to supply and maintain ETCS Level 2 Facility. Completion is due in mid-2020. The blockade will now include the
for the line between Stalybridge near All vehicles operating the corridors replacement of a life-expired bridge
Manchester and Cottingley near Leeds will be required to have ETCS from at Postwick and track renewals at
as part of the Trans-Pennine Route 1 January 2025. Buckenham, Acle and Lowestoft. Both
Upgrade Programme.
ETCS installation is also underway on of these projects will remove speed
The selected contractor will be expected the 54 km section of Corridor 4 between restrictions that have been in place
to maintain the ETCS equipment over Praha-Uhříněves and Votice. This project for many years.
its anticipated 30-year service life and is costed at KC211m, with 65% EU co-
be responsible for upgrading GSM-R Boston resignalling
funding. Completion is scheduled for late
systems, and providing maintenance February 2020. USA: Massachusetts Bay Transportation
during a two-year defects and Authority has awarded Fischbach and
liability period. Resignalling at Přerov Moore Electric a $26.5m (£22m, €24m)
Czech Republic: SŽDC has awarded a contract to resignal 1.6km of complex
The ETCS is required to integrate with
consortium led by Eurovia CS a KC3.22bn tracks around Boston’s North station, to
other civil works, track and railway system
(£110m, €130m, $140m) contract for increase capacity and relocate equipment
enhancements on the route. These are
Phase 2 modernisation works at Přerov, above the 500-year flood plain.
being designed by the Transpire alliance
of BAM Nuttall, Amey and Arup under the including double-tracking, 3kV DC Positive Train Control
West of Leeds Alliance contract awarded catenary upgrading and resignalling to
raise speeds to 160km/h. USA: Wabtec has been awarded a $55m
in April 2017. Interlockings and trackside
(£45m, €50m) contract to implement
equipment would be provided by other
suppliers, with the exception of balises
ETCS Level 1 for Bulgaria Positive Train Control PTC on the 160km
Bulgaria: Infrastructure manager NRIC New Mexico Rail Runner Express route
and signage which would be included in
has awarded the ERTMS CA Voluyak from Belen to Albuquerque and Santa
the ETCS contract.
DZZD consortium, consisting of AER and Fe by late 2020.
The contract may also include provision CAF Signalling, a contract to modernise
for Automatic Train Operation at Grade Locking GRP User Worked
signalling and telecoms on the 12km
of Automation 2, with trains starting route from Sofia to Obelya and Voluyak.
Crossing demonstration
and stopping automatically under the UK: On Wednesday 30 October 2019,
supervision of a driver. Four bidders are The scope includes design, installation, Park Signalling Ltd and Haywood
envisaged to tender for the contract, testing and commissioning of ETCS & Jackson Fabrications Ltd are
which is estimated to be worth between Level 1 and GSM-R, as well as CAF demonstrating their new GateLock User
£180.5m and £210.5m (€198m to €230m, Signalling electronic interlockings, Worked Crossing at Ecclesbourne Valley
$220m to $256m). with the work co-funded by the EU’s Railway, Derbyshire, DE4 4FB. The GRP
Connecting Europe Facility. gate has a secure locking system which
can only be opened after receiving

29
IRSE News | Issue 259 | October 2019

a unique code from the signaller. To Line and West Rail Line to form the Mumbai driverless trains
request a place at this event, email Tuen Ma Line. The signalling system for
[email protected]. the Tuen Ma Line is an extension of the India: BEML has started assembling 378
existing signalling systems used for the metro cars for three driverless lines being
Level crossing elimination built in Mumbai. The 63 six-car trainsets
Ma On Shan Line and West Rail Line.
Australia: Laing O’Rourke, Jacobs and are to operate on Mumbai metro lines 2A,
Metro Trains Melbourne have signed a While the system design is different from 2B and 7. Equipped with air-conditioning,
A$89m (£50m, €54m, $60m) contract that of the new signalling system for the regenerative braking, CCTV and real-time
to elevate the line at Toorak Road in Tsuen Wan Line, testing of the Tuen Ma track monitoring equipment, the 25kV
Melbourne to eliminate a level crossing. Line signalling system was temporarily 50Hz trainsets will have four sets of doors
suspended since the Tsuen Wan Line per car and capacity for 1800 passengers.
New barriers in Croatia incident in March as a prudent measure.
Croatia: HŽ Infrastruktura has awarded Driverless trains for Milano
Thales and Alstom are installing Thales’
Končar KET a €9.9m (£9m, $11m) World Seltrac CBTC system across seven
metro line
Bank funded contract to supply lights and metro lines in Hong Kong under a Italy: Hitachi Rail Italy (HRI) has delivered
barriers to modernise 49 level crossings. €330m (£301m, $366m) contract the first driverless train for the future
awarded in 2015. They are replacing metro Line M4 in Milano to the site of
Removing unprotected level Linate Airport station. Once complete
existing Automatic Train Supervision
crossings (ATS), interlocking and automatic train by July 2023, Line M4 will serve 21
Austria: Rail infrastructure manager control technology in the control centre, stations on a 15km alignment. Ridership is
ÖBB-Infrastruktur is improving safety onboard trains and at stations. forecast at 87 million passengers a year.
at level crossings, especially in Upper
China’s Nanjing Metro traction The forty-seven 50m four-car trains are
Austria. Each year, €25m (£23m, $28m)
being delivered from the HRI Reggio
is invested in closing unprotected level and train control systems Calabria factory with a capacity for 600
crossings, equipping them with the China: Nanjing Metro in China has passengers, along with a maximum speed
boom barriers, light and sound signals, signed a contract with Alstom to procure of 80km/h and will draw power at 750V
or constructing underpasses. In Upper traction systems and a train control and DC from a third rail.
Austria, ÖBB-Infrastruktur operates 759 monitoring system (TCMS). The €50m
level crossings, 261 of them equipped (£46m, $55m) contract will install the HS2 driverless people mover in
with technical protection. systems on 318 metro cars that will Birmingham
Since 2016 ÖBB-Infrastruktur has operate on Line 7, the first driverless UK: Designs for a new automated people
equipped more than 40 level crossings metro line in the city. The line is expected mover in the West Midlands have been
with solutions to improve safety, to become operational in 2021 released by HS2. Driverless vehicles will
including six crossings blocked for Alstom has been involved with the transport passengers between HS2’s
automobile traffic. The company has development of the Nanjing metro new Interchange Station in Solihull
constructed two underpasses in Upper system by delivering trains, traction and Birmingham Airport. When in full
Austria for €2.33m (£2.1m, $2.6m), with systems, signalling and other services, operation, the people mover will be
the latest one opened recently on the in addition to signalling systems able to carry over 2000 passengers per
Summerau Railway running from Linz to for the Ningtian Intercity Line, and hour, with the average journey time
the Czech border. traction overhaul services for Nanjing just six minutes.
ÖBB-Infrastruktur is constantly reducing Lines 1 and 2. The approximately 20m-long people
the number of level crossings in the mover vehicles will depart from each
whole of Austria and since the year 2000
China unveils next generation
stop approximately every 3 minutes. They
they have reduced from a total 6100 to driverless metro train will pick up passengers from Interchange
3214 crossings. China: CRRC Corporation Limited (CRRC) Station, and then travel across a 12m
has announced an automatic metro train elevated viaduct, stopping at Birmingham
Hong Kong MTR to resume which it has developed for China’s Next International Railway Station at the
Tuen Ma Line CBTC testing Generation Metro Vehicle Technology National Exhibition Centre, before
Hong Kong: MTR have resumed dynamic Research and Demonstration Application reaching Birmingham Airport.
testing of CBTC on the Tuen Ma Line project, being led by the Ministry of
following a derailment and collision on Science and Technology. LTE-R and 5G solutions for
the Tsuen Wan Line on 18 March during The metro train is designed for
next-generation rail wireless
non-traffic hours, which prompted unmanned operation conforming to communications
MTR to immediately suspend all GoA4, the highest level of automatic Sweden/China: At the UITP Global
further testing. train operation. The train features a panel Public Transport Summit 2019 held
MTR says that following the resumption imbedded in a window which can be in Stockholm, Huawei and Tianjin
of dynamic train tests for the East Rail used to provide passenger information or 712 Communication & Broadcasting
Line’s new signalling system at the end of display advertising. Co Ltd (TCB 712) jointly released
May, the comprehensive safety review of their LTE-Railway (LTE-R) solution
CRRC says all the tasks are completed by
the signalling system for the Tuen Ma Line for next-generation rail wireless
the train itself and do not require human
has also been completed and confirmed communications, which has already been
involvement. For example, the system will
that the system meets the safety deployed in China.
wake up the train in the morning, carry
requirements for dynamic train tests. out a self-check, exit the depot and enter The LTE-R Solution supports 5G-oriented
Under the Shatin to Central Link project, passenger service. At the end of the day, evolution and interconnectivity with
the Tai Wai to Hung Hom Section will the train will return to the depot and pass GSM-R. The solution’s features include
connect with the existing Ma On Shan through the train washer automatically. multiple trunking services such as Mission

30
 IRSE News | Issue 259 | October 2019

Critical Push-to-Talk (MCPTT) voice, TfL says that hundreds of miles of will continue to be engaged in the
video, and data, with one LTE-R network cabling is now installed across the maintenance of GSM-R for the next 10
to enable train control, train dispatching, network and they are in discussion with years. In July Francois Davenne took
passenger information system (PIS), mobile network operators to ensure over as director general UIC.
CCTV, and other rail services. It is claimed their customers can benefit when the
that, together with 5G, the solution will first section goes live. The next stage of Asset monitoring via GSM-R:
enable a future of intelligent railways procurement will allow the whole of the Europe: Kapsch CarrierCom is planning
where all things are connected. London Underground network to have the first trial deployment of KUBE, an
mobile connectivity by the mid-2020s. industrial internet of things device which
Huawei also released its Urban Rail
can be used to collate and preprocess
Light Cloud solution, which utilises 5G technology piloted on data from a range of asset monitoring
virtualisation technologies to convert Seoul subways sensors before using existing GSM-R
computing, storage, network and security
South Korea: The UK and South Korean networks to send the information to
resources from physical devices into
Governments are funding a £2.4 million an infrastructure manager’s data hubs.
virtual resources. They can then be
(€3m, $3m, 4057m South Korean Staff on the ground can also access data
allocated to application systems through
Won) project to support businesses directly from KUBE devices.
virtual hosts, network or security devices.
in the two countries and develop 5G A full laboratory demonstration system
The solution allows integration of technology. The project will live test is now running, and a proof of concept
data centre devices, reducing device content and services on the Seoul deployment is to be undertaken on
procurement and deployment costs. metropolitan subway system. a railway in western Europe this year.
It is designed to support rail transport
The trials will enable businesses and The company hopes to deploy a ‘few
networks with low and medium
researchers to investigate and address a hundred’ KUBE devices by the end of
passenger capacities.
number of user and technical challenges the year, and has an ‘ambitious target’ to
Also announced was their latest 5G digital for the future roll out of 5G on rail. These deploy 20 000 over the next few years.
indoor solution (DIS), called 5G LampSite, could include: Augmented Reality (AR) Kapsch CarrierCom says that KUBE was
which leverages multiple advanced experiences in busy public spaces, giving developed specifically for the rail industry,
technologies to support both LTE and tourists and commuters a dramatic unlike other IoT products which are re-
5G, and is designed to offer intelligent new insight to the city and the way in purposed from other applications. Their
communications services to enable which they experience it; optimisation focus is on the secure communication
passenger flow management, security of traffic management systems, to technology rather than the sensors, and
checks and ticketing. better manage commuter flows, reduce users will not be locked into using only
overcrowding, improve safety and better Kapsch CarrierCom systems. KUBE is
Software for LTE-R protect the environment; and providing intended to work with asset monitoring
development uninterrupted infotainment services for equipment from any manufacturer, and
Germany: Siemens Mobility has selected commuters such as interactive content, third parties can also develop applications
Softil’s BEEHD cross-platform client video streaming and gaming, with more which will use its connectivity.
framework software development reliable and faster services across the
kit (SDK) to develop an advanced subway network. The main focus is on infrastructure,
communication solution for Long Term but rolling stock applications are
Additional benefits the innovative also envisaged, with some operators
Evolution-Railway (LTE-R rail) networks.
collaboration will deliver include new in eastern Europe having expressed
Siemens will also use BEEHD software
industry partnerships between UK and interest in using KUBE to monitor the
to develop mission-critical push-to-talk
South Korean institutions, new South temperature of wagons.
(MCPTT) radio system for metros, tram
Korean investment opportunities in
buses and similar applications.
the UK, and greater access for UK Westermo acquireds Neratec
Softil said that its software is compatible Industry and academia to South Korean Switzerland: Beijer Group company
with LTE-R and will allow Siemens technology, hardware, software and Westermo has acquired 100% of Neratec
Mobility’s solutions to deliver stable voice intellectual property. Solutions, which supplies wireless
and data communications on trains
The funding competition is part communication products for on-train
running at speeds in excess of 400km/h.
of the UK’s 5G Testbed & Trials and trackside applications. Bubikon-
4G for London Underground (5GTT) Programme, which aims based Neratec has 25 employees
in 2020 to maximise the opportunities for and recorded sales of SFr6.5m (£5m,
UK: Transport for London (TfL) has UK businesses to develop new 5G €6m, $7m) in 2018.
announced that 4G will be available applications and services.
on parts of the London Underground
from March 2020. The eastern half
GSM-R to be maintained for
of the Jubilee line will get full mobile another 10 years
connectivity within station platforms and Europe: At the first FRMCS (Future
tunnels for the first time, removing one Railway Mobile Communication
of the most high-profile mobile ‘not- System) conference held on 14-15 With thanks and acknowledgements
spots’ in the UK. The 4G phone signal May 2019 at the International Union to the following news sources:
will allow commuters to check emails, of Railways (UIC) Paris headquarters, Railway Gazette International, Rail
talk to friends and browse social media Jean‑Pierre Loubinoux closed his last Media, Metro Report International,
while travelling through the tunnels or on major conference as director general International Railway Journal,
Jubilee line platforms in east London. of the UIC, by confirming that UIC Global Rail Review, SmartRail,
Shift2Rail, Railway-Technology and
TelecomTV News.

31
IRSE News | Issue 259 | October 2019

News from the IRSE

Blane Judd, Chief Executive

Blane’s World IRSE Examination

Ensuring that the voice of our Institution is heard is one of my Good luck to all taking the IRSE Exam on Saturday 5 October at
main goals. There is a wealth of knowledge and expertise within 16 centres worldwide.
our organisation that has not been fully recognised within the
wider engineering community and I want to change this. As Membership subscriptions
a result a proportion of my time is spent engaging with other If you haven’t yet paid your membership subscriptions, please
Institutions and professional bodies to raise the profile of the do so. The online payment system is now fully functioning
IRSE and boost membership as a consequence. and can be accessed via the IRSE website. Non-payment will
result in the withdrawal of membership benefits and, if you
In August I met with the CEO of the Society of Operations
are professionally registered, removal from the Engineering
Engineers (SOE) to explore opportunities to collaborate. The
Council’s register of technicians and engineers.
interaction was very positive and we will be meeting again to
take discussions further. Later that month I met with the heads Events listings
of other professional engineering institutions (PEIs) where we
Keep an eye on the IRSE website and social media feeds for
looked at next steps in the debate about international academic
details of forthcoming IRSE events across the world. We’re not
recognition of Washington accord signatory countries. The
mind readers though, so unless you let HQ know about your
Washington Accord is an international accreditation agreement
local section’s plans, we can’t promote them! We’ve set up a
for undergraduate professional engineering academic degrees
single point of contact for event notification: [email protected].
between the bodies responsible for accreditation in its signatory
Please send as much detail as possible together with the date,
countries and regions. Established in 1989, the full signatories as
venue, associated flyer, image (if available) and booking details
of 2018 are Australia, Canada, China, Hong Kong, India, Ireland,
to this email address and we’ll get details of your event ‘live’
Japan, Korea, Malaysia, New Zealand, Pakistan, Peru, Philippines,
within two UK working days.
Russia, Singapore, South Africa, Sri Lanka, Taiwan, Turkey, the
United Kingdom and the United States. Our new president, George Clark’s ‘Delivering Change’ themed
presidential programme kicks off on 1 October with a lecture
As a strong advocate of professional recognition, I have been
in London from Andy Bourne of Arcadis entitled ‘Delivering
invited by the Engineering Council to chair the meetings that
change through intelligent traffic management’. This will be
have been set up to discuss the values surrounding the EngTech
followed on 5 November by a lecture in Copenhagen about
proposition, the first of which was held recently. We are also
delivering change through national ERTMS programme
looking at being part of the End Point Assessment process
presented by Jens Host Muller. Then on 7 November,
for apprentices so they can be recognised as EngTech ready.
London is the venue for a major technical seminar on
Having the post nominals “EngTech” shows your colleagues,
future communications systems, where some of the most
employer and future employers that your knowledge and
prominent experts from Transport for London and Network
competence have been assessed against independently defined
Rail will be joined by senior representatives from control
criteria which are internationally recognised.
and communication companies to look at the technological
Update your contact details challenges facing the signalling and communications industry.
Do we hold the correct email address for you? If you have October sees the tenth ASPECT Conference in Delft (22-24
just joined the digital community or recently changed your October) and spaces are filling up fast. Some of the technical
email address you will not be receiving important membership visits are already fully booked so visit www.aspect.nl to ensure
information or IRSE e-communications. you don’t miss out. The fourth “CBTC and Beyond” Conference
on 28-29 November in Toronto is also likely to be a sell-out. For
Don’t miss out. Please email your new contact details to
other events in October and beyond please see irse.info/events.
[email protected] to enable us to update our database.

Did you know ..... Professional registrations

IEng CEng EngTech

Congratulations to the members listed below who have
achieved final stage registration at the following levels:

Did you know that the IRSE is an approved body for EngTech
professional registration? Did you know that we are assessed
to ensure we meet the same rigorous standards as other Paul McCarthy, Siemens, UK
bodies such as the IET and IMechE?
CEng
Find out more at irse.info/registration. Artur Waszkiewicz, WSP, UK

32
 IRSE News | Issue 259 | October 2019

Professional development

Demystifying IRSE membership, Engineering Council

registration and IRSE licensing: working in partnership to
help your career

Affiliate
IRSE membership, registration and
licensing are frequently mentioned in •For those in relevant education or the early stages of their
the same breadth, but what are they? Are career
they one and the same, or completely •For those who are on a relevant formal training programme
different? This article clarifies the •For those who are engaged in, connected with or interested
relationship between them. in the profession
Membership
IRSE membership is open to anyone with Accredited Technician
an interest in train control systems, railway
communications and data management and •For those who are actively engaged in the profession, have
railway systems engineering. current responsible experience and can demonstrate
competency through holding an IRSE licence or relevant
There are various levels of membership available qualification
recognising experience, responsibility and
qualifications, as shown in Figure 1.
Associate Member (AMIRSE)
IRSE members around the world benefit not
only from a wealth of technical papers and •Typically, Associate Members have at least three years'
publications containing industry news and views practical training/experience, hold a relevant qualification,
from across the globe, but also from the many have responsible experience for at least seven years and
opportunities to share and discuss ideas that hold relevant licenses and/or have passed the IRSE
are provided by the Institution’s conferences professional exam
and local events. Membership of the IRSE also
provides an excellent framework for professional Member (MIRSE)
development with recognition of competence and
achievement, including the opportunity to take •Typically Members have at least seven years' senior
the internationally recognised IRSE professional responsibility and hold a relevant degree or have significant
exam. Members can also apply for professional technical experience and passed the IRSE professional
registration with the UK’s Engineering Council, exam
more on this later.
To apply for membership, or to transfer from Fellow (FIRSE)
one grade to another, you must complete an
application form (available on the website) and •For those who have met the requirements for Member and
provide relevant documentation such as copies can demonstrate at least five years' superior responsibility
of qualification certificates. Membership and
Registration Committee review all applications Honorary Fellow (Hon FIRSE)
and make their recommendations to Council for
their approval. •For those who have undertaken outstanding or exceptional
services to the profession or IRSE, nominated by local
Our corporate members (Associate Members,
sections/committees and approved by Council
Members, Fellows and Honorary Fellows) can
use the post-nominals AMIRSE, MIRSE, FIRSE
and Hon FIRSE and can vote in elections for Companion
Council membership.
•For eminent people associated with the profession
It is a condition of membership that IRSE nominated by Council
members abide by with the IRSE code of conduct
and are expected to maintain and develop their
competence (known as continuing professional Figure 1 – Levels of membership within the IRSE.
development, CPD).

33
IRSE News | Issue 259 | October 2019

Engineering Chartered
Incorporated
Technician Engineer
Engineer (IEng)
(EngTech) (CEng)
Develop solutions
to engineering
problems using
Maintain and
new or existing
Apply proven manage
technologies
techniques and applications of
and/or may have
procedures to current and
technical
practical problems developing
accountability for
technology
complex systems
with significant
levels of risk

Figure 2 – The three grades of professional registration.

Subscriptions are required to be paid experience, competence and The scheme has developed since
annually and reductions are available for commitment. For some IRSE licences, then to meet the needs of the
those who are studying or on a career the EngTech application is part of industry and there are many licence
break. Concessionary rates are also the licence application. All IEng and categories covering safety critical
available for those who have retired CEng applicants are interviewed. The and safety related roles including
completely from employment, subject to Membership and Registration Committee maintenance, design, installation,
length of membership. review all applications and make their testing, technical investigation and
recommendations to Council for engineering management. People
Professional registration their approval. can hold more than one licence,
The Engineering Council is the UK dependent on their experience and
Subscriptions to Engineering Council are
regulatory body for the engineering work role. Some companies mandate
required to be paid annually (collected
profession and sets and maintains that those working in safety critical roles
through an engineering institution, such
internationally recognised standards of must have an IRSE licence or similar
as the IRSE), there are different levels
professional competence and ethics. demonstration of competence.
of subscription dependent on the level
IRSE, along with other engineering
of registration. Reductions are available Those applying for a licence category fill
institutions, is approved to award
for those who are on career breaks in a log book with details of their training
registration at three grades: Engineering
or who have retired completely from and work experience and apply to an
Technician (EngTech), Incorporated
employment. Some IRSE members are Assessing Agency, a company approved
Engineer (IEng) and Chartered Engineer
professionally registered through other and audited by the IRSE, in order to
(CEng) as shown in Figure 2.
institutions and will therefore pay their demonstrate to two separate assessors
Professional registration demonstrates a Engineering Council fees through that that they meet the requirements of the
commitment to professional standards institution. If you are professionally category standard. The assessment
and to developing and enhancing registered through another institution it consists of reviewing evidence supplied
competence. It provides employers is possible to transfer your registration to by the applicant, asking questions
and clients the assurance of knowing the IRSE if you wish. about that evidence, and in many cases,
that their employees/contractors have observing the candidate carrying out
had their competence independently IRSE Licensing specific types of work.
assessed, their credentials verified and The IRSE Licensing Scheme is a scheme
The licence card, which lists the
their commitment to CPD established. for certifying the competence of a range
specific licence categories authorised,
Where the applicant does not have of signalling and telecoms engineering
is issued by the IRSE on receipt and
the full qualifications expected by the roles, from assistant installer/maintainer/
review of the documentation from the
Engineering Council, other routes designer through to senior engineer.
Assessing Agency.
are available for demonstrating their
The scheme was developed by the IRSE
engineering knowledge to the same Licence fees are paid to the Assessing
in conjunction with industry in the early/
level, including passing the IRSE Agency by the individual or their
mid 1990’s at the request of the then two
professional exam. employer, dependent on the contractual
major railway operators in the UK, British
arrangement, the IRSE then recoup
Before applying for registration, you Rail and London Underground, following
the fees from the Assessing Agency.
must be a member of one of the the shortcomings identified in the judicial
These are one-off fees for the validity
professional engineering institutions inquiry into the Clapham Junction
of the licence.
accredited by the Engineering Council, of rail crash in December 1988. The aim
which IRSE is one. of the scheme was to ensure that Licences are valid for ten years, subject
people operating in safety critical and to a surveillance check that the candidate
You must complete an application form
safety related roles in S&T engineering is still working to the required standard,
to demonstrate your qualifications,
were competent. carried out at the five-year stage, at
which point the licence is re-issued.

34
 IRSE News | Issue 259 | October 2019

IRSE licence holders do not have to

be IRSE members, although all are
encouraged to apply, to gain the benefits Your career and development
of membership and to assist them in
proving their CPD.

In summary
IRSE membership
There are differences between these
three ways of demonstrating your an environment for learning,
professionalism and competence, professional development and
however there are many similarities, networking with other
including the need to continue to learn professionals at all levels in
about developments in engineering the industry
along with some form of assessment.
They can work in partnership to develop
your career and demonstrate your Professional IRSE Licensing
competence as shown in Figure 3. registration
IRSE membership provides an a means of gaining international a means of demonstrating
environment for learning, professional recognition from an independent an ability to do a specific job
development and networking with other body for your professional according to standards in
engineering competence railway signalling, train control
professionals at all levels in the industry.
and experience and telecommunications
Professional registration provides engineering
a means of gaining international
recognition from an independent
body for your professional engineering
competence and experience.
IRSE licensing provides a means of
demonstrating an ability to do a specific Figure 3 – The link between IRSE membership, professional registration and IRSE licensing.
job in accordance to standards in
railway signalling, train control and
telecommunications engineering.
Thanks to Colin Porter Hon FIRSE for his
inspiration and contribution to this article.

IRSE Professional Examination changes

Hedley Calderbank and Judith Ward

IRSE Council has given the go-ahead for the first The full exam will consist of four modules. A ‘foundation’ exam
changes to the structure of the IRSE Professional (module A) to test a breadth of knowledge and understanding
Examination in 25 years. The changes are intended across all aspects of signalling, control and communications
to modernise and simplify the module structure, engineering. This will be a pre-qualification for sitting the more
to introduce modern assessment techniques advanced modules, modules B, C, D formed by combining the
and to encourage a much wider population of present 7 modules, while offering a wide range of questions to
railway professionals to learn about control and enable candidates to answer questions relevant to their own
communications principles and practices whilst specialisation.
maintaining the high status of the exam. Passing all four modules will lead to the present qualification of
The most significant change is the creation of a new module the “IRSE Professional Examination”. To be formally known as
“fundamentals of railway control engineering” which covers all the “Advanced Diploma in Railway Control Engineering”.
aspects of railway control engineering at a foundation level.
Candidates will be able to mix old and new modules to achieve
This will also provide a stand-alone qualification with the aim of
a pass in the IRSE Professional Examination irse.info/exam. Full
making the foundation qualification attractive to a much wider
details are available on the website irse.info/946zx and sample
group of people working on or around railway control and
papers will be made available soon.
communications systems.
The infographic overleaf summarises the changes.

35
 equipment, applications

equipment, applications

Systems, management
Signalling the layout

Signalling principles

Signalling & control

Communications

Communications
Safety of railway

communications

IRSE professional

& engineering
October 2020
October 2019

engineering

engineering
signalling &

exam
principles
Module 1

Module 2

Module 3

Module 4

Module 5

Module 6

Module 7
(pass module 1 + 3
&

others)
Syllabus for
Modules A-D Certificate in New stand-alone
October 2020

available on railway control

onwards

Computer- Pre-qualifier qualification for

IRSE website based Module A Fundamentals of railway control engineering for Modules engineering signalling, train
&

assessment B, C & D fundamentals control, telecoms

Sample and related fields
questions
coming soon
Advanced diploma
Module C in railway control
engineering
Module B Module B
October 2021

Module C Module D (pass in all 4

Railway Railway
onwards

Principles of railway Applications of railway modules, A-D)

safety & Safety &
&

control & communication control & communication

systems systems also known as
systems systems
engineering engineering IRSE professional
Examination process

Module D exam
from 2019 onwards

Passes in
Sufficient choice
IRSE Professional

modules 1-7 will

IRSE News | Issue 259 | October 2019

of questions for Exam remains still be valid

“Signalling the “signalling only” or
layout” will be valid “top up” for
“telecoms only” professional
tested within candidates
Modules C and D registration
applications

36
 IRSE News | Issue 259 | October 2019

Your letters
Re ETCS optimisation Re September issue Re HF and automation
I found the article on ETCS headway Just a note to say how much I enjoyed Roger Ford’s letter, September IRSE
(IRSE News May 2019) very interesting this month’s edition. In about 1982 a News, regarding the ITC article on HF
and it reminded me of undertaking ‘proper’ member of the IRSE at Crewe and automation correctly states that
similar studies for the Phase 1 network got me in as an associate member of fail-safe can lead to safety risks at the
of HS2 [the UK’s proposed new High the IRSE. I enjoy the visits I’ve been system level. We said only that (in rail)
Speed Rail Link). I also found the on with the North-west section and “For many years ‘fail safe’ has been used
RailPlan system useful as it allowed the minor railways and of course the to secure safety”, which is the case.
one to see the effects of moving the Channel tunnel tour many years ago. Two out of three (2oo3) and duplicated
axle counter heads. This allowed I was the one on crutches, I was not two out of two 2x(2oo2) multi-lane
us to see the effect of lining up the going to miss that trip. Whisper it soft, systems are intended to deliver at
axle counter heads and radio masts I’m really a train-spotter! I worked least the same level of functional
with maintenance access points for as a computer programmer at Rail safety with higher availability, reducing
ease of access and power provision. House Crewe and a few years ago, failure management risk. However, the
I was surprised about the effect a volunteer signalman for the East suggestion that a 2oo3 system could
that small movements in tunnel Lancashire railway. have prevented the 737 Max failure is
ventilation shaft position had on the misleading. There was no processor
The in-depth coverage about Southend
headway approaching stations. I was failure. We understand that on each
pier was marvellous. The re-inventing
also concerned about the effect of side of the aircraft a single sensor
the token machine article made me
temporary and emergency speed fed a multi lane system. Change over
think that in a way it’s good that
restrictions. It was well understood that between the two systems was manual
things are so expensive on the railway,
they would have an effect on journey with a ‘disagree alert’ an optional extra.
as assets can be adapted to keep
times but the effects on headways on Single source inputs to, or single lane
going. I can sympathise with ‘Ruth’s’
a high capacity high speed line was outputs from, any multi-lane system
problems. IT on the railway is similar,
one area I did not have time to explore. risk introducing single point failures
I was always frustrated by on-line
Perhaps others have. that make the redundant system a ‘false
spec amendments!
Trevor Foulkes friend’. We have seen similar failures in
Dave Stuttard, UK
Chair London & South-East Section, UK rail. More complex technologies and
solutions require that we all learn from
each other and make thorough ‘whole
system’ assessments including human
factors in failure management. The ITC
intends to publish an article on this in
the near future.
Rod Muttram, UK

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
© Copyright 2019, IRSE. All rights reserved. Managing Editor, IRSE News e-mail: [email protected]
No part of this publication may be reproduced, Paul Darlington e-mail: [email protected] Advertising
stored in a retrieval system, or transmitted in any Contributing Editors For advertising rates and deadlines call
form or by any means without the permission in Amy Weston at DVV Media
David Fenner e-mail: [email protected]
writing of the publisher. Tel: +44 (0)208 652 5218
Ian Mitchell e-mail: [email protected] e-mail: [email protected]
Website
Ed Rollings e-mail: [email protected] Advertisements are accepted on the basis that
For latest information about IRSE events, news and
Assistant Editors the advertiser and agency (if any) warrant that the
how to become a member, visit our website at
Harry Ostrofsky (Africa) contents are true and correct in all respects.
www.irse.org. We welcome all those who are
interested or involved in the fields of railway e-mail: [email protected]
control systems, communications, data David Thurston (N America) Printed by Herald Graphics, Reading, UK
management or systems engineering. e-mail: [email protected] www.heraldgraphics.co.uk
Contributions Mukul Verma (Asia)
e-mail: [email protected]
Articles of a newsworthy or technical nature are
always welcome for IRSE News. Members should Allan Neilson (Australasia)
forward their contributions to one of the Editors e-mail: [email protected]
listed. Priyank Patel (Younger Members)
e-mail: [email protected]
If you have a view about something you’ve read
Alexander Patton (Local Sections)
in IRSE News, or any aspect of railway signalling,
e-mail: [email protected]
telecommunications or related disciplines, please
write to the editor at [email protected]. David Stratton

London Office Enquiries – Membership or of a General Nature

IRSE, 4th Floor, 1 Birdcage Walk, Westminster, Tel: +44 (0)20 7808 1180
London, SW1H 9JJ, United Kingdom Fax: +44 (0)20 7808 1196 e-mail: [email protected]
Licensing
Tel: +44 (0)20 7808 1191 e-mail: [email protected]

37
IRSE News | Issue 259 | October 2019

Help needed! CPD reviewing

Judith Ward, Director of Operations, IRSE

Through the professional code of conduct, all IRSE Help needed from IRSE volunteers
members and IRSE licence holders sign up to maintain Council has requested that the IRSE office provides a
and develop their professional competence to retain the “review” service, to give advice and guidance for any
safety and efficiency of our railways. member who would like it, and to provide this service
The IRSE encourages members and licence holders to record we need help from our volunteers.
the regular planning, doing, reflecting and reviewing of these So, do you have time to spare to review CPD records?
development activities. This maintenance and development of Guidance of what to look for and comment on will be given
competence is called “Continuous Professional Development and this will be an anonymous service, with the IRSE office
(CPD)” by the IRSE and is sometimes known as “Professional being the contact point for all queries and comments.
Development (PD)”.
Those who have already reviewed our professionally
For those who are professionally registered through the UK’s registered members’ records have found it useful to improve
Engineering Council as Engineering Technician (EngTech), their own CPD records having seen good, and not-so-good,
Incorporated Engineer (IEng) or Chartered Engineer (CEng), practise in action. If you have a few hours’ free time over a
it is mandatory for you to keep records and submit them few months or year and would like to help, then please let
to the engineering institution which you are registered me know by emailing [email protected].
through when required.

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