News

June 2022

CMTCS Transparency MicroETS

Chinese metro train control and artificial intelligence cost-effective innovation
 This month
Issue 289 Chinese Metro Train Control
June 2022 System (CMTCS): from
automatic to autonomous
Tao Tang, Youneng Huang
and Jiateng Yin
The IRSE is the professional
institution for all those engaged in Presidential paper on Chinese
or associated with railway signalling 3 developments in metro technology.
and telecommunications, train
control, traffic management and Transparency in artificial
allied professions.
intelligence and machine
learning systems
Rod Muttram
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1
IRSE News | Issue 289 | June 2022

News view: The connected station

and passenger
Station Information and Surveillance Systems (SISS) once In his vision for Great British Railways, Sir Peter Hendy says
consisted of standalone CCTV, Public Address (PA) and that he wants staff out of the booking offices and on platforms
Customer Information Systems (CIS), but today SISS is to help passengers. To do this they need access to digital
delivering far more. By using Internet of Things (IoT) and information via connected devices. The latest standard Wi-
Internet Protocol (IP) data-driven devices, engineers Fi 6 offers even greater performance and can support low-
are discovering they can enhance the station customer latency levels required for Virtual and Augmented Reality (VR/
experience, strengthen operational capabilities and help AR) applications.
prepare for new ways of working. Many station systems are
Audio-over-IP is a protocol for PA systems and another
now very much connected, both to each other and to external
example of IP dominating signalling and telecoms. Broadband
systems, and control points can manage several stations.
IP streaming sends low-bandwidth, compressed media to
Modern SISS allows stations to be managed safely and devices with no attempt at synchronisation or low latency. This
securely, for the railway police to investigate incidents, to is not an issue when each receiver is separate, but is no good
inform passengers of train availability, and much more. for PA systems. So audio-over-IP can send real-time, tightly-
With IP technology and the security industry offering synchronised uncompressed audio to devices.
opportunities from the latest commercial off-the-shelf
Sir Peter Hendy also wants the end of paper ticketing, so smart
solutions, systems are far more powerful, better connected
ticketing is likely to be the future. By combining biometric
and offer richer functionality. The change has not stopped
ticket barriers, Bluetooth, Wi-Fi and other technologies to
and Artificial Intelligence (AI) is just one enhancement with
remove physical barriers, customers could walk in and out of
powerful potential.
stations freely. This will help reduce congestion, make it easier
Free Wi-Fi has been identified by passengers as one of the to deter fare evasion and manage passenger volumes.
key factors to improve rail travel. Most passengers have
It’s an exciting time for IRSE engineers working on SISS and
smartphones and tablets which means, with good digital
who are ideally placed to help their signalling colleagues with
connectivity, they can access their own train information and
IP connectivity, and ensure things like robust cyber security
journeys are no longer ‘dead time’ as they can work or access
and high availability are in place.
leisure media while on the move. Passengers expect seamless
connectivity in their homes, places of work, on the train and Paul Darlington, Managing Editor IRSE News
at stations, and Wi-Fi is a digital technology that will attract
people to rail.

Cover story
The cover of IRSE News this month shows a Network Rail has announced proposals
collection of signal aspects, speed boards, News
June 20
to redevelop Waverley station in order to
22
pointwork and OFF indicators at Edinburgh meet an anticipated increase in passenger
Waverley railway station. Edinburgh (Dhùn demand by 2048. The Waverley Masterplan
Èideann) Waverley is the principal station envisages the creation of a new mezzanine
serving Edinburgh, Scotland and is the level concourse above the main platforms
second busiest station in the country, after to facilitate passenger circulation within
Glasgow Central. It is the northern terminus the station, with a link through to the
of the East Coast Main Line, 393 miles neighbouring Waverley Mall shopping centre.
(633km) from London King's Cross. A total As part of the redevelopment, the new
of 24 platforms have existed at Waverley, concourse would be enclosed in plate glass
but not more than 21 at any one time. to provide panoramic views over the Old Town
area of Edinburgh.
Photo Paul Darlington
CMTCS
Chinese
metro trai
n control Transpar
and artificia ency
l intellige
nce MicroETS
cost-eff
ective inno
vation

2
Chinese Metro Train Control
System (CMTCS): from automatic
to autonomous

Tao Tang, Youneng Huang and Jiateng Yin

This paper, the final one in Ian Bridges' presidential research groups began to focus on vehicle-to-vehicle (V2V)
programme, was presented by Prof Tang, Prof Huang train control systems. Shenzhen metro line 20 was the first
and Dr Yin of Beijing Jiaotong University on 9 March. railway in Mainland China to implement a V2V system based
on CBTC in late 2021.
Over the past 15 years, China’s urban rail transit has
In 2020, the China Association of Metros (CAMET) officially
developed rapidly. Up to December 2021, more than
published the Smart Rail Transit Development Programme. A
9000 km of urban rail transit lines have been put into
series of new digital technologies, such as intelligent sensors,
operation in 50 cities in Mainland China. Along with autonomous and virtual coupling are being researched and
the rapid growth of line mileage, the daily average tested in urban rail systems in China. However, it has been
passenger ridership is also increasing exponentially. found that there is no standard framework for them. The
Taking the Beijing metro lines as an example, the daily emerging technologies lack accurate definition and the
average passenger flow can exceed 12 million. existing system design principles also need to be updated.
Therefore, with the support of CAMET, our Beijing Jiaotong
Following ten years of research, the first native
University (BJTU) group began to lead the rail industry in
Communication-Based Train Control (CBTC) system was
making a standard Chinese Metro Train Control System
developed and implemented successfully on the Beijing
(CMTCS) specification.
Metro Yi Zhuang line at the end of 2010. Since then, metro
train control technology has evolved rapidly in China. The In this paper, we will briefly review the development of train
first native Fully Automatic Operation (FAO) system was control systems in China’s metro systems, describe our
successfully developed and officially put into operation in thoughts about these new technologies and present the
Beijing Metro Yan Fang line at the end of 2017. This was framework of CMTCS.
the national pilot project of FAO. After that, many Chinese

The Beijing New Airport line operates with a

maximum speed of 160km/h and is equipped with an
interoperable Fully Automatic Operation (FAO) system.
Photo Wikimedia/N509FZ, CC BY_SA 4.0 licence.

3
IRSE News | Issue 289 | June 2022

The futuristic rolling stock used on

Shenzhen Metro line 20, the first to
implement V2V based on CBTC in
Mainland China in late 2021.
Photo Wikimedia/Zhixing Zhang,
CC BY-SA 4.0 licence.

The evolution of Chinese metro but to enhance the safety and efficiency of the entire system.
train control systems In particular, the train control system is only a subsystem of
FAO, which also includes the vehicles, communication system
Technical type: from TBTC to CBTC and Integrated Supervisory Control System (ISCS).
Beijing Metro line 1 was the first Chinese urban rail system.
Put into operation on 1 Oct 1969 its train control system was V2V communication-based train control and
based on relay interlockings and frequency-shift modulated intelligent perception
track circuits, all of which were made in China. Shanghai and Vehicle to Vehicle (V2V) communication is another emerging
Guangzhou metro followed as they introduced this kind of research topic in China, with the rapid development of
track circuit-based train control system. From 2003, the group communication technology and sensor technologies. V2V
in BJTU began to develop a CBTC system, which used an can simplify the structure of traditional train control systems
on-board safety computer and Wireless Local Area Network by replacing the train-trackside-train communication
(WLAN), to realise moving block signalling. The Beijing metro with train-train communication. With fewer information
Yi Zhuang line, equipped with CBTC by the BJTU group, was transmissions and ‘train-centric communications’, the data
put into operation by the end of 2010. can be shared much more quickly and the efficiency of the
system can be enhanced. At the same time the system can
After the implementation of CBTC, a series of technical
use intelligent sensors to autonomously sense the external
specifications for CBTC and interoperable CBTC were
environment in front of the train and determine when track
written by CAMET. Around ten companies developed and
intrusions have occurred.
implemented national CBTC systems, and after 2011 all new
and updated lines used CBTC technology. On 1 November System safety design principles: from fail-safe
2012, Shenzhen Shekou Line (with CBTC) suffered an
to fail-safe operational
incident where loss of communication attributed to radio
interference resulting from the use of Wi-Fi by passengers We found that system safety design principles are altered
caused emergency braking of multiple trains and a number gradually. As we all know, the primary aim of a railway
of serious train delays (irse.info/zl8q9). From that time, a is to provide security of mobility services to passengers.
special communication channel was defined for the Long- Traditionally, this is realised by train control systems, designed
Term Evolution (LTE) for metro (LTE-M), and all the new lines based on the fail-safe principles, with a stationary train as
afterwards are all based on the LTE-M. the safe state. However, the accidents told us that a stopped
train is not always a 'safe state' from the perspective of the
As urban rail transit became more popular, and in order to passengers, especially for metros. In order to guarantee ‘rider
further improve the utilisation efficiency of urban rail transit security’ with higher levels of automation and intelligence,
resources, CAMET launched the interconnection CBTC we propose the ‘fail-safe-operational’ system safety design
demonstration project on Chongqing Metro, officially put into principle, which means ‘don’t just stop the train, but let the
operation in September 2020. train operate as much as possible, in order to move passengers
to a secure environment’.
Train operation: from manual to
fully automatic Autonomous train operation and
After the development of CBTC, the BJTU group further virtual coupling
investigated new digital technologies for urban rail systems. In
In FAO systems, due to the absence of ‘eyes’ of drivers, it
order to improve the safety and efficiency of train operation,
is difficult to detect obstacles in front of the train or in the
we proposed the concept of FAO based on driverless
external environment. Thus, the control systems of railways
technology, realising the automation control and management
will gradually shift from FAO to autonomous train operation
of train operation for the whole area of train operation, train
systems, in order to detect the external environment, avoid
movement, at all times. The aim is not to reduce staff costs,
intrusion into the environment, and to mitigate the effect

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 IRSE News | Issue 289 | June 2022

Figure 1 – CMTCS boundaries and interfaces.

Communication
Dispatcher
system

Boundary of CMTCS
Integrated Supervisory
Station staff
Control System • Equipment in
Operations Control Centre
Platform Screen Doors Passengers
• Equipment at stations

• Trackside equipment
Floodgates Drivers
• On-board equipment

Power supply
Maintenance staff
system

Rolling stock Depot

Figure 2 – CMTCS level summaries.

Basic principles to define the levels

1. The foundation is bi-directional, high-
capacity and continuous CBTC
2. Steps are based on the automation and CMTCS-4
intelligence of train operations CMTCS-3
Autonomous
CMTCS-2 Autonomous train driving
train driving with FAO and
Train operation
with FAO virtual coupling
CMTCS-1 with FAO
Train operation
with GOA2
CMTCS-0

Train operation
with GOA1

of line capacity due to degradation of the primary signalling itself [4], which is different from ETCS or CTCS (ETCS levels are
system, future autonomous train operation systems may defined by the information passed over the air gap between
include intelligent sensor-based perception systems which trackside and the train, while CTCS levels are defined by the
will inform the autonomous generation of control strategies. velocity of the train). Figure 1 shows the boundaries of the
There is an urgent need to study the principles for such a CMTCS system, and Figure 2 summarises the different levels,
fully automatic and autonomous train operation system. In which are described in more detail below.
order to further boost network capacity and vehicle utilisation,
the concept of ‘platoons’ from road transportation will be CMTCS-0
introduced to railways. It will be possible to use ‘virtual CMTCS-0 is the fundamental train control system for Chinese
coupling technology’ to separate moving trains, from the ‘hard metro systems. In the calculation of speed protection profile,
bricks’ (or ‘brick wall’) to ‘soft bricks’ train separation principle. CMTCS-0 uses the absolute-distance based method, in
On the basis of these studies, our group is now developing the order to maintain a safe distance between two following
next generation FAO, the Virtual-Coupling based FAO (VCFAO), trains. CMTCS-0 is based on train-trackside communications,
to be tested in Beijing metro. approximately equivalent with the automation level of GOA1.
The basic functions of CMTCS-0 should include (but not be
General principles of CMTCS limited to) the on-board train control and interlocking control
CMTCS is put forward as a systematic summary of the based on continuous communication between trains and
achievements of these demonstration projects in combination the trackside equipment. CMTCS-0 includes two train driving
with the operational demands of China’s urban rail transit modes, Code Train Operating Mode (CM) and Restricted Train
systems. In particular, the foundation of CMTCS is bi- Operating Mode (RM), the former mode referring to manual
directional, high-capacity and continuous CBTC. The definition driving and the second mainly used in case of faults.
of each grade in CMTCS is based on the technical features
(e.g., V2V) and automation/intelligence levels of the system

5
IRSE News | Issue 289 | June 2022

Figure 3 – CMTCS-0 principles. • The system can automatically control acceleration,

coasting, cruising and braking, with the constraints
of train speed limitation and jerk rate (rate of change
ATP
of acceleration).
• The system can automatically adjust train speed and
acceleration according to the train rescheduling command.
• The driver must confirm the command before switching to
automatic driving.
Train 2 Train 1 • Once the train dwells at the platform and satisfies the
conditions for departure, the system can automatically
control the train only after the driver presses the
The key functions of CMTCS-0 are: starting button.
• The system can turn-around automatically.
• The system guarantees the safety of train routes.
• The system should support a series of timetable adjusting
• The system calculates the train velocity, train position (head
strategies, involving stop-skipping, holding, adjusting
and tail) and train running direction.
running time and adjusting dwell time.
• The train can check its location by itself and
realise high-accuracy positioning, which requires CMTCS-2
continuous communication. In the calculation of speed protection profile, CMTCS-2 still
• If an intermittent system of cab signalling is used, the uses an absolute-distance based strategy. CMTCS-2 is also
system establishes train position with the minimum based on train-trackside communications, and reaches the
occupation equipment such as track circuits. automation level of GOA3 or GOA4 (FAO system).
• The system maintains a safe distance from other trains with Figure 5 – CMTCS-2 principles.
or without communications.
• The system calculates the movement authority under the
most restrictive condition. ATP
ATO
• The system ensures the train velocity is under the speed
limit and supervises the running of trains.
• The system can detect the wheel rotation status (idling or
wheel spinning).
• The system supervises real-time train position and Train 2 Train 1
running status.
• With human-machine cooperation, the system realises the
turn-around of trains CMTCS-2 includes the following train driving modes: Fully
• The system guarantees that the train door and Platform Automatic Train Operating Mode (FAM), Remote Restricted
Screen Doors (PSD) are functions that are only operable train operating Mode (RRM), Creep Automatic Mode (CAM),
when the train is stopped at the platform AM, CM and RM. FAM, CAM, RRM (used, for example, when
train position is lost) and RM (used for example when trackside
• The system supervises the status of the PSD if the PSD is to train communication fails) are used for the driving of trains
shut down in emergency. under different unexpected scenarios.
• CMTCS-0 is fixed block with lineside signals so an
equipped train can still be driven, but without the In addition to the functions of CMTCS-1, CMTCS-2 has the
benefit of ATP. following capabilities:

CMTCS-1 • The system can ‘wake up’ the train remotely or locally,
and the system is in charge of the train self-checking with
As with CMTCS-0, CMTCS-1 uses the absolute-distance based
respect to electric power and testing.
method for the calculation of protection profile. CMTCS-1
is also based on train-trackside communications. CMTCS-1 • The system can support dormancy/sleeping of the train
reaches the automation level of GOA2. The basic functions of remotely or locally.
CMTCS-1 should include (but are not limited to) the on-board • The system can supervise the train with redundant
train control and interlocking control based on continuous positioning equipment at the head and tail of the train.
communication. CMTCS-1 includes three types of train driving • The system supports automatic coupling/decoupling of
modes, i.e., CM, RM and Automatic Train Operating Mode (AM). train units at the depot/side tracks (preferred under FAM).
Figure 4 – CMTCS-1 principles. • The system manages the status of trains according
to commands from the control centre and real-time
train positions.
ATP
ATO • The system can automatically manage the trains through
train washing equipment.
• The system can control the train remotely, including the
remote emergency braking, resetting, holding, opening/
closing the train door/PSD, etc.
Train 2 Train 1 • The system should guarantee the safety of train
movement by using some form of intrusion detection to
In addition to the functions of CMTCS-0, CMTCS-1 has the determine if there are any obstructions within the train’s
following extra capabilities: kinematic envelope.

6
 IRSE News | Issue 289 | June 2022

CMTCS-3 In CMTCS-4, the control centre manages the movement of

When calculating the speed protection profile, CMTCS-3 uses trains, the on-board equipment manages the resources, and
(at least) the absolute-distance based method. CMTCS-3 is the track-side equipment controls the trains and interlocking
based on train-trackside communication as well as train-train systems. By combining the on-board resource management
communication techniques, reaching the automation level of and active perception, the train can realise autonomous
GOA3 or GOA4 (as required in the FAO system). In CMTCS-3, driving. It is necessary to implement inter-connectivity
the control centre manages the movement of trains, the between different systems (except for the interlocking control).
on-board equipment actively manages the resources, and CMTCS-4 also includes the following types of train driving
the track-side equipment is in charge of the control of trains modes, i.e., FAM, CAM, PPR, AM, CM and RM, with the help of
and interlockings, at the level of trackside safety logic. It is active intrusion detection systems. In particular, the system
preferred to implement active perception-based train control itself can detect potential faults, which are the same as
technologies and inter-connectivity between different systems. those in CMTCS-3.
Figure 6 – CMTCS-3 principles. The additional functions of CMTCS-4 include the following:
• The system can support autonomous train driving.
• The movement authority and protection profile are
ATP calculated based on the position and velocity of the
ATO
previous train. In addition, the system supervises the
movement of the train.
• The system can realise train coupling/decoupling on the
move (preferably with virtual coupling).
Train 2 Train 1 Conclusion
The role of train control systems is gradually shifting from the
CMTCS-3 includes FAM, CAM, PPR, AM, CM and RM driving
“enabling of train movement” to the “provider of automated
modes, with the help of active intrusion detection systems to
services”. New connectivity and automation technologies
identify and react to anything that could be hit by the train. In
for vehicles and infrastructure will have to be developed
particular, the system itself can detect potential faults. Among
and integrated. Sensors, software, systems-of-systems, high
these driving modes, FAM, CAM, RRM and RM are used for the
performance computing and artificial intelligence will help
driving of trains under different fault scenarios.
the railway to deliver enhanced mobility. Safety in future
Under CMTCS-3, the system is operated under the command autonomous operation and virtual coupling are prerequisites
of control centre, where the resources are actively managed for automated rail systems allowing increased traffic capacity.
with onboard equipment. In such situations, the new functions
The standardisation of CMTCS has come a long way, through
of CMTCS-3 are listed as follows.
the cooperation between BJTU, CAMET, management
• The on-board equipment actively applies for the line institutions and signalling companies. Currently, the
resources, and the resources are uniformly managed by a architecture of CMTCS is well-constructed with clear layers
“line resource management module”. and functions. Many engineering projects under construction
• The on-board ATP utilises and releases the line resources are also guided by CMTCS. We believe that CMTCS will act as a
according to the train schedule. key roadmap for the development of smart rail transit systems
in the next ten years.
• The on-board equipment applies for the line resources,
while the trackside equipment is in charge of safety logic References
and execution.
[1] Doppelbauer J, Command and control 4.0, 246, 1-8, 2018.
• Based on the real-time position of the previous train, the
[2] Page C, ERTMS for Australia. IRSE, 1-13, 2008.
system calculates the MA and ATP profile to supervise the
movement of the following train. [3] Nakamura H, How to deal with revolutions in train control
systems. Engineering, 2, 380-398, 2016.
• The system can automatically turn-around after the train
has stopped, while the driving mode remains unchanged. [4] Tang T, et al., Technical feature analysis of the Chinese
high-speed railway train control system (CTCS),
CMTCS-4 235, 1-5, 2017.
Unlike the CMTCS-3 level, CMTCS-4 uses the relative- [5] Murphy E, The application of ERTMS/ETCS systems,
braking-distance based method to calculate the safe distance IRSE, 1-16, 2007.
between moving trains. CMTCS-4 is based on train-trackside
communication as well as train-train communication
techniques, reaching the automation level of GOA3 or GOA4,
as required in FAO system. About the author
Prof Tao Tang FIRSE is currently the head of the State Key
Figure 7 – CMTCS-4 principles.
Laboratory of Rail Traffic Control and Safety at Beijing
Jiaotong University. He and his team have developed
the first CBTC system and FAO system in China. Now
ATP his research interests are on the digitisation of railway
ATO
systems and autonomous train control systems with
advanced AI techniques.

Train 2 Train 1

7
Transparency in artificial
intelligence and machine
learning systems

Rod Muttram

I have written before in the IRSE What is transparency? The working group were able to find
News on behalf of the ITC regarding Transparency can be considered as no single definition of transparency in
some of the benefits and potential the property that makes it possible to the literature; it varies depending on its
pitfalls related to the use of discover how and why a system made application domain and its dimensions.
The notion of transparency is also often
increased automation using Artificial a particular decision or acted the way it
did. A machine learning system based on interwoven with other related concepts
Intelligence (AI) techniques and
a deep neural network may learn from such as fairness, trustworthiness,
its interaction with humans, both interpretability, accountability,
operators and third parties. Through the environment it is exposed to and
can then make decisions based on that dependability, reliability and/or safety.
one of my other volunteering
learning. If we do not include features As someone who has spent well over
activities with the Institute of
that make it possible to understand what 40 years trying to assure technical
Electronic and Electrical Engineers was learned and why decisions were and operational safety, the thought
(IEEE) I have been involved in the made it could be impossible to know of a system that impacts safety
writing of several Standards in why a system behaved in the way it did. exhibiting behaviour that cannot
this area supporting the ethical Transparency can thus be defined as be explained is a frightening one,
engineering of such systems. One the extent to which a system discloses so I consider transparency to be of
of these relates to what I believe is the processes or parameters that relate fundamental importance in the design of
the key required property of such to its functioning, taking into account these new systems.
systems ‘transparency’, the related its environment.
Standard being P7001.
Last year I and a number of the P7001
working group members led by our
chair, professor Alan Winfield, professor
of Robot Ethics at University of the West
of England, Bristol, wrote a research
paper on the production of this Standard
and the principles behind it which was
published on the “Frontiers in Robotics
and AI” platform.
The full paper, which is open access, can
be found at irse.info/ou68s
Since the paper is long, and like many
research papers contains multiple
references, I was asked to produce
a precis which would be more
An AI or machine learning system has made a decision.
accessible to IRSE readers less familiar
But is the logic behind its reasoning transparent enough
with the subject: for us to understand that decision?
Photo Shutterstock/Tatiana Shepeleva.

8
 IRSE News | Issue 289 | June 2022

Transparency and AI P70XX global initiative on the ethics of in P7001. Section 3 also describes the
There is broad agreement in the AI autonomous and intelligent systems. As scope and structure of P7001 including
and robot ethics community about the the Frontiers paper was written when each of the five stakeholder groups, and
need for autonomous and intelligent the Standard was at draft status it uses the way P7001 approaches the challenge
systems to be transparent; a survey the P7001 nomenclature for a draft of setting out testable, measurable
of ethical guidelines in AI revealed Standard and I have continued to use levels of transparency for each of these
that transparency was the most that throughout this precis. stakeholder groups. Section 4 describes
frequently included ethical principle, how P7001 may be used through the
The full paper describes the
appearing in 73 of the 84 (87 per cent) two processes of STA and STS, then
development and structure of P7001,
sets of guidelines surveyed. It is clear outlines case studies for each, in order
presenting the rationale for both
that transparency is important for at to illustrate the application of P7001.
transparency and explainability as
least three reasons: Section 5 concludes the paper with a
measurable, testable properties of
discussion of both the value and the
1) Autonomous and Intelligent Systems autonomous systems.
limits of P7001.
(AI system) can, and do, go wrong, Five stakeholder groups are considered
and transparency is necessary to in P7001: users, the general public and P7001 scope and structure
discover how and why. bystanders, safety certification agencies, The aim of P7001 is to provide a
2) AI systems need to be incident/accident investigators and Standard that sets out “measurable,
understandable by users, and lawyers/expert witnesses. For each of testable levels of transparency, so
these stakeholders, an outline of the that autonomous systems can be
3) without adequate transparency,
structure of the normative definitions of objectively assessed and levels of
accountability is impossible.
‘levels’ of transparency is proposed. compliance determined” (IEEE, 2020).
It is important to note that transparency An autonomous system is defined
does not come for free. Transparency The full paper then sets out how P7001
in P7001 as “a system that has the
and explainability are properties that AI can be applied to either assess the
capacity to make decisions itself,
system may have more or less of, but transparency of an existing system
in response to some input data or
these properties are not inherent, they – a process of System Transparency
stimulus, with a varying degree of human
must be included by design. Sometimes Assessment (STA) – or to specify
intervention depending on the system’s
transparency might be very difficult to transparency requirements for a system
level of autonomy”.
design in, for instance in “black box” prior to its implementation – a process
systems such as those based on Artificial of System Transparency Specification The intended users of P7001 are
Neural Networks (including Deep (STS). It includes worked examples specifiers, designers, manufacturers,
Machine Learning systems), or systems illustrating the application of P7001 for operators and maintainers of
that are continually learning in service. the STS and STA of fictional autonomous autonomous systems. Furthermore,
systems. Simplified versions are shown P7001 is generic; it is intended to apply
Development of the below and overleaf. to all autonomous systems including
IEEE P7001 Standard Those practising in autonomous systems
robots (for example autonomous
IEEE P7001 is a new draft Standard on vehicles, assisted living robots, drones,
are strongly recommended to read the
transparency (IEEE, 2020). The Standard robot toys), as well as software-only AI
full paper. In Section 2 it sets out the
was published as IEEE Std 7001™-2021 systems, such as medical diagnosis AI
surveyed literature on transparency and
on the 4 March 2022 and is one of system, chatbots, loan recommendation
explainability as a prelude to Section 3
series of ‘human Standards’ emerging systems, facial recognition systems, etc.
which introduces the definitions for
from the IEEE Standards Association transparency and explainability used

A simplified System Transparency Assessment (STA) for a robot toy.

Stakeholder group Transparency Evidenced by

level(s)
(i) Users 1,2 A user manual is provided for parents. As well as detailing how
parents can show children how to use RoboTED, the manual
explains the risks (addiction, deception and over-trusting) and how
to minimise these. The manual also shows how to guard against
hacking and check personal data has been deleted (level 1). An
interactive online visual guide is also provided, for both parents and
children (level 2).
(ii) General public 1 P7001 level 1 requires that a robot identifies itself as an autonomous
system, powered up, or on waking from sleep mode, RoboTED
announces itself as a robot.
(iii) Certification agencies 2 RoboTED has been certified as safe against standard EU EN62115
(2020) Safety of Electric Toys, and descriptions of the system
and how it has been validated are available for safety certifiers.
This meets level 2.
(iv) Accident investigators 2 The robot is equipped with a data logging system.
(v) Lawyers and expert witnesses 2 Level 2 requires that a system has been subjected to an ethical
risk assessment, which can be made available to lawyers or expert
witnesses. This is the case for RoboTED.

9
IRSE News | Issue 289 | June 2022

A simplified System Transparency Specification (STS) for a cleaning robot.

Stakeholder group Transparency Evidenced by

level(s)
(i) Users 1,2 A comprehensive user manual is required, covering both use and
maintenance. The manual should be written in compliance with
standard IEC/IEEE 82079 Preparation of information for use, as
recommended by P7001 (level 1). An interactive online visual guide is
also required, for both operators of the cleaning robot and facilities
managers (level 2). Levels 3 and 4 are not required as the robot is
not expected to need a complex human robot interface. The robot
will only require a limited number of behaviours and these will be
indicated by warning lights and sounds, see group (ii) below.
(ii) General public 1,2 The robot's design will ensure that its machine nature is apparent;
lights and sounds will provide simple audio-visual indications of
what the robot is doing at any time (level 1). The robot will provide
physical cues showing the location of sensors, and publicly available
information will explain what data is stored and where (see group
(iv) in this table), and that this data will not include any personal
data (level 2).
(iii) Certification agencies 3 The robot will be certified as safe against relevant standards.
Descriptions of the system and how it has been validated will
be made available to safety certifiers (level 2). In addition, a high
level model (simulation) of the robot will be developed and made
available (level 3).
(iv) Accident investigators 3 The robot is equipped with a data logging system, which records
high level decisions. Noting that the data logging system will
not record any personal data. Levels 4 and 5 are not considered
essential as the cleaning robot will only require a limited number of
behaviours, nor will it learn.
(v) Lawyers and expert witnesses 4 The robot's developer already has certification of quality
management. Ethical risk assessment will be undertaken (level 2).
They have in place processes of ethical governance (level 3). They
also maintain complete audit trails for quality management, ethical
risk assessment and ethical governance (level 4).

It follows that P7001 is written as an understand what the system is doing collected or recorded, since data on
‘umbrella’ Standard, with definitions and why. An explainer system that bystanders may well be captured.
of transparency that are generic and allows the user to ask the robot “why
Safety certifiers – For safety certification
thus applicable to a wide range of did you do that?” and receive a simple
of an AI system, transparency is
applications regardless of whether natural language explanation could
important because it exposes the
they are based on algorithmic control be very helpful in providing this kind
system’s decision-making processes for
approaches or machine learning. of transparency.
assurance and independent certification.
P7001 defines transparency as “the The wider public and bystanders – The type and level of evidence required
transfer of information from an Robots and AI systems are disruptive to satisfy a certification agency or
autonomous system or its designers to technologies likely to have significant regulator that a system is safe and fit
a stakeholder, which is honest, contains societal impact. It is very important for purpose depends on how critical
information relevant to the causes of that the whole of society has a basic the system is. An autonomous vehicle
some action, decision or behaviour and level of understanding of how these autopilot requires a much higher
is presented at a level of abstraction and systems work, so we can confidently Standard of safety certification than, say,
in a form meaningful to the stakeholder.” share work or public spaces with them. a medical diagnostic AI which makes
The full paper details the background P7001 defines levels of transparency recommendations to a human doctor.
and rationale behind that definition. starting with a requirement that follows For learning systems, certification
a proposed Turing Red Flag law: “An evidence is likely to include details of
P7001 recognises that transparency
autonomous system should be designed the composition and provenance of
is not the same for everyone and
so that it is unlikely to be mistaken training data sets. For the most critical
sets out the transparency needs
for anything besides an autonomous applications it may be advisable or even
of the five groups of stakeholders,
system, and should identify itself at the necessary to ‘freeze’ the learning process
summarised here:
start of any interaction with another at the point of certification.
End users – for whom transparency is agent.” Successive levels build upon
Incident/accident investigators –
important because it both builds and this by requiring that systems provide
Robots and other AI systems can and do
calibrates confidence in the system, by warnings and information about data
act in unexpected or undesired ways.
providing a simple way for the user to
When they do it is important that we

10
 IRSE News | Issue 289 | June 2022

can find out why. Autonomous vehicles requirements. P7001 falls into the latter given stakeholder group is demonstrably
provide us with a topical example of why category. P7001 describes a set of present or it is not. The choice of five
transparency for accident investigation normative requirements, which must levels was determined as a compromise
is so important. Discovering why an be met in order for a given system, between a reasonable level of granularity
accident happened through investigation its documentation and the processes while allowing for discernible differences
requires details of the situational events used to design and test it, to be labelled between successive levels.
leading up to and during the accident as “compliant”.
The full paper provides the tables
and, ideally, details of the internal
A major challenge in drafting P7001 illustrating the approach and also
decision-making process in the robot
was how to express transparency as explains the working group’s thinking in
or AI prior to the accident. The inclusion
something measurable and testable. At terms of the applicability of the Standard
of ‘black box’ or ‘juridical recorder’
first this might seem impossible given to the current ‘state of the art’ and
functionality is considered essential.
that transparency is not a singular future developments.
Lawyers and expert witnesses – physical property of systems, like energy
Following an accident, lawyers or consumption. However, when one Compliance
other expert witnesses giving evidence considers that the degree to which an A system will be compliant with P7001
in an inquiry or court case or to end user can understand how a system if it meets at least level 1 transparency
determine insurance settlements, operates will depend a great deal on for at least one stakeholder group.
require transparency to inform that the way that user documentation is Note, however, that a simple statement
evidence. Both need to draw upon presented and accessed; or the extent that “system x is compliant with P7001”
information available to the other to which an accident investigator can would be misleading. The correct way to
stakeholder groups: safety certification discover the factors that led up to an describe P7001 compliance is through
agencies, accident investigators and accident can vary from impossible (to the multi-element description of the STA
users. They especially need to be able discover) to a very detailed timeline as outlined in Section 4 of the full paper.
to interpret the findings of accident of events, it becomes clear that
Consider a system that is assessed as
investigations. In addition, lawyers and transparency can be expressed as a set
providing level 1 transparency for one
expert witnesses may well draw upon of testable thresholds.
stakeholder group only (the absolute
additional information relating to the
It was on this basis that early in the minimum level of compliance). In some
general quality management processes
development of P7001 a scale of bounded and benign use cases, such
of the company that designed and/or
transparency from 0 (no transparency) a level might be regarded as adequate.
manufactured the robot or AI system.
to 5 (the maximum achievable level of However, what constitutes sufficient or
A higher level of transparency might
transparency) was decided upon, for appropriate levels of transparency will
require that a designer or manufacturer
each of the five stakeholder groups vary a great deal from one system and its
provides evidence that it has undertaken
outlined above. At the heart of P7001 are intended use to another.
an ethical risk assessment of a
five sets–one set for each stakeholder
robot or AI system. It is important also to recognise
group–of normative definitions of
that stakeholder groups and their
Measurable and testable transparency, for each of the levels 1
transparency requirements are
transparency to 5. Each definition is a requirement,
independent of each other, thus there
expressed as a qualitative property of the
Standards generally belong to one is no expectation that if a system meets
system. In each case the test is simply
of two categories: those that offer a particular level in one stakeholder
to determine whether the transparency
guidelines or those that set out group, it should also meet the same level
property required by a given level for a
in other groups.

Autonomous road vehicles provide us with a topical

example of why transparency for accident investigation
is so important.
Photo Shutterstock/Scharfssin.

11
IRSE News | Issue 289 | June 2022

'The inclusion of automation in the Boeing

737 Max without full transparency for the
pilots led to tragic consequences.
Photo Shutterstock/Andreas Zeitler.

In practice, the decision over which investigate accidents. The draft Standard present a challenge to explainability
transparency level is needed in each does not, however, specify required (at least), if not necessarily to
stakeholder group should be guided by functionality of the EDR, except at a transparency in general.
an ethical risk assessment. BS 8611 sets very generic level. 2) The heterogeneous nature of
out a method for ethical risk assessment transparency is a problem. Is the
The STA and STS processes are each
of robots or robotic systems (BSI, 2016). simple provision of information
illustrated with a case study in the full
It is clear that: paper accessible via the link. (e.g., a log) sufficient, or must the
information be in a contextualised
1) compliance with P7001 will vary a Security, privacy and form (e.g., an explanation)? Across
great deal between systems, and transparency and within the stakeholder groups,
between stakeholder groups for a there was discussion over whether
particular system, and Security and privacy practices are
contextualisation was desirable
generally embedded within the fabric of
2) whether the level of compliance for since it necessarily creates a system-
autonomous systems. Security standards,
a given system is adequate or not generated interpretation of what is
especially for regulated industries such
will depend on the possible risk of happening, which could introduce
as transportation, utilities and finance,
(ethical) harms should the system fail biases or errors in reporting.
receive particular attention by system
or be compromised. So, one would Is something transparent if we
architects and auditors, but transparency
expect that, in general, safety-critical can inspect all parts of it but not
within these mature frameworks tends
autonomous systems would require understand the emergent behaviour,
to be addressed indirectly. To adequately
higher levels of transparency than as may be the case for a DNN?
consider transparency for security and
non-critical systems. One thing can privacy, STA and STS statements must 3) What is the best medium for the
be reasonably sure, a system that be tied closely to prevailing information presentation of such information?
fails to score even level 1 for any security standards. There is a tendency to assume
stakeholder group is unlikely to have it should be written or verbal
adequate transparency. Challenges and limitations but diagrams and other visual
Processes P7001 is, to the best of our knowledge, mechanisms can also be important.
the first attempt to write a Standard A range of possible outputs increases
P7001 is a process Standard; it does not
on transparency; this alone makes accessibility, and some outputs
specify how the transparency measures
development of the Standard may be better suited to certain
defined in it must be implemented, only
challenging. In particular: situations, for example, where privacy
the kind of transparency each measure
is a factor, or an incident where all
affords and how to determine whether 1) The comparative youth of the field people nearby must be immediately
it is present or not. Some transparency makes it difficult to assess what it is notified through an alarm.
measures will require designers to practical to require now in terms of
include well understood features; 4) Within P7001’s various stakeholder
transparency, let alone what might
transparency for accident investigators, groups, it was sometimes difficult
be practical within the lifetime of the
for instance, requires that systems to foresee what transparency might
Standard. This is acute in the case
incorporate Event Data Recorders (EDRs) be wanted for, and without knowing
of Deep Neural Nets (DNNs), which
without which it would be impossible to the purpose of transparency it was
many people wish to use but also

12
 IRSE News | Issue 289 | June 2022

hard to determine what should be answered. P7001 has been drafted as would be higher levels of verification and
be required and how compliance an “umbrella” Standard, and an indicator validation for systems that learn, within
might be measured. of its success would not only be its the stakeholder group of certification
5) When might transparency lead application to real world autonomous agencies, given that verification of
to over-confidence? In a recent systems, including both robots and autonomous systems is challenging
paper, Kaur et al. (2020) showed AI system, but also the subsequent – especially for machine learning
that the provision of explainability development of domain specific variants. systems – and remains the subject of
mechanisms led to over-confidence Each branching Standard, 7001.1, 7001.2, current research.
in a model. This may also contribute etc., would inherit the generic definitions
These limitations may suggest that
to automation bias, a tendency of 7001 but elaborate these more
there would be no value in assessment
to place unwarranted trust in precisely as, for instance, Standards
of the transparency of autonomous
the accuracy and infallibility of on transparency in autonomous
systems that can learn (either offline
automated systems. vehicles, transparency of AI system in
or online). However, the authors
healthcare, and so on.
6) Transparency exists in tension would argue that there is value, even,
with a number of other ethical To what extent did the difficulties and especially if, assessment exposes
principles, most notably security articulated here lead to limitations in transparency gaps in machine learning
(where lack of transparency is P7001? One clear limitation is that systems. Just as transparency is vitally
often a first line of defence), and P7001 does not offer detailed advice important, so is honest appraisal of
privacy. This highlights the need for on how to implement the various the levels of transparency of a given
determinations about appropriate kinds of transparency described in it. system. P7001 will, for the first time,
levels of transparency to be informed However, the authors would argue allow us to be rigorously transparent
by both ethical risk assessment and that a strength of P7001 is the clear about transparency!
the practices outlined. articulation of the two processes of STA
I am grateful to Alan Winfield as the
The challenges mentioned above were and STS. Another related limitation is
lead author and my fellow co-authors
further compounded by the demands that several definitions of higher levels
Serena Booth, Louise A Dennis,
of writing normative definitions of of transparency require techniques that
Takashi Egawa, Helen Hastie,
transparency that are at the same have not yet been developed–to the
Naomi Jacobs, Joanna I Olszewska,
time sufficiently generic to apply to extent that they can be readily applied.
Fahimeh Rajabiyazdi,
all autonomous systems, while also One example is the requirement for
Andreas Theodorou, Mark A Underwood,
specific enough to be implemented and systems to provide non-expert users
Robert H Wortham and Eleanor Watson
expressed with enough precision to with answers to “why” and “what
for their permission to publish this precis.
allow the question “is this transparency if” questions, in levels 3 and 4 of
measure present in this system or not” to transparency for users. Another example

Presidential programme
2022-2023

26 May 2022 12 January 2023

Equality, diversity and inclusion – Autonomous vehicles and level crossings
a British female perspective (ITC Paper)
Claire Beranek Hugh Rochford, SNCF

18 August 2022 2 March 2023

ETCS – The impact on the signal engineer Testing & changes for digital signalling systems
Andy Stringer, Siemens Mobility (ITC Paper)
Robin Lee, Park Signalling
5 October 2022
New perspectives on rural signalling 30 March 2023
and train control Progress on the route to developing and
Paul Clark, Comms Design retaining diversity in signalling engineering
Jane Copperthwaite, Arutha
1 December 2022
Canadian CBTC
Boyd McKillican, Systra
visit irse.info/events for more information

13
MicroETS – A token system
development on the
Welsh Highland Railway

Roland Doyle and Ben Abbott

The Welsh Highland Railway (WHR) is a 597mm narrow contractors and volunteers. The Millennium Commission grant
gauge line which runs from Caernarfon to Porthmadog was for the first half of the line from Caernarfon to Rhyd Ddu
in North West Wales, a distance of 25 miles (40km). (on the south side of Snowdon). The second half, from Rhyd
It is owned and operated by the Festiniog Railway Ddu to Porthmadog, was funded by further private donations
and a grant from the European Regional Development Fund.
Company who also operate the Ffestiniog Railway (FR)
from Porthmadog to Blaenau Ffestiniog, a distance of Volunteers played a big role in the restoration, especially with
13¼ miles (21km), and the two routes are connected at tracklaying, using a mixture of old and new materials procured
Porthmadog sharing a platform. globally. The collective name for the two routes is ‘Ffestiniog
& Welsh Highland Railways’ or FfWHR for short. ‘Festiniog
The WHR makes use of some of the original WHR route which Railway’ is the railway’s legal name with a single ‘F’ due to a
closed in 1937. The new lease of life for the WHR started in spelling mistake made in 1832 when the act of parliament to
1997 when the first section was opened between Caernarfon build the railway was made. The Ffestiniog line is famous for its
and Dinas, some 3 miles (5km) long but isolated from the iconic articulated Double Fairlie steam locomotives weighing
Ffestiniog line by 22 miles (35km). This was built on the original in at around 28 tonnes. The FfWHR line uses mainly 62-tonne
main line to Afon Wen located on the Dovey Junction to 2-6-2+2-6-2T articulated NGG16 Garratt steam locomotives
Pwllheli line. The opening of the WHR was enabled by one obtained from South Africa, one of which is stabled by rotation
of the last light railway orders and one of the first Transport at Boston Lodge Works on the FR line; the Garratts are too
and Works Orders, together with private donations, a grant wide to travel any further up the FR.
from the Millennium Commission, and labour provided by

One of the iconic Garratt steam locomotives on the Welsh Highland line
arriving at Beddgelert from Porthmadog.
Photo Paul Darlington.

14
 IRSE News | Issue 289 | June 2022

The Welsh Highland

Railway is situated
on the picturesque
north west coast of
Caernarfon
Wales, running past
Wales’ highest peak,
Mount Snowdon.
GB Map Maproom.

Waunfawr
Dinas
Mount
Snowdon

Rhyd Ddu

Beddgelert

Network Rail
Welsh Highland
Pont Croesor Railway
Ffestiniog
Porthmadog Railway

Porthmadog
Boston
Harbour
Lodge

From an operational perspective the Ffestiniog Railway is had the tender documents upgraded to include a cable duct
controlled by Electric Train Staff (ETS) machines, the first of to allow ETS to be installed. The tenders came back with the
which were installed in 1912. More information about the cable duct portion costing around £80K. The construction
system can be found at irse.info/rnaby These provide the company board advised Roland that the cable duct portion
security of movement required by the single line sections as of the tenders had put the contract price well above budget
well as providing operational flexibility. and so had to be deleted. As an alternative, Roland was asked
to look into a radio dispatch signalling, similar to the systems
At the turn of the century, in his role as general manager of
in use at the Romney, Hythe and Dymchurch Railway in Kent
the construction company “Welsh Highland Light Railway Ltd”
and the Harzer Schmalspurbahnen in the Harz mountains
(a wholly owned subsidiary of Festiniog Railway Company,
of former East Germany. A radio survey was commissioned
responsible for Caernarfon – Rhyd Ddu), Roland was involved
which determined that six radio transceiver masts would be
in the process to consider which method of train control to
needed to cover the route from Caernarfon to Boston Lodge
use long term between Caernarfon and Porthmadog. The
(26 miles), with the final transmitter reaching up the FR as far
Caernarfon to Dinas section was open for traffic (3 miles)
as Penrhyndeudraeth. The six transceivers would have been
using One Engine in Steam working (OES), but this was just an
linked using private wires leased from BT. Before working for
interim solution. As on the FR, the tokens would be handled
the railway, Roland had worked as a BBC broadcast engineer
by the train crew, except for Porthmadog where the signal
and so knew about the costs involved in leasing private wires.
box would be manned. Staff and Ticket replaced OES but this
The cost of private leased lines for the whole WHR system
proved to be very inflexible since the planned crossing of trains
would have been in the order of £30K per year, every year,
could not be changed to an alternative passing loop at short
ad infinitum – not good business sense. In addition, planning
notice without the need to move tokens round by road.
consents under the control of the Snowdonia National
The civil engineering contractor, Mowlem, had built Phase 1 Park Authority (SNPA) would probably not have allowed
from Dinas toward Caernarfon under a design and build such masts. When incidents on other railways using radio
contract, which was quick and efficient, but it was realised that dispatch were put down to ‘human factors’, it was no longer
more control was needed over the design process. To facilitate considered for the WHR.
construction and ensure, in particular, that grant funding was
Some years later, many ‘S’ type ETS machines were acquired
correctly spent, two construction companies were created.
from Irish Railways (See Figure 1). This resurrected the idea
Welsh Highland Light Railway (WHLR) was responsible for the
of lineside cabling, so a quotation for supply and placement
first half of the route to Rhyd Ddu and subsequently Welsh
of suitable cable was obtained. It had already been identified
Highland Railway Construction Ltd for the second half on to
that telegraph poles were not permitted by SNPA, so any
Porthmadog. WHLR’s civil engineer, Mike Schumann, managed
lineside cables would have to be at or below ground level.
the consultants in subsequent phases. When the time was
Unfortunately, this also proved to be beyond the project’s
approaching to ask contractors to tender for the Dinas to
financial means. A mobile phone service provider approached
Waunfawr earthworks and drainage contract (4 miles), Roland
the company asking if they could lay a fibre optic cable along

15
IRSE News | Issue 289 | June 2022

the full 25 miles between Caernarfon and Porthmadog, letting MicroETS, a system of double encrypted IP messages is used
WHR have use of some spare fibres. This sounded like a great to acquire the remote polarity enabling the comparison at
prospect, but adjacent landowner liaison was in its infancy and the local end. The box of electronics to do this is called the
had not started between Waunfawr and Porthmadog, being Outstation; there is one Outstation for each ETS machine. The
18½ miles long, some 75 per cent of the line. Resources were Outstations are contained in an enclosure locked away under
not available to negotiate with all those adjacent landowners the ETS bench so as not to detract from the heritage feel of
in the couple of months available, so the offer from the mobile the ETS machines.
phone service provider was unfortunately not practical.
Fundamentals of MicroETS
With the rapid roll-out of broadband internet in Wales starting
HighRail Systems has produced the firmware and designed and
a couple of decades ago, it became apparent to Roland that
controlled the manufacture of the printed circuit boards within
a method using the public internet or an intranet could be
the Outstations, Remote Operator and Signalling Interface. To
developed to link the staff machines. A FfWHR company
operate the system, after obtaining permission from Control,
director asked Roland to send him documents outlining his
the operator (usually a member of the train crew) presses a
idea. Some weeks later, Roland was told the FfWHR Board
button on the Remote Operator which initiates the ‘MicroETS
were very interested in his idea and wished him luck as he
cycle’ to acquire the remote polarity. Within a couple of
set off to develop the system at his own expense. He started
seconds, the ‘LINE CLEAR’ or ‘LINE BLOCKED’ lamp should
a limited company, HighRail Systems Ltd, to ring fence the
illuminate. If the former, a token can be extracted.
project and provide a framework for his employment.
Each Outstation contains three channel cards (see Figure 2)
Roland was put in touch with three IRSE Fellows: Richard
for independent communication with the remote (peer)
Stokes, Roger Short, and Philip Wiltshire (past president) who
Outstation, using a dedicated protocol running on TCP/IP.
agreed to become ICPs (Independent Competent Persons)
The local channel cards, in the Outstation controlling the ETS
and assess the safety of MicroETS. They brought with them a
machine from which an attempt to extract a token is being
wealth of knowledge and experience.
made, each send a message to the remote channel cards
Fundamentals of ETS as seen by requesting them to inhibit the Remote Operator. The remote
channel cards then reply with a message confirming they have
a computer engineer
inhibited their Remote Operator, which prevents a second
The ETS machines contain a two-pole changeover switch instance of the message protocol from being started at the
(commutator) that changes over each time a token is inserted, remote end as well. The local channel cards then send another
or extracted from, the machine. If we feed a voltage into message to their peers requesting them to return their remote
the commutator in one position, the voltage exiting the polarity. When the local channel cards each independently
commutator will appear exactly the same as the input. In the receive the polarity of the remote ETS machine, they compare
other position, after inserting or extracting a token, the voltage it with the local polarity, forming a three-out-of-three voting
is inverted (wires swapped over). The two possible states system; if all three channel cards decide the remote and local
are known generically as the polarity. If the ETS machines at polarities are the same, the Line Clear lamp will illuminate
either end of a single line section are the same polarity, we and a BR960 relay is picked making a token available for a
define that to mean ‘Line Clear’, whereas if they are different, maximum of 20 seconds. The MicroETS cycle then terminates.
we define that to mean ‘Line Blocked’. In conventional ETS, Throughout the MicroETS cycle, the local polarity is sampled
lineside wires are used to carry the polarity of the remote every 10ms. If a change occurs then the BR960 relay is
ETS machine to the local ETS machine from which a token is dropped, relocking the ETS machine instantly.
being extracted, allowing the polarities to be compared. With

Figure 1 – One of the original RSCo machines acquired from Irish Rail. Figure 2 – Channel card, ready for fitting in an Outstation.

16
 IRSE News | Issue 289 | June 2022

For the MicroETS message protocol to succeed, each The MicroETS Outstations communicate with each other
Outstation needs to be able to communicate to its peer directly. Should an issue occur with the cloud server, the
Outstation using IP on its own independent route. The Outstations will continue working. The Event Recorder has a
MicroETS messages are double encrypted after being large local event log and can store around a year’s worth of
obfuscated (made unintelligible) with a unique ‘magic’ number; events before overwriting old events.
that number is needed at the destination Outstation to
Some token stations on the WHR are also fitted with the Shunt
enable the decryption process to succeed. What this means
Token System that allows running round within the shunt limits
in practical terms is that the chances of someone being able
without possession of either section token. If the Shunt Token
to guess the magic numbers in all three channels is roughly
is out, both home signals show ‘Stop’, a Shunt Token lamp
equivalent to the chance of winning the National Lottery, on
illuminates on the Remote Operator and MicroETS will not
three consecutive Saturdays. However, the magic number
permit release of a section token for either section.
changes each time the system is used.

Event recorder MicroETS signalling interface

So far there are two variants of a token-interlocked signalling
The Outstation also contains an Event Recorder (See Figure 3).
interface module, one of which controls the starting signal
This records timestamped events generated by the channel
directly, the other uses trigger relays to indicate ‘token in’ or
cards and the signalling interface (which is described later). A
‘token out’ to the client-provided relay interlocking system,
cloud server is used to run the MicroETS Management Server
which then controls the starting signals appropriately. The
(MMS) software to collect the recorded event data from all the
latter is installed on the WHR. The signalling interface also
Outstation Event Recorders and store that data to a database.
has a number of digital inputs which can be used to monitor
The Event Recorders also return state information, such as
signalling elements such as starting signals, home signals, train
the polarity of the Outstation, to the server. Authorised users
detectors and shunt tokens for example. Appropriate events
have access to this data at various levels using the MicroETS
are logged when the inputs change state. The state of the
Management Client (MMC) software, which runs on a Windows
signalling system is represented on the mimic screen (see later)
PC or can be accessed through a web app. This shows a mimic
in the client software.
of the railway to indicate the status of each section. Users (with
suitable access rights) can perform various functions, such as: Mimic screen
• Examine the event log for each outstation. Example views from the Mimic screen are shown in Figure 4.
• Remotely cancel starting signals. As suggested by the MicroETS independent tester, if the
signalling interface reports conflicting data such as the home
• Remotely inhibit token machines from issuing tokens.
signal being clear simultaneously with the starting signal being
Maintenance technicians and controllers can remotely ‘virtually clear, the Mimic screen will highlight the conflicting signals and
press’ the Remote Operator of an Outstation and monitor sound an alarm that has to be manually silenced.
the events in real time to see what the Outstation did; if a
token extraction was not authorised, it will have logged the Another useful function is the ability to remotely inhibit
reason why. There is also a command to automatically test all selected ETS machines from issuing tokens. The controller
Outstations on the system, which reports ‘success’ or ‘fail’ for can select this function from a drop-down menu in the mimic
each Outstation; if further information is needed, the mimic screen; an icon then appears showing a token machine with
screen user can then examine the Event Log. a diagonal red stripe meaning ‘issuing of tokens is inhibited

Figure 3 – MicroETS event recorder. Figure 4 – Example screens of the mimic display. Top, train ready to
depart Pont Croesor, Controller about to cancel starting signal due to
a change of plan. Bottom, section in quarantine.

17
IRSE News | Issue 289 | June 2022

from this ETS machine’. If the remote operator button is Approvals and installation
subsequently pressed, a lamp flashes quickly for a few seconds Over the system development phase, there has been a vast
meaning ‘phone control’. The remote inhibit status will be amount of work to do to get the system approved to accepted
remembered by the Outstation even if it were to be turned national (formally EU) standards. Such tests included EMC
off and on again, though you need S&T keys to achieve this. (Electro Magnetic Compatibility). EMC is best described by use
Should an unplanned mains outage occur, the MicroETS DC- of the following example: ‘If you used your mobile telephone
UPS will keep the system up for 24 hours. The remote inhibit next to my Outstation, both the mobile phone and the
can only be cancelled by the controller, or a technician with Outstation must function normally without interfering in the
suitable access rights. The application and removal of remote other’s operation. The EMC testing alone costs around £4000,
inhibit mode are recorded as time-stamped events, together with the risk that it may not pass. Fortunately, the Outstation
with the name of the operator. passed on the first attempt.
When the remote operator has been pressed and it is We had to test the system’s behaviour when the Remote
displaying ‘Line Clear’, the local Outstation knows that no Operators at either end of the section were pressed
token movement should occur at the remote end, since that simultaneously. ‘Simultaneously’ in this case means “within
remote operator has been inhibited and there is no token a period of a few tens of milliseconds or so”, not easily
out available for insertion. To keep an eye on this situation, a reproduceable by humans. Automatic testers, built from
system of ‘keep alive’ messages are sent from the remote end Raspberry Pi units, were used to ‘press’ the Remote Operator
to the local end to achieve the following: - at either end of a section at two differing intervals, the two
• Check the connection is still made. intervals being calculated to ensure that the ‘presses’ would
• Check the remote polarity does not change. occasionally coincide. The test was left to run for nearly three
months and achieved a small number of simultaneous button
If a change in remote polarity is reported then some sort of presses; when this happened, each outstation acted as if the
failure has occurred, possibly involving a failed ETS machine other was off-line and so a token extraction was not permitted.
or ‘rogue token’. In this case, the local Outstation will put the
section into ‘Quarantine Mode’, whereby it inhibits its ETS Refurbishment of the ETS machines.
machine, and the mimic screen alters the display of the section Fourteen ETS machines acquired from Irish Railways were
accordingly. The section can subsequently be taken out of destined for use on the WHR. However, tight legislation exists
quarantine by a user with suitable access rights. However, the for reusing second-hand safety-critical equipment, which puts
situation will have been logged, together with the name of the the responsibility of ensuring the correct and safe operation
user who took the section out of quarantine. of the equipment on the new owner, in this case Festiniog
The client appointed ICPs advised that the token balance Railway Co. It is normal for the donor of the equipment not
procedure should include the controller being asked to put to provide any provenance records since it is up to the new
the section into a special mode before the procedure is user to start his own records to prove that the ETS machines
conducted. Once in token balance mode, which can only are in good working order. The only way to obtain the data to
be initiated if the line is clear, the section’s ETS machines start the provenance record is to completely strip down the
are inhibited, as is the logging of token movement events equipment and check that each part is still serviceable and if
(‘IN’ or ‘OUT’), and the mimic screen shows the section in not, repair or replace it. Figure 5 shows some machines in the
token balance mode. process of refurbishment.

Figure 5 – Having dismantled the ETS cases, a contractor has

grit-blasted them. Carol paints them as a batch.

18
 IRSE News | Issue 289 | June 2022

It’s a significant job on one machine, and a much bigger job When the machines were originally manufactured by The
on a batch of fourteen machines. A vital task was the cleaning Railway Signal Company in Liverpool, some in 1928, others
and cataloguing of the parts of all fourteen machines – a role some unknown time before, six combinations of token
made more important because the machines were originally shapes were available, lettered ‘A’ to ‘F’. The fourteen ex-Irish
handmade and unique by today’s standards, meaning that Railways machines consisted of five ‘A-pattern’ machines,
many parts were not interchangeable between machines. The eight ‘B-pattern’ machines and one ‘E’ machine. The ‘E’
switch boards were re-wired and polarity switch contacts were machine on its own wouldn’t be much use without a partner
replaced with new 2mm diameter Sterling Silver wire soldered and just having two other types didn’t give enough token type
in then machined to length to give equal throw and correct separation between sections.
contact open gap.
Roland came up with a method to convert some machines
The cast iron cases of the ETS machines are formed from from one type to another to create a third, an essential
seven separate castings that had the mating faces machined requirement to ensure safety by physical separation between
flat. These machines were built decades before fixing bolts sections. The plan was to dismantle the five-disk assembly,
were made captive with Loctite thread retainer or lock turn one disk around on its vertical axis, then reassemble
washers. The fixing holes with the female threads had been the disks with new 5/16” shafts, riveted over at each end.
deliberately tapped not quite deep enough so that the first Unfortunately, due to the hand-made nature of these
couple of threads on the bolt were deformed when the bolts machines, the two assembly fixing holes in each disk weren’t
were forcibly tightened; these fixings had not been made to quite 180° apart. This meant that one new fixing shaft would
be removeable. The original bolts were removed and scrapped go through the assembly, but the second shaft got part way
in the process. Shorter bolts couldn’t be used, so the threads through, stopping with a resounding ‘clunk’ when it found the
had to be tapped deeper, allowing replacement high-tensile edge of the now eccentric hole in the rotated disk.
bolts to be retained with Loctite thread retainer; very time
The disks are made of iron cast a century ago or so; forcing
consuming on a batch of fourteen machines!
the second shaft through would probably have damaged the
Six of the ETS machines had broken glass in their castings. To resolve this, two new holes were drilled separately
galvanometers – the device on the front of the machine with in each disk, with the pitch circle diameter rotated 90° from
a pointer that deflects when power is applied to unlock the the original holes. Thus, there are now four holes in the disks
machine, allowing a token to be extracted. The glass had been with the new pair being at right angles to the old pair (see
held in place by peening the brass bezel over the edge of the Figure 6). To ensure accuracy, a jig was made to hold one
glass. The broken glass had to be replaced after opening up disk at a time, mounted on a vertical milling machine, with
the bezel, inserting the replacement glass then re-peening. the new hole locations placed by using the machine’s digital
Any process involving glass and hammers is likely to end in readout. Now WHR have the section separation required using
tears if unskilled hands are involved. Success was obtained by machines of three types.
using suitably skilled subcontractors (clockmakers).
Having created several machines of the new type, there was
All of the electromagnet coils needed the very fine corroded a lack of thumb rests which show the new type letter. There
copper wire stripped off then rewound with 6500 turns of was also a shortage of the maker’s plates for two machines.
new copper wire. Permanent magnets had to be degaussed to A contractor created replica brass labels and thumb rests,
remove the magnetism, then remagnetised to a known level using modern 3D CAD methods and lost wax casting. Roland’s
and polarity. This work was contracted to R Baker of Liverpool. only input to that design process was to point out that on the

Figure 6 – The disk assembly has been modified and re-assembled.

The new token type fits in with the correct tolerances

19
IRSE News | Issue 289 | June 2022

Figure 7 – Replacement name plates being finished off. The function of the mince pies is unclear!

maker’s plates, the tiny full stop after the word ‘LIVERPOOL’
should be square and not round. The contractor sorted this out About the authors
with a few clicks of the mouse. Figure 7 shows the end result.
Roland Doyle started his career in 1974 as an under-
System installation progress graduate apprentice electronics design engineer with
Hawker Siddeley Dynamics in Hatfield working on military
The MicroETS system is currently in use between Porthmadog
and commercial systems. Roland later went to work for
and Rhyd Ddu, being the southern half of the WHR. The
the BBC as a broadcast engineer designing and operating
MicroETS Equipment for Rhyd Ddu to Caernarfon (the
studio-based broadcast systems. Having been a volunteer
northern half) has been under production since September
fireman then driver for the Ffestiniog Railway since 1971, he
2021 and is due to pass the factory acceptance test in July
welcomed his next challenge, managing the construction of
or August this year. Installation will occur sometime after,
the first half of the Welsh Highland Railway in 1997.
when a timeslot becomes available. The MicroETS system is
being made available to other railways on a commercial basis, Ben Abbott graduated from the University of York with a BSc
including training on use and maintenance support. (Hons) degree in Computer Science in 1998. He spent the
next few years working first for an energy supplier in Oxford
Current developments before moving on to a software development house in
A new version of the MicroETS Outstation is currently under Cambridge. In 2009 he set up his own software consultancy
development that can be used to control an Intermediate ETS business, Ben met Roland on his second day of volunteering
machine; the intermediate ETS machine can be identical to the on the Welsh Highland Railway and by the end of that day,
terminal machines, it’s only the software on the Intermediate he had been recruited to develop the server back-end
Outstation’s channel cards that is slightly different. A standard software for the MicroETS project.
Terminal Outstation will be at either of the section ends, with
the Intermediate Outstation geographically between them. The
Intermediate Outstation will communicate with both the upline
and downline peers, whereas the Terminal Outstations will only IRSE News says ...
communicate with the Intermediate Outstation. Roland, Ben and WHR are to be congratulated for
Obsolescence planning engineering a creative, innovative, cost-effective solution
using ‘state of the art’ comms to support a traditional way of
Since the production of hardware and software is time working using MicroETS. It is also great to learn the design
consuming, the design of the next generation channel card was safety assessed by IRSE Fellows the late Richard Stokes,
has started, based around a microcontroller that went into Roger Short, and Philip Wiltshire.
production late 2021, and which is part of a very large family
of devices.. This is to ensure that if the current microcontroller The innovation is representative of other signalling projects
becomes obsolescent, a replacement channel card will be being implemented by minor railways, so do any other
available as a direct plug-in replacement. heritage/minor railway have a similar story to share? IRSE
News would love to hear from you and we recommend you
pay a visit to the WHR and FR in North Wales.

20
Low-cost general purpose signalling
simulator for Trenes Argentinos
Infraestructura, Argentina

Andres Berruezo Ruch and Javier Sartori

This low-cost general purpose

signalling simulator provides
a solution with both track and
operator interfaces, and is based on
Operator
a generic station model with two PC
main tracks and a third auxiliary
track with two sidings per side.
Track simulator
interlocking
It has four-aspect main signals and
three-aspect shunt signals, embedded
on a four-aspect automatic block. The
project aimed simultaneously at two
objectives, namely providing initial
training for signal and maintenance
workers, and showing enthusiasts and Figure 1 – Simulator arrangement.
executives how signalling systems work.
The system can be divided into three
major components: been engraved. The draft versions for both signalling inputs and outputs, as
indicators, switches and laser engravings well as PC communications with the
• Track simulation stage consisting of
in the design stage can be observed following tasks:
LED indicators and switches.
in Figure 2, while the final result is
• PC based operator stage that • Main route locking with approach
illustrated in Figure 3.
visualises the status of all and overlap protection.
signalling devices. It represents an improved version • Shunt route locking with
of Argentina’s Linea General Roca’s approach protection.
• Interlocking stage that receives
Longchamps station, updating its
information from track input • Main signals control with
original relay-based signalling logic to
and operator PC, sets outputs fused lamp alert and aspect
the current state-of-the-art signalling
accordingly and reports degradation function.
technology and methods in our
statuses to PC. • ATS control linked to
country. This station consists of ten
Both track simulation and interlocking point machines, ten semi-automatic main signal aspect.
stages are contained in a wooden case, commanded main signals with fused • Shunt signals control.
which we will call “SIMULATOR”. It is lamp alert, eight automatic train stop • Automatic point machine control
connected to the PC directly, and has (ATS) controllers, two automatic with route locking.
the topology in Figure 1 when working. block signals, ten shunt signals and 26
• Manually commanded point
track circuits.
Simulator machine movement.
Track simulation stage Interlocking stage • Point machine locking by operator
The track simulation stage is mounted The interlocking stage is run by an order and by route locking.
on the lid of the wooden case, on which ARM Cortex M3 microcontroller • Track circuit based train detection
the identification of all the elements has board with I/O expanders. It controls with loss of shunt (LOS) protection.

21
IRSE News | Issue 289 | June 2022

Figure 2 – Laser engraving and hole plan for track simulator.

Figure 3 – End result for simulator stage, fully operational and connected with the interlocking stage.

Figure 4 – Graphical user interface for the signalling systems.

22
 IRSE News | Issue 289 | June 2022

The hardware designed and manufactured for this stage has • Main signal lamp fused detection reset.
192 digital I/O pins available, with 126 outputs and 62 inputs in • Detailed event log on both interlocking
use. It can be expanded to 320 I/O pins without changing the and GUI events.
hardware simply by adding extra I/O expanders.
• Maintenance functions:
Operator PC - Point machine movement counter, with average
The operator stage of the signalling simulator comprises a operation time.
Windows-based app that serves as a graphic user interface - Point machine maintenance log.
(GUI), shown on Figure 4. - Main signal lamp fused report log.
The app’s scope of work includes: - Main signal maintenance log.
• Real-time monitoring of all lineside signalling components. - Shunt signal maintenance log.
• Alerts of the following events: • User profiles and levels (operator, supervisor,
maintenance and administrator).
• Train approach.
• Main signal lamp fused. Conclusion
• Unexpected track occupancy. The project allowed the investigation centre (CIFyT) at
the Asociación del Personal de Dirección de Ferrocarriles
• Lost communication with interlocking.
Argentinos (APDFA) union to have a full signalling solution
• Advanced signalling functions: simulator. All of the electronic hardware is reusable, which
• Route destination locking. means that it is able to simulate any other station with up
• Route starting point locking. to 320 I/O requirements without making changes to any
electronic design.

About the authors

Andrés Berruezo Ruch is a signalling engineering analyst Javier Sartori is the signalling engineering manager at
and developer with Trenes Argentinos Infraestructura (ADIF Trenes Argentinos Infraestructura and head of signal
SE), Argentina. He has significant experience in public engineering for several local rail projects, involving both
tender signalling projects. Andrés also has experience in local and international companies. With over seven years
the development of embedded systems for laboratories of experience as a technician and fourteen years as a
and in rail industry. He holds an electronic technician responsible signal engineering manager, Javier holds a
degree and is on the final steps to obtaining his degree in telecoms engineering degree as well as an aeronautical
electronics engineering. telecoms technician degree.

IRSE Professional Examination update

The on-line IRSE Professional Examinations in 2020, 2021 independent to the original investigating one. The appeal
and 2022 have been a success for many candidates, enabling panel was unanimous in support of the original investigation
them to sit their module(s) at a location convenient to and the sanctions.
them without the time and money expense of travelling to/
In 2021, there were issues of concern regarding five
from an exam centre. However, it is disappointing to report
that a small number of candidates have behaved in a very candidates. These were raised by the examiners, the remote
proctoring (invigilation) software, and/or anti-plagiarism
unprofessional way.
software. No further details can be given at this time as the
In 2020, two candidates had identical parts of an answer, investigation/appeal process is ongoing.
which were from a model answer worked on by a study group.
Whilst these candidates are very much in the minority, all
Not only had they breached the exam’s terms and conditions
candidates are reminded that the IRSE aims to advance the
but had also broken the IRSE Code of Professional Conduct
science and practise of train control and communications
irse.info/codeofconduct, in particular in respect of honesty,
engineering within the industry, and to maintain high standards
deception and truthfulness (paragraphs 2.2.1, 2.2.2f and 2.2.2j).
of knowledge and competence within the profession. The
Council endorsed the sanctions of withholding the results of overriding purpose in doing this is for the public benefit, to
all modules which they took in 2020 and formally recording help ensure the safe and efficient movement of people and
these candidates as disqualified, recording the findings freight by rail.
and sanctions in their IRSE records, and barring them
Attempting to pass the IRSE Professional Examinations through
from the 2021 exam.
dishonest and deceptive means will not be tolerated and any
Both candidates were given the opportunity to appeal, individuals found doing so will be sanctioned accordingly.
which one did, and their appeal was heard by a panel
Judith Ward, Director of Operations, IRSE

23
IRSE News | Issue 289 | June 2022

Industry news

For more news visit irse.info/news. links. This enables data communication Liverpool, controlling the Merseyrail
across the entire train combination. DC network and Wirral Line to Dee
Main line and freight Marsh. Two control workstations, two
SBB Cargo has been testing the test train
Alstom South London on the Swiss network, traveling on the
level crossing workstations, a supervisor
signalling contract desk and seven remote fringe sites
Gotthard axis. The processes were tested
were updated/renewed to support the
UK: Alstom has been awarded a £69m intensively at Zurich Mülligen and Basel
new configuration.
(€82m, $91m) signalling contract by Kleinhünigen Hafen as well as in the
Network Rail to deliver Phase 5 of the Limmattal and Basel marshalling yards. The project replaced the 30-year-old
London Victoria Area Re-signalling life expired workstations and Automatic
The Federal Office of Transport (BAV),
Programme. Phase 5 follows the £37m Route Setting (ARS) system with the
the Association of Public Transport
(€44m, $49m) Phase 4 awarded in March Siemens traffic management Insight
(VöV) and the Association of Shipping
2021. Phase 5 will see Alstom providing product range. This included the latest
Companies (VAP) are supporting the
signalling upgrades in the London Westcad Control System fitted with
initiative, and together with the rail
Victoria area over three years with Phase Dynamic Route Setting (DRS) and Digital
freight companies and freight wagon
5 going live in December 2024. The Conflict Resolution (DCR) connected to
owners, are developing a consultation
works will particularly benefit passengers Network Rail new LINX timetable feed via
draft for the introduction and financing
and freight services travelling between the Insight Data Validation Server (DVS).
of DAC for Swiss rail freight transport.
Battersea, Brixton, Herne Hill and the
DCR provides advantages over standard
Catford loop by improving service Portuguese signalling ARS solutions and identifies conflicts
reliability on the network.
contracts well in advance of potential issues, and
Network Rail’s Three Bridges Rail Portugal: Infraestruturas de Portugal, its automatic conflict resolution engine
Operating Centre (ROC) will control 302 SA (IP) has awarded Thales three new corrects the issue and continues to
new signalling equivalent units (SEUs), contracts for the modernisation of the update the master timetable and feeds
494 new axle counters, and 82 new Train signalling systems along the Cascais the DRS engine a conflict free timetable.
Protection Warning System (TPWS) units Line, the West Line (between Meleças The Siemens Digital Conflict Resolution
linked by 86.5km of signalling cable. The and Caldas da Rainha stations) and Santa and Dynamic Route Setting System
project forms part of the Major Signalling Apolónia Station in the Lisbon region. were designed and made in Britain
Framework Agreement (MSFA) for the
The scope of the contracts includes the at the Siemens Chippenham UK
Southern Region awarded in 2020.
supply of the new electronic interlocking head office. Siemens worked closely
Automatic coupling for freight PIPC G3 (Generation 3), ETCS Level 2 with Network Rail Midland Main Line
by SBB Cargo on the Cascais Line, new train detection Derby Operations team to advise on
system (track circuits), point machines, system requirements and performance
Switzerland: Testing of Digital Automatic objectives, and Siemens colleagues in
level crossings and power supply system.
Coupling (DAC) for rail freight continues Switzerland, who are world leaders in
Thales will be responsible for the design,
with trials by SBB Cargo. Managed conflict resolution systems and were
validation, supply, installation, testing
by DAC4EU, a European consortium also responsible for the Gotthard Tunnel
and commissioning, civil works and 10
made up of Deutsche Bahn, OEBB Rail train control project.
years of maintenance.
Cargo Group, DB Cargo, SBB Cargo,
Ermewa, GATX Rail Europe and VTG, a Thales was responsible for the design Indian ATP
testing programme began last October and implementation of the new Lisbon India: An Indian developed Automatic
in Germany, moving into Austria Operational Control Centre, which Train Protection ATP system has recently
and Switzerland. today covers 70 per cent of Portuguese been tested on South Central Railway.
rail traffic with the introduction of The country's ATP system has been in
The freight train – funded by the
ETCS Level 2 on the Beira Alta Line development since 2012. Initially called
German Federal Ministry for Digital
and in the International South Corridor Train Collision Avoidance System (TCAS),
and Transport (BMVD) – is made up of
(Évora-Elvas-Caia). it has been renamed Kavach or “armour”.
13 different freight wagons in addition
to a DB Systemtechnik measurement New workstations and ARS for It is a set of electronic devices and RFID
car, which are connected with DAC.
Sandhills Liverpool devices installed in locomotives and in
In addition to the mechanical and the signalling system as well the tracks.
pneumatic connection, the electric UK: Siemens Mobility has commissioned
its latest Insight Westcad Control Centre They are connected using UHF radio
coupling has continuous power and data frequencies to control the brakes of
product at Sandhills Control Centre in
trains and alert drivers. Kavach includes

24
 IRSE News | Issue 289 | June 2022

key elements from other train protection The 41km Line 8 (Diamond) has 22 The UKTIN will be run by a consortium
systems from around the world, and stations, crosses six municipalities in of organisations with telecoms expertise
the country's indigenous Anti-Collision São Paulo metropolitan region and is and will support knowledge sharing and
Device. It will also in future include served by a fleet of 36 trains. It is used by collaboration on open and interoperable
features from ETCS Level 2. around 500 000 passengers a day. The network technologies such as Open RAN
32km Line 9 (Emerald) has 18 stations (Radio Access Network), which allows
The Kavach system was announced in
and a fleet of 36 trains, and transports telecoms companies to mix and match
the 2022 Union Budget as a part of the
600 000 passengers a day. telecoms equipment rather than having
Atmanirbhar Bharat initiative. Around
to rely on a single supplier when building
2000km of rail network is planned Sarawak metro systems and or maintaining networks.
to be brought under the indigenous fleet tender
system to enable safety and capacity The high-level objectives
augmentation in 2022-23. Malaysia: Sarawak Metro has received for the UKTIN are:
two bids for the Kuching Urban
One of its features is that by Transportation System (KUTS) System • Make the UK telecoms R&D and
continuously refreshing the movement Package 1 tender. This includes the innovation landscape easier to
information of a train, it is able to send signalling and control system, hydrogen- navigate in order to broaden and
out triggers when a loco driver passes powered rolling stock, depot equipment accelerate market deployment.
a signal at danger. The devices also and maintenance vehicles, and • Enable the best use of public and
continuously relay the signals ahead to automatic platform gates. The trains be private investment in R&D in line
the locomotive, making it useful in low guided using an optical system and will with the government’s objectives:
visibility, especially during dense fog. operate at GOA 2. this should enable knowledge to be
While the system initially uses UHF RF, A bid has been submitted by a joint shared more readily across industry,
work is underway to make it compatible venture comprising CRRC, China, and to create the right partnerships and
with 4G LTE to make the product for CHEC Construction (M) and KACC minimise unnecessary duplication.
global markets and compatible with Construction, Malaysia, and another by • Engage and support all organisations
other already installed systems. So far, a joint venture of Malaysian companies participating in the open networks
Kavach has been deployed on over EPR (Kuching), Global Rail and Mobilus, R&D programme to ensure their
1098km and 65 locomotives in ongoing a partnership between Ireka and CRRC activities align and inform the
projects of the South Central Railway, Urban Traffic. Each bidder was required government telecoms and R&D
and it is planned to be provided on to include a partner from Sarawak and policy goals, including maximising
3000km of the Delhi-Mumbai and Delhi- the contract is expected to be awarded the collective benefit of government
Howrah corridors where the tracks and by the middle of 2022. investment in telecoms R&D.
systems are being upgraded for a top • Drive the telecoms ecosystem so as
speed of 160km/h. Sarawak Metro has also announced it will
also invite tenders for System Package 2 to strengthen UK capability through
aligning R&D to support advanced
City and urban railways by the second quarter of 2022. This will
include the communication system, networking technology, creating a
Montreal metro automatic fare collection, information pro-investment environment.
Canada: Thales has been awarded a technology system, supervisory control DCMS is now also acting to enable
contract extension from Canadian public and data acquisition, computerised and support new market entrants,
transport agency Société de transport maintenance management system and vendors and innovators in navigating
de Montréal (STM) to deliver computer- operation control centre. the telecoms R&D ecosystem with
based interlocking systems to a further a ‘front door’ to steer suppliers and
The development of the KUTS Project operators to the right place to assist
eight metro stations. In 2018, the original
will take place in phases, with Phase 1 them in ways that will be relevant to the
contract covered the replacement of
involving the construction of two lines; diversification agenda.
the signalling equipment across eight
the 28km Samarahan Line, which runs
stations and depots.
from Rembus to the city centre, and Public-private collaboration
New signalling for São Paulo the 24km Serian Line from 12th Mile in Spain
Kuching-Serian Expressway to the
Brazil: Siemens Mobility has been Spain: Adif and Adif High Speed (Adif
Isthmus. Passenger service is planned
awarded two contracts by ViaMobilidade AV) have begun an analysis of a business
to be provided in stages from the fourth
Linhas Line 8 and 9 to upgrade and model to expand their telecoms
quarter of 2025.
modernize the São Paulo metro infrastructure and networks. They
network. ViaMobilidade is part of the Communication and radio are looking at the viability of public-
Brazilian infrastructure company CCR private collaboration agreements
Mobilidade. Line 8 will be provided with Telecoms Innovation Network and network ‘rental’ in order to
an automated signalling system and UK: The government Department for support the development, operation,
new electrification and traction power Digital, Culture, Media & Sport (DCMS) maintenance and marketing of their
systems for both Line 8 and 9. has announced plans to establish a UK infrastructure and services.
Telecoms Innovation Network (UKTIN).
For Line 8, Siemens Mobility will design, They have identified possible lines
The centre will act as an information
supply, and implement an electronic of business expansion by providing
point for telecoms companies looking
interlocking (Westrace MkII) in the infrastructure and services to network
to access funding or testing facilities for
regions of Osasco, Presidente Altino and operators or electronic communication
R&D and opportunities to collaborate
Imperatriz Leopoldina stations. Track service providers. This includes fixed
on developing new and improved
improvements and ATS reallocation and mobile broadband infrastructure,
technologies for UK mobile and
will also be carried out in Barra real estate, dark and illuminated fibre
broadband networks.
Funda station. services, 5G and IoT connectivity.

25
IRSE News | Issue 289 | June 2022

Blackburn to Preston FDM system being powered down at Blackburn after

many decades of service.

Adif and Adif AV currently have a fibre Push-to-Talk (MCPTT) call successfully passengers per day, must have LTE
optic network that runs along more than made over a 5G stand-alone network. network bandwidths of at least 125Mbps.
24 000km of track. An agreement was 160 additional mobile base stations
The FRMCS test network is being built by
made in 2014 for a third party to use and other modernisation measures
DSD, Nokia and Kontron Transportation
approximately 16 000km, and several will be provided.
on the Annaberg-Buchholz -
mobile sites, until 2034. Along the
Schwarzenberg line. Installation began It’s also pushing ahead with the
country’s conventional and high-speed
at the end of 2021, with the MCPTT call expansion of mobile communications
networks, there are a total of 1,900
successfully made on 23 February. along secondary routes in order
buildings made up of telecom rooms,
to achieve almost universal mobile
technical buildings and stations. FRMCS is composed of the “transport
communications coverage on these
stratum” and the “service stratum.” The
Adif AV has a further 719 mobile sites lines by 2024. As part of the agreement,
transport stratum is realised via 5G and
that provide radio communications Vodafone will also become the first
forms the transmission layer for the
services, half of which are now used by telecoms company to activate its 5G+
service stratum, which is implemented
the aforementioned third party. This still network on Germany’s ICE routes by
via the 3GPP Mission Critical Services
leaves over 300 sites available for other 2025. 5G+ will reach rail passengers via
(MCx) framework. The MCx framework
commercial uses. the 1800Mhz frequencies without the
provides additional functionalities, such
need to upgrade any DB trains.
FDM carrier system switch off as authentication, group calls and video
transmission, to support existing and For its part in the agreement, DB will
UK: The photos above show the power
future railway applications. assist with for example making its
being removed from a 12-channel
fibre optic infrastructure available, as
telecoms Frequency Division Nokia is providing the 5G technology
well as services related to planning,
Multiplexing (FDM) carrier system at and Kontron Transportation is
approval and construction processes.
Blackburn, which is believed to be one of implementing the MCx services. Both are
DB is also continuing to look at other
the last transmission systems of its type based on the current 3GPP Release 16
technical solutions to improve mobile
in use in the UK. mobile communications standard. Nokia
communications, such as developing
is using 5G Airscale Radio components
The 12-channel carrier system was train windows to improve the quality of
for the radio interface and the 5G
an early FDM analogue telecoms mobile signals inside the train.
Stand-Alone Cloud Packet Core for
transmission standard, used to carry
the communication network. Remote Safety, standards and
multiple 4KHz telephone calls on a
radio heads and antennas with a 4x2 regulators
single twisted pair of wires. Devised in
Multiple-Input Multiple-Output (MIMO)
the 1930s, 12-channel FDM used a line Fatigue Management
configuration have been installed
spectrum covering 60 to 108kHz with
along the test track, and on the roof of UK: Network Rail has issued a new
amplifiers spaced along the route. The
Scheibenberg station. standard "Fatigue Reduction" NR/L2/
12-channel system formed the basis of
all new railway telecoms transmission OHS/003 with compliance required
Improved Vodafone MNO on 29 October 2022. The ORR defines
systems, until being replaced by 30
coverage for DB fatigue as “a state of perceived weariness
channel digital Pulse Code Modulation
(PCM) systems in the 1970s. Germany: Vodafone has signed an that can result from prolonged working,
agreement with Deutsche Bahn (DB) to heavy workload, insufficient rest and
FRMCS test milestone close any remaining gaps in the MNO inadequate sleep” (ORR, 2012). In the
Germany: DBs Digitale Schiene (Mobile Network Operator) coverage on UK rail industry, fatigue is the cause
Deutschland (DSD) project has rail routes across Germany. of 20 per cent of high-risk incidents,
confirmed it has achieved a milestone in and over the past five years the sector
Vodafone will ensure that by summer
the installation and testing of a 5G-based has experienced an average of 36
of 2025, 7800 km of main ICE and IC
communication network to test the yearly worker fatalities (RIDDOR,
routes have LTE network bandwidths
Future Railway Mobile Communication 2016/17-2020/21).
of at least 225Mbps and 13 800km
System (FRMCS), with a Mission-Critical of routes, with more than 2000

26
 IRSE News | Issue 289 | June 2022

The previous standard only concerned Universities and research 39 per cent is a consistent figure with
the safety of critical workers, but the recent years, the survey also noted that
new standard applies to everyone across UK rail innovation enhanced cyber security leads to higher
the supply chain, and those working on UK: In First of a Kind’s (FOAK) sixth year, identification of attacks, suggesting that
Network Rail infrastructure, systems and the government is continuing to support less cyber-mature organisations may be
assets. Instead of just imposing limits new ideas to transform rail travel. Bids under-reporting.
on how much people can work, the are invited from organisations of all
sizes for projects creating a greener, With phishing the most common threat,
new framework introduces “triggers”
more cost-effective and passenger around 21 per cent also identified
to indicate the need for mitigating
focused railway. more sophisticated attack types,
actions, such as mandatory rest periods
such as a denial of service, malware,
and work reallocation. Companies are In partnership with Innovate UK, this or ransomware attack. Despite its
encouraged to monitor fatigue and carry year’s competition will award up low prevalence, organisations cited
out risk management consistently, and to £7.6m (€9m, $10m), to projects ransomware as a major threat, with 56
to embed a behavioural change in how creating ideas that are striving towards per cent of businesses having a policy
fatigue across the industry is addressed transforming rail travel for passengers not to pay ransoms.
in the long term. and decarbonising the network.
Within the group of organisations
New UK level crossing order The competition officially closes reporting cyber-attacks, 31 per cent of
process on 8 June, with bids welcome from businesses and 26 per cent of charities
UK: The Office of Rail and Road (ORR) organisations of all sizes for projects estimate they were attacked at least
has introduced new guidance to allow creating a greener, more cost-effective once a week. One in five businesses
for improvements at crossings to be and passenger-focused railway. The and 19 per cent of charities say they
made without the need to be approved year’s competition is focusing on experienced a negative outcome as a
by a new level crossing order. Level technologies that improve the industry’s direct consequence of a cyber-attack,
crossing orders were introduced in cost efficiency and network performance while one-third of businesses and almost
the 1950s to allow the introduction of to support a more reliable railway for 38 per cent experienced at least one
new technology, such as barriers, at passengers and improving rail freight. negative impact.
level crossings. A level crossing order Last year saw 33 innovators receive The government guidance – “10 Steps
is a legal mechanism to change the grants of up to £400k (€482k, £526k) to Cyber Security” – was designed to
Act of Parliament that authorised the each. The First of a Kind fund has helped break down the task of protecting an
original railway construction and which trial and launch over 100 projects. Some organisation into 10 key components.
prescribed the type of level crossing of these projects include: The survey found that 49 per cent of
to be provided. businesses and 40 per cent of charities
• HydroFLEX – the first main line trial
Changes such as altering the number of a hydrogen train in the UK with have acted in at least five of these 10
of lights on barriers, using a verbal Birmingham University’s project. areas. In particular, access management
warning alarm when another train is surveyed most favourably, while supply
• Window seater – an innovative chain security was the least favourable.
approaching, and upgrading obstacle
app, connecting rail travellers to
detection equipment are just some of The survey also showed that 54 per cent
the world outside their window
the examples of what can now be done of businesses have acted in the past
with geolocated audio stories
without the need to go through the level 12 months to identify cyber-security
along the railway.
crossing order process. risks, although the risk was often passed
• Hearing Enhanced Audio Relay
ORR has also made the level crossing (HEAR) – HEAR is an affordable on to outsourced cyber providers,
orders guidance clearer, providing software supporting hearing impaired insurance companies or an internal
information relevant to local authorities passengers that automatically cyber colleague.
so that those outside the rail industry broadcasts audio announcements to The 2022 survey concludes that there
understand what they need to do. passengers’ own devices. remains a lack of both will and skill
Alongside the guidance, ORR’s new around organisational cyber security,
templates will encourage greater Data and cyber security
resulting in gaps in “some more
innovation where appropriate. Cyber security breaches survey fundamental areas of cyber hygiene”.
ORR’s principles for managing level UK: Thirty-nine per cent of UK Fewer than one in five businesses have
crossing safety are designed to help to businesses identified at least one a formal incident management plan;
reduce risk through consideration of cyber-attack on their operations in there is a lack of technical knowhow and
alternatives to level crossings, and where the last 12 months, according to the expertise within smaller organisations
these are not reasonably practicable, government’s “Cyber Security Breaches and at senior level within larger
through the design of a level crossing. Survey 2022” report, released in March organisations, despite cyber security
It also emphasises the importance (irse.info/1nauk). The report revealed being seen as a high priority area, and
of considering how level crossings that the most common threat was investment in cyber security is still
are actually used. phishing attempts, reported by 83 per largely viewed as a cost rather than an
cent of businesses. investment. Thus, many organisations
ORR has also been working with the remain in a reactive approach to
Department for Transport and Network The study explores the policies,
cyber security instead of proactively
Rail to develop a new set of signs for use processes and approaches to cyber
driving improvements.
at private level crossings to make them security for businesses, charities
clearer and fit for purpose so that they and educational institutions. It also
clearly convey information to the user considers the different cyber-attacks
on the safe operation of the crossing. organisations face, as well as how they
are impacted and respond. While the

27
IRSE News | Issue 289 | June 2022

News from the IRSE

Blane Judd, Chief Executive

AGM and inauguration of 98th IRSE President

Outgoing president, Eur Ing Ian Bridges was delighted to
welcome almost 40 people at the 2022 IRSE AGM held on
21 April at the Derby Conference Centre in the UK. The event
was also live-streamed to a global audience, which allowed
junior vice president Yuji Hirao and chief executive Blane Judd
to join remotely. Ian summarised the main points of the 2021
Annual Report and Blane appeared ‘live’ on the big screen to
deputise for treasurer Andrew Smith to give an overview of the
Statement of Accounts.
The composition of the Council for 2022/2023 was
announced (full details on www.irse.org) and the president
thanked retiring Council member past president George Clark
for his hard work and dedication. IRSE president Andy Knight with immediate past president Ian Bridges
at our Annual General Meeting.
Unfortunately no one met the criteria for the Thorrowgood
Award, but The Dell Award was awarded to Mike Harvie, the railway industry. A quarter of the candidates took the exam
professional head of road and rail traffic systems at London to gain a recognised qualification, with 30 per cent regarding
Underground. The IRSE Signet Award was awarded to the Certificate as the first step working towards the Advanced
Istvan Darazsi, signalling engineer at Iarnród Éireann. Diploma in Railway Control Engineering (modules B, C and D)
Recipients will be presented with their awards by president and 60 per cent saying they definitely intend to sit more IRSE
Andy Knight at the forthcoming Members Lunch which is to be professional exam modules in the future.
held in London on 20 July.
Whilst the IRSE website informed 50 per cent about the
Ian’s last duty as president was to welcome our new president new Certificate, 40 per cent found out from a colleague or
for 2022/2023 Andy Knight, by formally presenting the manager, with 14 per cent of employers giving candidates time
presidential medallion and collarette. The ceremonial chain off to study. Most people self-funded their exam fees although
of office is no longer used as it is very fragile and securely 9 per cent of employers met the cost.
preserved in the IRSE safe. Andy then thanked the outgoing
president for his services throughout his presidential year The on-line format for the IRSE professional examination
before delivering his presidential address, which can be gives candidates from all over the world the opportunity
found in the May issue of IRSE News. In the address Andy to sit the exam irrespective of geographic location. Those
gave a special mention to all the staff and volunteers for their surveyed were asked their view on this and 86 per cent agreed
continued support and thanked his family and staff at Signet the examination should continue to be offered online, with
who were among the audience. The official vote of thanks to just 13 per cent saying they prefer a traditional paper-based
Andy for his presidential address was given by Yuji Hirao who examination in a local invigilated exam room.
sent a pre-recorded message with English subtitles. Subscription payments and lapsed members
New Certificate delivers membership boost Council wishes to remind all members that the new
The Certificate in Railway Control Engineering Fundamentals membership year begins on 1 July each year and that
(module A) was introduced as part of major review to subscription fees are due for payment on that date. Late or
streamline the Professional Exam. For the first time in the delayed payment of subscriptions is not the behaviour of
Institution’s history, this module was made available to those wishing to be recognised as professional members
non-members in a bid to provide a recognised entry level of the Institution. It puts an undue strain on the finances of
qualification for all those wishing to start a career in signalling the Institution and an increased burden on the resources in
and telecoms or transfer from other railway disciplines. chasing late payments.

It has been a resounding success with over 700 candidates Non-payment will mean a loss of membership benefits and
having sat the Certificate since its launch in 2020. Twenty six will result in in your membership being removed. Council
per cent of the non-members who passed the certificate in regrets having to include a list of lapsed members in this
2021 have now joined the IRSE. edition of IRSE News (opposite). The list is correct at the time
of going to print and reflects our last known employment and
A feedback survey sent to Certificate candidates from the geographical location for these individuals. If you are one of
March 2022 exam paints a very positive picture, demonstrating those in the list please contact [email protected] or on
an overwhelming commitment to CPD by both candidates +44 (0) 20 7808 1186, or if you are able to assist the Institution
and many employers. Of the 61 responses, just under 60 per by contacting anyone in the list it would be appreciated.
cent were non-members with up to ten years’ experience in

28
 IRSE News | Issue 289 | June 2022

Lapsed members who have been removed from the membership list through non-payment
List correct at time of going to print

Fellow Harish Madhusudan (Sydney Trains, William James Gould (Cleshar, UK),
Australia), Crispen Mashingaidze Alex Grant (Alstom, UK), Richard Harmer
Christopher Brown (UK) Ivan Levkov
(Huawei Technologies, South Africa), (Network Rail, UK), Patrick Hughes
(Emch+Berger, Switzerland)
Vincent Menesguen (Thales, Canada), (Alstom, Ireland), Tanzim Hussain (Arup,
Chaoying Liu (Ministry of Railway, China),
Dragan Milosevic (Parsons Brinckerhoff, UK), Igor Janev (Mott MacDonald,
Toni Surakusumah (PT Len Railway
Australia), Arnoldus Minnie (Strang Australia), Mukul Jetmalani (ARTC,
Systems, Indonesia), Taeka Tiesma
Rennies Metal Terminals, South Australia), Peter Johnson (Vivacity Rail
(258-1 sixth group, China)
Africa), David Nicoll (Thales, UK), Consulting, UK), Ho Ka Man (MTR,
Member Tiisetso Nkalai (Transet Group Capital, China), Wai Pong Kao (MTR, Hong Kong),
South Africa), Yuliya Piper (Aurecon, Nikhil Kapoor (India), Uppu Karthik
Siddheshwar Andhale (Thales, Qatar), Australia), Rahul Sharma (AECOM, (Indian Railways, India), Sandeep Kashikar
Kalyan Banerjea (Urban Engineering India), Paul Sleightholm (Network (ARDE, India), Mamurhomu Kemi
Association, India), Hermanus Bernard Rail, UK), Jamil Solangi (WSP, Saudi (Cleshar, UK), Tom Keogh (Siemens,
(Inteletrack, South Africa), James Carroll Arabia), Stephen Surgenor (Network UK), Sushant Khajuria (AECOM, India),
(WSP, Australia), Carlos Collado Macías Rail, UK), Jerin Kuriakose Tharamuttam Ronan Killilea (Irish Rail, Ireland),Pankaj
(AECOM, Spain), Junfeng Cui (Alstom, Singapore) Kumar (AECOM, India), Tom Lane
(CRSC, China), Simon Eastmond (BCS, IT, UK), Robert Mitchell (Irish Rail,
(Arup, UK), Stephen Flanagan (Mott Accredited Technician
Ireland),Mohamad Shukri Mohamad
MacDonald, UK), Chee Foo (Singapore), Fadzlullah (Ansaldo STS, Malaysia),
Jeffrey Blackman (Rail For
Dahlan Fraval (Integrated Rail, Gulam Mustafa Mohammad (Arcadis
London Infrastructure, UK),
Australia), Weizhong Huang (China Consulting, India), Hasnorsyahizan
Heston McKenzie (Coyles Personnel,
Railway Signal & Communication, Norizan (Mass Rapid Transit Corporation,
UK), Osman Mohamed (London
China), Stephane Joubert (Hitachi Rail, Malaysia), Raymond Okafor (Siemens,
Underground, UK), Phineas Murinda
Australia), Amit Kamila (Metro Railway, UK), Matthew Otton (Affiliated Computer
(Botswana Railways, Botswana)
India), Zhi Liu (China), Gon Lui (MTR, Services, UK), Sameer Patel (Atkins, UK),
Hong Kong), Javier Martinez Salas Affiliate Dhanunjaya Rao Puppala (Network Rail,
(Ardanuy Ingenieria, Spain), UK), Jamilah Mohd Rafi Rafi (Hitachi
Madhu Priya Addala (WSP, India),
Chatchai Pengmeesri (Bombardier, Rail, Malaysia), Sivakumaran Raghavan
Ahmad Fathi Ahmad Suhaimi (Hitachi
Thailand), Wei ShangGuan (Beijing (Siemens Mobility, Malaysia), Mohamed
Rail, Malaysia), Mohammad Nur
Jiatong University, China), Timothy Stone Samra (University of Birmingham,
Alamsyah (Siemens Mobility, Indonesia),
(Siemens, UK), Marinus ter Braak UK), Punit Sarswat (Kalindee Rail
Adekoya Alashe (Siemens, UK),
(Movares, Netherlands), Yat Lee Tsang Nirman, India), Anirut Smitinundana
Roman Alberti (Rail Projects Victoria,
(Alstom, Hong Kong), Kwan Wong (Xenix Electech Ltd, Thailand), Nitin
Australia), Nida Ali (Alstom, UK), Osama
(MTR, Hong Kong), Mingchun Yang Kumar Srivastava (General Electric, India),
Ali (Alstom, Saudi Arabia), Victoria
(CRSCD, China), Kudakweshe Zindoga Joan Steele-Hurley (Jacobs, Australia),
Aviomoh (Arup, UK), Adeyinka Awoye
(Ansaldo, Australia) Neil Christian Thompson (WSP, UK),
(Siemens, UK), Daniel Basran (SNC-
Associate Member Lavalin, Canada), David Berry (Network Andrew Thomson (UK), Anugya Tiwari
Rail, UK), Yasir Bhatti (Hitachi Rail, (UGL, Australia), Waqid Ullah (Alstom,
Mark Anness (Network Rail, UK), Saudi Arabia), Balakrishnan Vadivukonar
Saudi Arabia), George Bowden (UK),
Andre Baeta (Thales, Portugal), Sudalaimuthu (Alstom, India),
Chen Cao (Rogge, UK), Raul Carlos
Malay Bhadra (IRCON International, Ragulan Vivekanantharajah (Sydney
(HDR, USA), To Chan (Tubelines,
India), Amos Chimombe (On Time Trains, Australia), Francis Wallis (Cleshar,
UK), Tsz Hin Chan (Hong Kong), Shu
Telecommunications, South Africa), UK), Eoghan Edward Walsh (Transport
Nam Cheng (MTR, Hong Kong), Andrew
Christopher Clark (Volkerrail Signalling, For London, UK), Shiyu Wang (Alstom,
Kah Kin Cheng (Metro Trains Melbourne,
UK), John Dela Cruz (Department Australia), Brett Antony Williams
Australia), Kin Weng Cheok (MTR,
of Transportation, Philippines), (Australia), Chi Hang Wong (MTR,
Macau), Shruthi Chilagani (WSP, India),
Pauline Fairclough (O'Donnell Griffin Macau), Chun Fung Timothy Wong
Hui Qi Chng (Land Transport Authority,
Rail, Australia), Subbarao Garaga (Siemens Mobility, Hong Kong),
Singapore), Arden Coles (Pacific
(JMDR , Australia), Nilofer Gooty Dowla Abdullah Zia (Rail Projects
National, Australia), David Constance
(CYIENT, India), Pathmavathie Govender Victoria, Australia)
(Atkins, UK), Aneal Dhear (Siemens
(Australia), Tapas Kumar Haldar (Kolkata
Mobility, UK), James Etinosa Ekhator
Metro Railway Corporation, India), Companion
(Network Rail, UK), Daniel Peter Forbes
Kevin Hure (DHS Signals, Australia), Boong Heng Fan (Global Rail, Malaysia)
(Balfour Beatty, UK), Brett Foster
Christoffel Jansen van Vuuren
(Lendlease Engineering, Australia),
(Transnet Freight Rail, South Africa),
Manthan Gandhi (Siemens, Australia),

29
IRSE News | Issue 289 | June 2022

Building for the future – ensuring your Institution

is there for you

George Clark, past president

The IRSE continues to develop The WG carried out benchmarking of

and grow, guided by the Strategy the value of membership against many
launched in 2020, and you, our other, some much larger, professional
members, will already have started bodies and set out principles which
sought to underpin continued growth
to see the resultant benefits (see
whilst remaining considerably lower in
IRSE News April 2022),
cost. These principles will ensure that
We are run by engineers for engineers, we have effective renewal plans and can
with around 5000 members in locations continue to add value in the services
across the world. Our 23 sections and ever-increasing vault of knowledge
represent the needs of members in we provide for all members. Inevitably,
their geographic region or specialism as like many organisations across the
including vibrant Younger Members world significant cost increases have
Section. The IRSE provides world-class resulted in a recommendation to
presentations, seminars, conventions increase membership subscriptions.
and conferences with much content These increases have been kept as low
available online and accessible globally. as possible and still mean that you can
Our competence assessment and be a corporate member for less than £2
licencing scheme leads the industry, a week. The new fee structure can be
and our Professional Examination is seen at irse.info/subs
Technology Seminar delivered in 2019
held in high regard worldwide. The
and my first presidential paper which In summary, we are a not-for-profit
IRSE is licensed by the Engineering
was broadcast live from Copenhagen. organisation which converts your
Council to assess Chartered Engineers,
This was viewed by over 400 members subscriptions, with other income
Incorporated Engineers and Engineering
within 24 hours. sources to: facilitate the gathering
Technicians for the Professional Register.
and sharing of knowledge, develop
We also produce 11 issues of this We have all seen the tremendous work
skilled engineers from a wide and
specialist railway CCS magazine (IRSE of the Institution and its volunteers in
diverse global community in a scare
News) each year. adapting to the virtual world, building on
resource environment, provide excellent
our digital expertise to provide over 257
It was in the knowledge of the need to networking opportunities face to face
hours of video across 295 active videos
invest in the future, against the backdrop and online, support the continuous
on the IRSE Vimeo channel attracting
of an erosion of our reserves (which development of its members, formally
42 600 views from 11 100 people
were to be additionally and severely recognise the developing competency
across the globe. Siemens Mobility
affected by Covid-19) that I, as president of those in the profession, and support
commissioned the IRSE to organise and
at the time, established a Working Group the railway industries in their staff
deliver the first virtual, post-lockdown
(WG) to review how we could ensure competency assurance.
rail conference in the UK – “Return to
that we were not only sustainable into
Rail”. Unlike many commercial events The IRSE engages with a wide range of
the future but also grew to meet our
which charge over £300 to ‘attend’ this technically competent individuals from
members needs whilst maintaining a
was free to all. The material attracted across the globe who present highly
budget that continues to represent
over 1100 people in 33 different technical papers and solutions for
excellent value in comparison to other
countries who accessed 18 industry- the benefit of members. This helps to
similar institutions.
leading presentations. develop skills and competence on behalf
The WG was formed of a diverse group of employers, saving industry significant
Our enhanced digital capability has
of members from across the globe at costs in technological development
enabled members across the world
all levels of membership to assess the and investment.
to engage with the Institution more
current situation and develop a plan to
fully, evidenced by the huge rise This is your Institution, and its role
ensure the IRSE continues to operate
in international uptake of the IRSE is to support you and to underpin a
prudently on the journey set out in
Professional Exam and the attendance competent workforce to continue the
our Strategy. This became even more
at virtual presidential and section events safe and reliable operation of railways
challenging when Covid-19 hit and the
during the pandemic. Membership around the world. The future is of our
global lockdown heavily constrained our
numbers have continued to rise steadily making and the time to support the
regular fundraising activities.
over the last three years and we have Institution and its aims is now.
Before the 'Covid era', the IRSE seen the number of new professional
already had experience of running registrations more than double over
webinars through the Communications the same period.

30
 IRSE News | Issue 289 | June 2022

Professional development
Results of the 2021 exam
We are pleased to announce the results of the 2021 IRSE running the exam forum. Thanks also to the examiners for the
Professional Exam modules and to congratulate all those considerable amount time involved with setting and marking
listed, especially those who have now achieved the IRSE the papers. Without your time the IRSE Professional Exam
Professional Exam and the Advanced Diploma in Railway would not be the success it is.
Control Engineering. The successful candidates for each module Module A (MA) to
Module D (MD) or Module 2 (M2) are identified in the tables
Thank you to all those who have supported candidates through
below. In each case ‘P’ indicates a pass, ‘C’ a credit and ‘D’
their studies by organising study groups, acting as sponsors, and
shows that the candidate passed with distinction.

Certificate in Railway Control Engineering Fundamentals and

Advanced Diploma in Railway Control Engineering results
The table below details the candidates who have now completed their exam journey by passing a total of four modules (see
irse.info/exam). Those passing Module A and a relevant number of other modules are awarded the Advanced Diploma in Railway
Control Engineering, Jonathan Farrell and Sean Gorman finished their journey based on the previous system and so have passed
the Professional Examination.

Name MA MB MC MD M2 Overall result

Kevin Banks C Advanced Diploma
Mohammed Hamzah Baporia C Advanced Diploma
Neil Blakeley C Advanced Diploma
John Chaddock D P P Advanced Diploma
Daniel Ferguson C P C P Advanced Diploma
Thomas Flynn P Advanced Diploma
Kieron Hadlington C Advanced Diploma
Craig Kerrigan C Advanced Diploma
Harshvardhan Kodam P Advanced Diploma
Pavan Kokkonda C Advanced Diploma
Stuart Maddock P Advanced Diploma
Sam Mitchell C C P Advanced Diploma
Andrew Plumb C P Advanced Diploma
Hiu Chun (Jack) Pun P C Advanced Diploma
James Stanley P P P Advanced Diploma
Arvind Tiwari C P P Advanced Diploma
Hai Tao Wu C Advanced Diploma
Martin Fenner C Previously passed Professional Examination
Jonathan Farrell C Professional Examination
Sean Gorman P Professional Examination

Other passes in modules

The table below shows those who have successfully passed modules in 2021 but have not yet achieved sufficient passes
to complete the exam. Candidates will be able to continue their exam journey by passing a combination of modules, see
irse.info/exam.

Name MA MB MC MD M2 Name MA MB MC MD M2
Ibrahim Abdelkhalek P Talha Ali C
Akinkunmi Adegbenro C Muhammad Amjid P
Shriniwas Agashe C Irfan Badar P
Shahbaaz Ahmed P Nicholas Bales C
Nancy Alhamahmy P Daniel Barton P

31
IRSE News | Issue 289 | June 2022

Name MA MB MC MD M2 Name MA MB MC MD M2
Richard Belli C Laura Eustace D
Paven Bhatti P Dominic Fleming P
Peiqi Bian P Julian Francks C
Dylan Biddle P Ho Lun Fung C
Ankush Bisen P Letlhogonolo Gaodumelwe P
Oliver Bos P Richard Garvey P
Nicolaas Bothma P Jeremy Goode D
Thomas Boyns C Stephen Goodwin P
Jamie Brooker C Andrew Grimason C
Syedali Buhari C Rashmi Gupta P
Leonard Caesar P Jordan Harris P C
Scott Cao P Stephen Hatton P
Zern Bang Chai P Hongyang He C P
Venkata Phani Challa C Allyn Hegarty C
Joycelyn Chan P Kwok Keung Ho P
Jun Yu Chan C Cheuk Kuen Hui P
Keng Hoe Chan P King Him Hui C
Wing Kai Chan P Amr Said
P
Sri Sai Chandra Bose C Mohamed Ali Ibrahim
Hok Man Chau P Dani Indrianto C
Siu Lun Chau C Andrew Jacob P
Arjun Chauhan P Niti Jaikaew C
Manish Chauhan P Iain Johnson D
Tsz Ching Cheung C Ho Ka Man P
Tsz Hei Cheung P Phanuwat Kaewpanya C
Ethan Chia C Abhilash Venkataramana P
Daniel Chiew C C Christopher Kane C
Yee Wah Choi P Pradeep Kathrecha P
Belayet Choudhury P Helen Kellaway P
Tsun Yin Chu C Jonathan Kelly C
Yik San Chu P Vishal Bahadur Khattri P
Luke Church C Kay Leng Desmond Khoo D
Katherine Clarke D Joseph Knowles C
Liam Cole P Venkateshwaran Krishnan C
David Coleman C Wing Yin Kwok P
Jill Cooper D Cameron Laight P
Matt Curtis C Kwai Keung Lam P
István Darázsi D Yung Ho Lam P
Charlotte Dartnell P Dabi Laniyan P
Gareth Davies P Ben Lauezzari D
Byron De Lange P Ka-Chun Lee P
Hadyn Deardon P Tsz Ki Lee P
Tom Denning P Samuel Leech C
Sooyash Dosonyee P Zaphod Leigh P
Shane Dowling C Kai Yin Li P
Paul Drabwell P Kin Cheong Li C
Philip Drew P Yin Ming Li C
Martin Duck P Michael Lidbetter C
Ross Dzewu C Hiu Tung Lo P
Aaron Else P Shu Yan Lo P
Harry Enright P Ian Logan C

32
 IRSE News | Issue 289 | June 2022

Name MA MB MC MD M2 Name MA MB MC MD M2
Shuxia Lu P Philip Seabrook C
Chi Luk P Devavrat (Dev) Shanbhag C
Derek Lynch C Saumya Shekhar P
Gary Lyon P Ming-Tak Shum P
Aimee MacDonald P Uday Singh C
Wai Mak P Tossaporn Srisooksai P
Graeme Marquis C Trevor Stevens D
Michael Marriott C Oi To Suen P
Catherine Marshall C Hariharan Sugumar P
Oliver Marshall P Natcha Sujaritworakun C
Gregory Martin C P Hannah Surguy C
Patrick McCann C Nikhil Swami P
Alexander McLeod P Krishna Chandra Swarnkar P
Andrew Millar C Spoorthi T P C
Shane Miller P Sean Tarpey C
Aaron Miranda P Joseph Thiruchelvan P
Amr Mohamed P Stelin Thomas P
Louis Moore C Teja Thota P
Christopher Moran P Kwun Ho Michael Tong C
Philip Morgan P Mark Trow P
Jongile Muhlwa P Sai Kit Tsang P
Davison Mui P Tajamal Tuffail C P
Alfred Ng P Prabhath Sagar Vakkantham C
Chin San Ngo P Gert Van den Elzen C
Konstantinos Nikolaidis P Mark Van Hesse D
Alexandra Nixon P Senthilmurugan Velayutham P
Muhammad Yousaf Noor P Tanay Verma P
Thomas Nowak C Thomas Vickery D
Yacine Palagi C Andrew Ward D
Anthony Hon-Sing Pang P Jay Ward P
John Pang P Christopher Waters C
Wai Cheung Pang C Craig Welsh P
Toby Parker P Fiona Westcough P
Jeswanth Pendyala P Robert Wheeler P
Sri Permalu P Scott Whittingham P
Yan Kei Poon P Mark Williamson P
Pradeep Kumar Prakash P Clifford Wilson P
Ved Prakash P Chun Fung Timothy Wong P
Phillip Pye C Man Lok (Wilson) Wong P
Spoorthi Ramesh P Man Tat Wong C
Jeyapragash Ramkumar P Wan Ting Wong P
Mimi Faisyalini Ramli P Ying Ying Wong C
Liam Reeve C James Wood C
Benjamin Richardson P Tsz Ho Yeung P
Nicholas Rook C C Hau Chung Yip C
Chou Tek Sam Ti P Sing Yuen P
Jeffrey Sason P Tsz Chun Yung P
Daniel Scourfield P P

The next opportunity to sit the Certificate in Railway Control Engineering Fundamentals and modules for the Advanced Diploma
in Railway Control Engineering will be 1 October 2022, for further details see irse.info/irseexam. The IRSE Younger Members are
organising study workshops, so keep an eye on irse.info/events for further details.

33
IRSE News | Issue 289 | June 2022

Western Section
Institution of Railway Signal Engineers
WESTERN SECTION

Ansaldo Manchester South

report by Phil Harper-Smith

On 2 February at a hybrid meeting of Manchester

To Manchester
the Western Section Sean Dennien Piccadilly
Oxford Road
and Phil Harper-Smith of Atkins gave a
personal retrospective on the Ansaldo
Denton
Manchester South system and their
five-year involvement in the approvals Installed boundaries.
Stockport was removed
for the system. from the original planned scheme
and is still signalled by absolute
The Ansaldo system was brought block and mechanical frames.

to the UK as part of the Railtrack

Signalling Partnership programme,
with the application delivered by the
R7A – compromising Railtrack (latterly To Chester Stockport
Network Rail), Amec Spie Rail System,
Ansaldo Segnalmento Ferroviario and
Atkins – as part of the West Coast Route
Modification programme. Manchester To Sheffield
The R7A area of work encapsulated Airport
Cheadle Hulme
Stockport, Cheadle Hulme,
Sandbach and Wilmslow.
The system deployed was tightly
coupled and included interlocking,
object controllers, VDU based signalling
control system, train describer,
Wilmslow
maintenance terminals, fibre optic
based communications and integrated
remote condition monitoring. The Manchester
latter two items being somewhat novel
features at the time of design and
GB Map Maproom.

deployment in UK terms.
It also included a new-to-the-UK French
point machine (T72) with a shared drive Sandbach
and detection circuit, a Voice Frequency
To Crewe
(VF) low voltage detection system and To Stoke
associated chair locking unit (VCC).
The main signal head was also new to interesting challenge given the entirely Other equipment was UK standard type
the UK, the SDO (Segnale Dichroico different traction environment – 25kV e.g. DC track circuits, AWS, TPWS, other
Ottico) signal used halogen lamps and AC in the UK as opposed to the system's signals and indicators.
an arrangement of dichroic mirrors to native 3kV DC traction environment.
transmit/reflect each colour through a The system was also notable for
Two of these SDOs were physically
single aperture, i.e. a searchlight signal including a good deal of commercial off
mounted one above another with a
with no moving parts. The selection of the shelf technology, for example the
common back board to create a four-
aspect was made through a VF interface Interlocking using VME hardware like
aspect signal head, with some unusual
with selected frequencies resulting the original IECC Classic, and HP UNIX
fall back features like a red aspect in
in a specific lamp being illuminated. servers were also used .
the top aperture being possible when
The UK use of this VF drive being an there is a failure of the lamp in the
bottom aperture.

34
 IRSE News | Issue 289 | June 2022

An Ansaldo SDO signal at Sandbach looking towards Crewe.

Photo Paul Darlington.

The recording of the session can be • Respecting the system as designed significant functional change – a
seen at irse.info/vimeo soon for those and limiting the changes to it form of limited automatic route
who missed it and would wish to for the UK application was an setting that was available within the
know more about this unique system important factor in the success of Italian application –Programmed
and the challenges and tribulations the application – had the SDO signal Route Setting – was assessed and
that accompanied its ultimately for example not been included then it was concluded that changes
successful deployment. very intrusive changes would have required for a UK application would
been required to the system to drive be far too intrusive in the existing
However, the lessons learned are
a standard SL35 type signal head and product to be viable.
worth sharing in case they are of
the full ‘native’ system functionality • The location of the first application
use to other embarking on similar
would have been compromised. was perhaps not the best of choices
approvals exercises:
• Where changes were made for in that the delivery pressures of
• If you are bringing a system from various reasons, these often parts of the scheme lead directly
overseas do not underestimate caused issues which were difficult to those parts being delivered
how much work is required to to resolve – For example the T72 using conventional technologies
make that system compatible with point machine was designed to when inevitably the Ansaldo system
the UK environment, whilst not have heaters under contact units, application was delayed by the
compromising the advantages or but to comply with the UK ballast volume of activities required.
benefits of that system. requirements these could not be Reflecting on the success of the
• Do not underestimate the scope fitted on Manchester, resulting partnership programme and its varying
and scale of approvals activities for in contact failures. The T72 point success rate it was concluded that the
a whole system – noting that such machine was used on HS1, but with fact that some of these systems did
things have become more complex the heaters and are reliable. get deployed at all is a tribute to the
with such things as Common Safety • It was very important to understand tenacity, capability and experience of the
Method CSM since Manchester the native application environment signalling engineers and other disciplines
South approvals were undertaken. – for example the 3kV DC traction involved in their deployment.
• Cross acceptance was used but it environment and the UK deployment
Sean and Phil would like to recognise
was very important to understand in to a 25kV AC traction environment.
the contributions to the Q&A which
the base safety case from which the • Goal Structuring Notation was really made the whole thing come to life.
cross acceptance was being made used latterly in safety cases and Specifically Paul Darlington – the editor
– noting that in this case the system was very effective and adaptable as of this august publication – who owned
was still new in its home market the project did its best to address the completed system in his role as
and applications were ongoing the programme overrun that Route Asset Manager RAM signalling at
in Italy that included changes to occurred latterly. Manchester and to the two testers who
the system i.e., the base case was
• Sometimes no amount of adaptation both worked for SITEC at the time and
itself changing.
in operating process will allow a who contributed their experiences of the
system to be deployed without testing activities.

35
IRSE News | Issue 289 | June 2022

Membership changes
Elections Promotions
We have great pleasure in welcoming the following Member to Fellow
members newly elected to the Institution: Gary Hirons, Ramboll, UK
Andrew Thorpe, RT Infrastructure Solutions, UK
Fellow
Wang Chunjun, CRSC, USA Associate Member to Member
Mathew Simmonds, Transport For London, UK Ian Eason, Network Rail, UK
Owen Flanders, Network Rail, UK
Member Thomas Johnson, Siemens Mobility, UK
Simon Barker, Volkerrail Signalling, UK Matthew Lewis, Resonate, UK
Simon Bradbury, Arup, UK Tulani Uwareime Mhlanga, Network Rail, UK
Jun Yu Chan, TRESEC, Malaysia Uchenna Tochukwu Obidike, Siemens Mobility, UK
Daniel Holder, Network Rail, UK Shivani Singh, WSP, India
Darren Jones, Ramboll, UK Emre Teke, Hitachi, Turkey
Rajesh Kumar, Maharashtra Rail Infrastructure Development Corp, India
Selvi Muthuvel, Wabtec, Australia Affiliate to Member
Nicholas Gary Plant, Queensland Rail, Australia Dek Paul Owen, Network Rail, UK
Michelle Louise Price, Babcock, UK Hiu Chun Pun, Siemens Mobility, Hong Kong
Stephen Voce, Network Rail, UK James Howard Stanley, Alstom, UK

Associate Member Affiliate to Associate Member

Pratik Agrawal, WSP Consultants, India Nicholas Jones, Siemens Mobility, UK
Carole Ballard, Volker Fitzpatrick, UK Ashley Murray, Queensland Rail, Australia
Scott Cadzow, Network Rail, UK
Keng Hoe Chan, MMC Gamuda KVMRT, Malaysia
Kuok Lon Ho, MTR Railway Operations, Macau Professional registrations
David Hudd, Network Rail, UK
Henry Kandiero, Hitachi, Saudi Arabia Congratulations to the members listed below who have
Ross King, Network Rail, UK achieved final stage registration at the following levels:
Jennifer Kate Kirk, Network Rail, UK
Ben Lauezzari, Network Rail, UK EngTech
Andrew David Leeson, Network Rail, UK Edward Burgess, Siemens Mobility, UK
Wai Ho Mak, Alstom, Hong Kong David Davies, Technotrack Engineering, UK
Basalingappa Metri, WSP Consultants, India Lance Mannion, ISS Labour, UK
Aaron Miranda, Metro Trains Melbourne, Australia Darius Thompson, Network Rail, UK
Nanditha Nanda Kumar, East West Rail, UK
Moiz Ahmed Rana, UGL, Australia IEng
Darius Thompson, Network Rail, UK
Arjun Kumar Veeranki, Wabtec, India Thomas Flynn, Network Rail, UK
Murale Raj Visvalingam, MMC Gamuda, Malaysia Amr Said Mohamed Ali Ibrahim, Sener Ingenieria y Sistemas, Qatar

Past lives
It is with great regret that we have to report that the following Resignations: Alexander Dubov, Susan Durrant, Ian Embery,
William Ogilvie Henderson, Christopher Jones, Matthew Phillips,
members have passed away: Leslie Banfield, Anthony Palermo
Frans Kruger van der Walt and Michiel Vijverberg.
and Roger Phelps.

New Affiliate Members

Chandana A, Metro Rail, India Jonathan Kane, Kane Rail, Australia
Arvind Bali, Network Rail, UK Cameron Laight, Alstom, UK
Hafiz Zaroon Bhatti, Orange Line Metro Rail, Pakistan Mohammad Ziyaad Nahaboo, Metro Express Ltd, Mauritius
Gary Campbell, Network Rail, UK Paul Naylor, CPC Project Services LLP, UK
Saloni Chaudhary, Network Rail, UK Benjamin Norris, Ramboll, UK
Raju Devaraneni, Student, UK Giuseppe Parente, Hitachi, UK
Akshay Doosa, SNC-Lavalin Atkins, Australia Shailendra Kumar Prajapati, Systra, India
Eden Rose Fernandes, Aurecon Australasia, Australia Radarapu Praveen, Alstom Transport, Australia
Benjamin Gomm, Arup, UK Anika Tasnim Rahman, Arup, UK
Jak Heppenstall, Network Rail, UK Akshita Rayasam, WSP, India
Daniel Hocking, Global Rail, UK Bibek Kumar Singh, Intercontinental Consultants & Technocrats, India
Sophie Humphries, Siemens Mobility Limited, UK Matthew Tan, Student, UK
Arrmeila Jeyanathan, Network Rail, UK David Teller, Omada Rail, Australia
Mikey Jones, Colas Rail, UK Handryawan Tjo, Arup, Australia

36
 IRSE News | Issue 289 | June 2022

Your letters

Are we learning the lessons An example of how the UK might Proceedings for sale
we should be? be lagging behind is the recently A complete set of IRSE proceedings
announced resignalling at Cambridge. from 1913 until the last printed version
Another good April issue of IRSE News According to press reports, this will be a
and some very good articles. I was (2014/2015). Quality storage boxes
conventional ‘lights on sticks’ project but included. COLLECTION only by mutual
interested to read the article about the having an ETCS future capability. Surely if
Digital Railway specifications created agreement (time/date; vehicle needed).
any scheme should be planned for ETCS Northamptonshire.
by Network Rail which seems to be a from the word "go", then Cambridge
very positive step forward towards using fulfils the requirements. All trains coming I may be prepared to donate them
technology to deliver a highly functional up from Hitchin will be ETCS-operational to a suitable archive, museum,
railway of the future. However, I'm really as part of the ECML project, all the Great library or similar, (but they will still
interested to hear how other countries Eastern Anglia new fleet of Stadler trains require collection)
have tackled this. are ETCS-ready, the freight fleet will
Sensible offers by email to
The UK is well behind other countries be well into their fitment programme
[email protected]
such as Spain (as shown in the article by and any others will be few in number
Jorge Iglesias article in the same issue) and surely capable of adaptation. Why John Tilly
and the Netherlands (Paul Hendriks therefore is Cambridge adopting a
article in IRSE News issue 283) in the traditional approach?
deployment of ETCS, and countries such Is Network Rail, and the future Great
as China where the roll-out of CTCS has British Railways organisation, really
been very rapid. serious about implementing the
Are we learning the lessons we should declared digital railway programme?
be from railways elsewhere? Or are we Clive Kessell
in danger of operating in silos, sharing Past President
some information but hiding behind a
wall of "oh, it's different here"? Surely
the UK isn't the only country to have
developed specifications for the use of
the new technologies.

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 2022, 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]

stored in a retrieval system, or transmitted in any Contributing Editors Advertising
form or by any means without the permission in For advertising rates and deadlines call the IRSE
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how to become a member, visit our website at contents are true and correct in all respects.
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interested or involved in the fields of railway e-mail: [email protected]
control systems, communications, data Allan Neilson (Australasia) Printed by Herald Graphics, Reading, UK
management or systems engineering. e-mail: [email protected] www.heraldgraphics.co.uk

Contributions Alexander Patton (Local Sections)

e-mail: [email protected]
Articles of a newsworthy or technical nature are
always welcome for IRSE News. Members should Francis How
forward their contributions to one of the editors e-mail: [email protected]
listed.
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37
 IRSE News | Issue 289 | June 2022

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