Rail Engineer - Issue 173 - April 2019

by rail engineers for rail engineers

APRIL 2019 – ISSUE 173

Decarbonisation on the agenda at

RIA’s innovation conference

RAILTEX PREVIEW

Looking forward to Railtex 2019 at the NEC next month. Exhibitors, seminars, features - they are all in this extensive preview.

ROLLING STOCK & DEPOTS

TRAM SPEED PROTECTION

MOVING MUD

As the dreadful accident on the Croydon network was caused by excessive speed, plans are in place to provide automatic protection.

The wet and windy late winter has caused problems on the rail network with landslips and washouts. How is Network Rail coping?

www.railengineer.co.uk

RAILTEX PREVIEW

140 000 GOOD REASONS FOR MORE

PASSENGERS ON TIME Find out how NSK was able to the extend the overhaul interval of underground train traction motor bearings at nskeurope.com/success

RAIL ENGINEER MAGAZINE

CONTENTS

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44 46 90 92

Feature

05 06 08 12 28 32

Railtex Preview Welcoming the industry to Railtex Railtex comes to the NEC in May, and Rail Engineer is looking forward to it.

Railtex 2019 – planning your visit Which stands to go and see? Here are some suggestions…

Floorplan and exhibitor list Find your way around all the stands and features

Putting passengers first Alex Hynes, MD of ScotRail Alliance, expresses his views in a guest editorial.

Unlocking the benefits of HS2 John Downer of High Speed Rail Industry Leaders and Jacobs gives his personal opinion.

News HS2, PWI, new London-Edinburgh service, Bombardier and Eurotunnel, LEDs at Liverpool Street.

Decarbonisation on the agenda David Shirres listened to the discussions at the RIA Innovation Conference.

Risk-based CWR management Chris Parker discovers how enforcing standards is tempered by local needs.

Moving Mud As the winter rains fall, and the spring winds blow, the earth moves around the railway.

Technical seminars at Railtex Details of the presentations and keynote speeches on all three days of the show.

44 32 Rolling Stock & Depots

36 38

Every second counts When is a train on time or late? And where?

New ways to measure punctuality.

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16 24

Buying HS2’s high-speed trains The second part of this article looks at the pedigrees of the potential bidders.

Tram speed protection Clive Kessell reports on plans to prevent overspeed and accidents on tram networks.

Recognising innovation Winners at the Plantworx Innovation Awards included several railway companies.

Rail Engineer | Issue 173 | April 2019

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ATO INTEGRATION TO ACHIEVE A TRULY INTEROPERABLE SYSTEM HOSTED WITH:

Building on the success of the previous seminar, we are pleased to announce that the second Automatic Train Operation (ATO) event hosted with the Institution of Railway Signal Engineers, will be taking place on 9 May 2019 at One Birdcage Walk, London.

9 May 2019 Institution of Mechanical Engineers One Birdcage Walk, London

Address the critical issue of the technical integration for ATO and the importance of Signal and Rolling Stock engineers working together to optimise performance. This event will feature practical ATO case studies and detail the regulatory requirements for its implementation. Network with key players in rail from the UK and Europe to discuss ATO along with the future of mainline rail.

More details available at www.imeche.org/ato Railway Division Seminar

EVENT PARTNER:

BOOK YOUR PLACE TODAY

WWW.IMECHE.ORG/ATO

TERMS AND CONDITIONS APPLY

RAIL ENGINEER MAGAZINE

GUEST EDITORIAL

Putting Passengers First a guest editorial by Alex Hynes,

ALEX HYNES

Network Rail is changing how it operates. Putting Passengers First is a new model for the organisation, which will make the company more responsive to the needs of train and freight operators and, ultimately, the fare paying passenger and freight shipper.

Decisions that affect customers need to be taken closer to the coal face and the move to a regional structure with greater local accountability will help Network Rail achieve this.

In my experience, Scotland provides a great environment for collaborative working. There is more overlap between ScotRail and the Scotland route than in many of the routes south of the border and Transport Scotland is a strong client that expects Network Rail and its train operators to work together.

Hence, the Scotland route is already fortunate to have a close working relationship with its customers, including freight.

For this reason, I expect there to be less change in Scotland than elsewhere. Perhaps the biggest change is that the regions will have a much bigger engineering capability, under the leadership of an engineering director. Although we have some brilliant

engineers, engineering resource in the routes is currently stretched.

The regions will also take over responsibility for project delivery, with strategy and planning functions also moving as part of the changes. This will put all the levers of the railway system under the leadership of a single team that is attuned to local requirements.

A strengthened engineering function is needed to close the gap between our current PPM performance of 87.6 per cent and our target of 92.5 per cent, with infrastructure failures accounting for a third of all delays and many of the high-delay incidents earlier in 2018. On certain parts of the network, we have to aim for no service-affecting failures in the peak. The strengthened engineering team will determine how this can be achieved. It is then my job to find the money for their solutions, which could include more in-built redundancy, intelligent infrastructure to predict potential failures and standards that consider both safety and reliability.

Standards will be another big change. The intention is that regional engineering directors will set standards as a collective, administered by the company. Such company standards will be an irreducible core and will give regional engineers the flexibility to deal with the very

Thanks to Alex Hynes for his guest editorial highlighting the crucial role of engineers as Network Rail moves towards a more passengerfocused railway.

An example of the flexible approach to standards he mentions is the risk-based management of continuous welded rail, as Chris Parker describes. A risk-based approach is also used to manage earthworks.

However, as Nigel Wordsworth makes clear, this is not easy.

To control the risk from trams overspeeding, Clive Kessell explains how a tram speed protection system is to be fitted on the Croydon tram network following its fatal accident in 2016.

Decarbonisation was a key topic at the Railway Industry Association’s innovation conference, where IMechE Railway Division chair, Andy Mellors, described how electrification both saves carbon and transforms services to give passengers what they want. Innovation was also the

managing director ScotRail Alliance

different types of railways across the UK. The engineering team will also develop and implement regional engineering strategies. Although I’m proud that Scotland has delivered both the Stirling-DunblaneAlloa and the Shotts electrification schemes early and to budget, we intend to find better ways of working and drive down costs further.

As part of the pipeline for the new control period, we are also currently investigating electrification schemes on other lines but understand the Scottish Government will only invest in these if we can demonstrate good value for money.

A whole-system signalling strategy is also being developed, in consultation with our client and funder, Transport Scotland. This will only include the digital railway if it delivers the outputs of capacity, journey time and reliability. The digital railway is not being pursued as an end in itself - the extent to which it is part of this strategy is a decision to be taken in the region.

I feel very optimistic about the future as I am certain that the new organisation structure will build on what Network Rail’s routes have already achieved. Bringing engineers and project teams closer to passengers and freight customers will give them a more satisfying role and help drive up performance to keep people and goods moving.

theme of the second Plantworx awards - it attracted 120 entries, we name the winners.

The second part of our HS2 train procurement feature describes pedigree of the bidders who are all offering state-of-the art trains.

These will also reduce the UK’s carbon footprint by attracting passengers from less carbon-friendly cars and planes. In an opinion piece, John Downer, of High-Speed Rail Industry Leaders, explains how HS2 will create extra capacity on the West Coast, Midland and East Coast main lines to the north and boost regional economies.

For those going to Railtex, we have a preview of the exhibitors and details of Rail Engineer’s technical seminar programme. Do come to these presentations or join us at our stand.

DAVID SHIRRES - RAIL ENGINEER EDITOR

Rail Engineer | Issue 173 | April 2019

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RAIL ENGINEER MAGAZINE

JOHN DOWNER

Unlocking the benefits OF HS2 HS2 is being built, an Act of Parliament has set up HS2 Ltd, funding is in place and, crucially, construction has begun in earnest this year. We are breaking ground on a transformational piece of national infrastructure, and in advanced discussions with a diverse range of stakeholders and local communities about how we maximise the benefits of the project for the whole country.

So why do we continue to hear politicians reheating tired and flawed arguments about HS2? That train has long since departed. A choice between HS2 and regional rail improvements is no choice at all, we are already delivering HS2 and we will deliver both.

So, what does this mean about the future discussions to be had? It means talking about complementary expansion, upgrade, and integration of the existing network. It is not credible to pretend that we have a choice between improving the existing rail infrastructure and delivering HS2. They are separate but strongly related questions.

Political choices are so rarely ‘either or’, and more often should be ‘both’.

In presenting the choice of rail investment as one between HS2 and regional schemes, political leaders and commentators betray the benefits of building both. As an industry

Rail Engineer | Issue 173 | April 2019

we should make the case for HS2 and its integration with Northern Powerhouse Rail and Midlands Connect.

Government policy is to build HS2, both phases one and two, and to improve regional rail connectivity through schemes like Northern Powerhouse Rail and Midlands Connect. To do one without the other is a foolhardy choice and does a great disservice to the country. Nowhere would feel the full benefits of HS2 if we see it as a binary choice between HS2 and other programmes to better connect our regions. The great towns and cities across the North and Midlands, from Bradford to Birmingham, need both.

There are opportunities across the country to improve connectivity, boost jobs, and regenerate towns and cities which, for too long, have lacked the tools to succeed.

These are opportunities that are realised and maximised through the HS2 network being integrated with NPR and Midlands Connect.

HS2 is building on a renaissance of delivering high quality infrastructure projects in the UK and, through that, creating and retaining highly skilled jobs and boosting economic growth.

Currently, HS2 is supporting over 7,000 jobs. This will rise to 30,000 at the peak

of construction. Importantly, 70 per cent of these jobs will be based outside of London.

Right now, over 250 apprentices have worked on HS2 and, over the lifetime of the project, 2,000 apprenticeships will be delivered. This next generation of industry leaders will experience working on a world class infrastructure project, an opportunity that will shape their careers and understanding of the industry for years to come. HS2 will develop future geologists, architects, and horticulturalists, as well as engineers, project managers, and designers.

HS2 will be integrated with Midlands Connect and Northern Powerhouse Rail, amplifying and widening the scope for meaningful apprenticeships. Crucially, it will develop these skills all over the country and for the benefit of the whole country. The careers of these highly skilled workers do not begin and end with one project; these workers are a national asset and part of a workforce fit for the future.

These projects, when viewed holistically, are about transforming the economic geography of the country. The North has just over 15 million people, with a gross value added of £315 billion to the economy.

In London, with just over half that number

OPINION

of people, they are producing around £600 billion Gross Value Added. We know that the North is underperforming, and we know that part of the problem is connectivity east to west, as well as north to south.

The Strategic Transport Plan for the North of England offers a £70 billion vision for the future, targeted at supporting 850,000 fulltime additional jobs, and 100 billion gross value added by 2050. HS2, NPR, Midlands Connect, the Transpennine Route Upgrade and the improvements to the East Coast main line are all part of the solution.

Key to this is capacity and connectivity between cities in the North, for which the benefits are only truly gained if we integrate NPR with HS2. Currently, only two million people can get to four of the major cities within 90 minutes - with NPR that will rise to nearly 10 million.

By increasing the average journey speed in the North, from just nine miles an hour faster than a car to up to 125 mph, or 140 mph when operating on HS2 lines, we will see the journey from Sheffield to Leeds reduced from 43 minutes to 28, with four trains per hour instead of just one. There will be thousands of additional seats between the great hubs of Manchester and Leeds every hour. This current programme

means thinking holistically about how we use HS2 as the main artery of a new kind of rail network.

High Speed Rail Industry Leaders (HSRIL) represents companies with an interest in high speed rail projects. Our members’ businesses are located across the length and breadth of the country, as well as around the world. We know what benefits rail can bring, we see the benefits on the ground but also in the strong economic evidence base.

Of course, we are champions of highspeed rail, but our voices are not the most significant in this debate. It is the political and business leaders in the North, the Midlands and the rest of the country that are crying out of the politicking to end and the serious decisions to be taken. From Manchester Mayor Andy Burnham, Leeds City Council Leader Judith Blake, to West Midlands Mayor Andy Street, they are stepping up to the plate and demanding that HS2 goes all the way to Manchester and beyond, but that is not considered in isolation. As an industry, we must provide ballast for those advocates willing to say it is not ‘either or’ but ‘both’, despite the political inconvenience it causes for them.

HS2 will leave a lasting legacy on the country. It will bridge the North-South

divide, boost regional economies, and ease pressures on our ageing infrastructure.

The physical and financial legacy of the programme will only be part of the story.

The human side of the story will see HS2 supporting supply-chain businesses and communities across the country. A generation of professionals will gain skills and experience working on a globally renowned project, and will go on to do great things in their careers as a result.

HS2 is about so much more than speed or capacity - but we can only unlock the extra value that it can bring by thinking broadly and deeply about the future of the country.

Railways are not easy and solutions are not simple. Politically expedient answers might offer a temporary fix for those craving headlines, but the problems are multifaceted and the solutions need to be too. We must, as an industry, continue to challenge the lazy rhetoric around HS2 and what it means for the country.

There is so much at stake and it is up to us to rise to meet this challenge.

John Downer is a director of High Speed Rail Industry Leaders and Client Account Director - Rail Solutions at Jacobs.

However, the views expressed in this piece are his own.

Rail Engineer | Issue 173 | April 2019

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THE TEAM

NEWS

Editor David Shirres david.shirres@railengineer.co.uk

Production Editor Nigel Wordsworth nigel.wordsworth@railengineer.co.uk

Production and design Adam O’Connor adam@rail-media.com Matthew Stokes matt@rail-media.com

Engineering writers bob.wright@railengineer.co.uk clive.kessell@railengineer.co.uk collin.carr@railengineer.co.uk david.bickell@railengineer.co.uk graeme.bickerdike@railengineer.co.uk

HS2 completes demolition at Old Oak Common

grahame.taylor@railengineer.co.uk lesley.brown@railengineer.co.uk malcolm.dobell@railengineer.co.uk mark.phillips@railengineer.co.uk paul.darlington@railengineer.co.uk peter.stanton@railengineer.co.uk stuart.marsh@railengineer.co.uk

HS2 has completed demolition of eight buildings at Old Oak Common, clearing the site of the Victoria Road Crossover Box, the underground structure that will allow trains passing through the London tunnels to switch tracks.

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Rail Engineer | Issue 173 | April 2019

The 42,000 square metre site is close to the new Old Oak Common ‘super-hub’ station, design proposals for which were released recently.

More than 6,500 cubic metres of rubble from the clearance of the old warehouses and light industrial units was processed on site and will be reused during construction of the tunnels and crossover box. In total, more than 98 per cent of the material from the demolition was sent for reuse and recycling.

The team, consisting of HS2’s London enabling works contractor, a Costain Skanska joint venture (CSjv), and subcontractor McGee, will now move on to clearing hardstanding, completing utilities diversions and collecting geological data that will feed into the detailed design of the crossover box. This is being designed and will be built for HS2 by a Costain/Skanska/STRABAG joint venture (SCS Railways). The 130-metrelong box will be 25 metres underground, with three headhouses at ground level to provide maintenance and emergency access as well as a separate ancillary shaft.

During construction, the crossover box will also be used to launch two of the four tunnel boring machines digging the tunnels from Old Oak Common to Ruislip on the edge of London. Excavated

material from the tunnels will be removed via the box and taken away by rail from the nearby Rail Logistics Hub. The Victoria Road box could also be used to provide sustainable waste heat energy to hundreds of new homes around the site. A recent feasibility study proposed capturing hot air created by trains moving through the tunnels and using heat pumps to transfer it to the surface via the crossover box. This could then be used to heat water and power central heating for new housing developments, part of the wider Old Oak and Park Royal development.

NEWS

Professional Recognition

coming soon...

for Railway Engineers The rail industry relies on its engineers and is keen that their professionalism is recognised in the industry and by society. Over the last few years the Permanent Way Institution (PWI) has worked to develop relevant paths to professional registration.

While many people have the skills, knowledge and experience to be professionally registered, professional registration provided by the traditional engineering institutions hasn’t been a good fit with railway engineering. This is particularly the case where people haven’t followed the traditional academic route at the start of their careers.

The PWI offers relevant routes to professional registration for Engineering Technician, Incorporated Engineer and Chartered Engineer. There has been a real push to encourage registration at all three levels, because the industry relies heavily on professionally registered engineers.

The first registrations were in July 2015 and, by the end of 2018, over one hundred engineers had gained professional recognition

through the PWI, working with a partner organisation.

However, in January this year, the PWI was granted its own licence to award professional registration by the UK’s regulatory body, the Engineering Council. The PWI’s team will now be able to tailor registration procedures even more closely to the needs of the industry and its people, giving engineers from all technical disciplines simple but rigorous ways to achieve the qualifications their work and dedication deserve.

Taking this forward as CEO will be Stephen Barber, who is widely known and respected in the industry. He took over the role from David Packer, who is retiring after nine years heading up the Institution.

The PWI has also welcomed Joan Heery of AECOM as she became its new President, taking over the role from Stephen.

MAY 2019 PLANT, EQUIPMENT &

RAILWORX PREVIEW As work on the railway becomes increasingly mechanised due to the pressures of productivity and efficiency, Rail Engineer looks at the latest equipment and techniques that are coming to or have arrived on worksites around the network.

The first ever RailWorx outdoor exhibition will take place in June and this issue previews what visitors will be able to see at the show.

Attachments, Excavation, Hand tools, Handling, Hire, Innovation, Lifting, Maintenance, Piling, Power Tools, Product Launches, Road-Rail, Safety, Surveying, Welding, Welfare.

RAILWORX: Demonstrations, Displays, Exhibitor list, Innovations, Networking, Site Plan.

JUNE 2019 TECHNOLOGY & INNOVATION Trains, signalling, asset management, communications, power distribution and station control systems all have technology at their heart.

Developing this presents its own challenges for manufacturers, installers, system integrators and users alike, and finding the best solution requires expertise and innovative thinking, often involving both industry and academia.

Academic Research, Advanced Thinking, Compliance, Innovation, Internet of Trains, Latest Technology, New Working Practices, Novel Techniques, Pilot Studies, Product Approvals, Research & Development, Testing.

JULY 2019 STATIONS & RAILTEX PREVIEW Rail Engineer reports on station construction and redevelopment, using technology to improve the passenger experience, and managing access and revenue. New roofs, improved public address, platform extensions, repurposing or improving facilities, better lighting and streamlined passenger flows - it’s all covered.

In addition, Rail Engineer also looks back at RailWorx and reviews what was on show.

Accessibility, Architecture, BIM, Barriers, Buildings, CCTV, Car Parks, Catering, Cleaning, Escalators, Landlord Permissions, Lifts, Lighting, Maintenance, Passenger Information Systems, Planning Issues, Platform / Train Interface, Platform Screen Doors, Platforms, Records, Refurbishment, Reporting, Retail, Security, Software, Smart Ticketing.

RAILTEX: Displays, Exhibitor list, Floorplan, Innovations, Networking, Keynotes, Seminars.

Rail Engineer | Issue 173 | April 2019

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NEWS

Now low-cost service between London and Edinburgh to start in 2021 Plans for a new 'open access' service, to commence in Autumn 2021 between London King's Cross and Edinburgh, have been announced.

With an average fare of less than £25, on-board catering and free Wi-Fi, the new service should be attractive to both current train passengers and those who normally fly - estimated to be two-thirds of those travelling between the two cities.

Five trains a day each way, each with 400 seats, will add capacity for an extra 2,000 passengers in each direction from London King’s Cross to Edinburgh, calling at Stevenage, Newcastle and

Morpeth. Journey times will be approximately four hours and the first service of the day from London is planned to arrive in Edinburgh by 10:00, which should make it attractive to business passengers.

The service will be operated

by FirstGroup, which has secured ten-year track access rights, to start in 2021, following approval by the Office of Rail and Road (ORR) in April 2016. The company already has extensive experience running an open

access operation - First Hull Trains make 90 journeys a week on the East Coast main line between London and Hull.

Today’s news that FirstGroup has procured Hitachi’s latest AT300 125mph intercity electric trains provides confirmation that the service will be going ahead and will start in Autumn 2021.

Hitachi will build five AT300 125mph intercity electric trains of five carriages each for the new service, and the new trains will be fully maintained by Hitachi for 10 years. Beacon Rail is

providing the finance.

First Rail managing director Steve Montgomery said: “There’s a real gap in the market for truly affordable rail travel between the two capitals - our plans show we are serious about competing with low-cost airlines and opening up rail travel on this key route to thousands of new passengers.

“The new trains we are introducing will provide the highest level of comfort and service, whilst being great for the environment and air quality.”

INTEGRATED 19” CABINETS, RACKS & ENCLOSURES Cannon Technologies Ltd Queensway, Stem Lane New Milton, Hampshire BH25 5NU T: +44 (0)1425 632600 E: sales@cannontech.co.uk Rail Engineer | Issue 173 | April 2019

NEWS

Bombardier to rebuild Eurotunnel shuttle trains As part of its 2018-2026 mid-life programme, Eurotunnel has contracted Bombardier Transportation to renovate nine 'PAX' shuttles in a deal worth €150 million (£128 million) over seven years. Deliveries will commence in mid2022 and continue until mid-2026.

The 800-metre-long shuttles carry passengers who remain in their vehicles during the 35-minute crossing. They each make 300 round trips each month and have done so for the last 25 years since the tunnel opened. The shuttle vehicles were originally built by Bombardier in Belgium and France.

Bombardier will renovate 26 wagons on each of the nine shuttles, made up of 12 single-deck carriages for coaches, minibuses, caravans and vehicles over 1.85 metres high, 12 double-deck carriages for cars and motorcycles, and two double-deck loader wagons. There are also two spare loader wagons.

As part of its role as project technical advisor, Bombardier will lead the integration and renovation operations as well as the engineering design and procurement for onboard equipment.

Eurotunnel itself will undertake the design and procurement of key equipment such as brakes, doors, fire doors, fire detection, HVAC and the double-deck loaders. It will also manage the homologation process of the renovated shuttles with the appropriate authorities, with Bombardier providing technical support in preparing the required documentation.

President of Bombardier Transportation France Laurent Bouyer said: “This project, the largest in Europe in terms of scope and ambition, marks a milestone in the development of our refurbishment activities and places Bombardier as the leader of this market in France. As well as their own know-how, our French teams will be able to tap into the overall engineering expertise and processes across the Bombardier group to make a success of this unique project.”

New LED lights at Liverpool Street station save money and energy Network Rail has completed its project to replace over 3,500 lights at London Liverpool Street station with LED lamps, saving an estimated 800,000kWh each year.

The concourse, all 18 platforms and other public areas of Britain’s second busiest station, through which 66 million passengers travel annually, are now all lit by Goodlight LED lamps.

This will reduce both energy and maintenance costs, as the new LED lights run cooler than the previous bulbs, making them more reliable and less prone to heat related failures.

The new LED lighting will also increase the efficiency of emergency lighting, thanks to the installation of three new backup power supply rooms.

Network Rail’s works delivery manager at London Liverpool Street station, Adam Thackeray, commented: “We decided to move to LED lighting at London Liverpool Street as its better for the environment, it saves energy, is cheaper and it improves the experience for passengers.

“The opportunity to reduce costs for lamp replacement was also a significant consideration as LED lights typically last for up for five years, so they don’t need replacing as often.

“By shining a light on the problem, we hope other stations owned

by Network Rail will consider switching to LED fittings.”

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Rail Engineer | Issue 173 | April 2019

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FEATURE

Decarbonisation on the agenda at

RIA’s innovation conference

DAVID SHIRRES

E

uropean Environmental Agency figures show that, per passenger kilometre, rail transport’s CO2 emissions are respectively 28 and 11 per cent of those on road and air transport.

Nevertheless, however good rail’s environmental credentials, the industry can and has to do much more to both reduce its carbon footprint and reduce harmful emissions.

This message was stressed by various speakers at the recent Railway Industry Association’s Innovation Conference. In his presentation on innovating to improve passenger services, Network Rail chief executive Andrew Haines stressed the importance of the decarbonisation agenda and advised that recent electrification schemes had been delivered to budget.

In her presentation Claire Porter, TfL’s head of transport systems engineering, referred to a recent study that concluded poor air quality was responsible for 9,000 deaths a year in London.

Presentations from Network Rail’s R&D team included the sustainability aspect of the Shift to Rail programme and Professor Clive Roberts advised how the UK Rail Research and Innovation Network (UKRRIN) is working both with Network Rail, to reduce electrification clearances, and with Porterbrook, on the development of the Hydroflex hydrogen train. M.A.D.E. (Materials, Automation, Data and Energy) pitches included Warwick Manufacturing Groups’ light-weighting and hybrid propulsion and the G-volution technology.

Rail Engineer | Issue 173 | April 2019

Decarbonisation projects The G-volution patented dual-fuel technology uses its optimiser to optimise combustion introducing Liquified Natural Gas (LNG) to co combust in an existing diesel engine. The quantity of diesel required is therefore reduced as the LNG replaces it but the engine always retains its ability to run on 100% diesel should the secondary fuel (LNG) not be available.

FEATURE The presentation given by Andy Mellors (right) was entitled “The Decarbonisation Journey”. He noted that it was now ten years since the Climate Change Act gave the Secretary of State a duty to ensure that the net UK carbon account for the year 2050 is at least 80 per cent lower than the 1990 baseline and that, although the UK had reduced carbon emissions by 43 per cent since 1990, there was still some way to go.

He advised that the DfT have set his, and other, franchises challenging targets in respect of carbon reduction per passenger kilometre. This shows that, when trains are lengthened, they should not be empty during off-peak hours and that more passengers travelling by rail helps meet this target.

Hence, it’s clearly important that rail gives passengers what they want. Andy referred to Transport Focus information about passenger priorities which showed that, after value for money and getting a seat, greater punctuality, fewer cancellations and reduced journey time were important. He noted that none of these passenger priorities were concerned with what was “under the bonnet” so felt that passengers should be asked about the importance of carbon reduction in future surveys.

He also showed fleet reliability comparisons for three eras of diesel and electric multiple that, in all cases, showed that electric units were twice as reliable in terms of miles per technical incident (causing more than three minutes delay).

Electric trains also offer faster, quieter trains and their acceleration enables them to stop at more stations.

Electrification therefore gives passengers what they want. Indeed, Andy noted that the introduction of electric trains on the

Thames Valley lines had transformed the passenger experience. It also has good carbon credentials as, per passenger kilometre, diesel trains emit three times the carbon of electric trains.

For all these reasons, the Institution of Mechanical Engineers recommends that the UK Government rethinks its cancellation of electrification programmes and moves forward with a more innovative and long-term approach with an electrification rolling programme that can create skills and careers and develop supply chains. Andy was pleased to see that the interim report of the rail industry decarbonisation task force had concluded that “electrification is the better economic choice for an intensively used railway” and that its “costs and disruption are best minimised with a steadily managed programme rather than an intensive rollout of electrification”.

However, alternative traction needs to be considered on lines for which electrification is an unrealistic proposition.

In his previous role as engineering director of First Great Western, Andy was pleased to have been involved in the development of the self-powered Class 769 “Flex” unit,

PHOTO: LUKE DEAVES

This enables particulate emissions to be reduced by 90 percent and a CO2 reduction of up to 44 per cent. The technology enables the dual-fuel engine to perform and operate exactly as if it were running on 100% diesel. With the reduced fuel cost, its pay-back period is estimated to be two to three years.

This technology has been proven on road with over 300 lorries in the UK covering over 50 million kms that are part-fuelled by liquid natural gas, stored at minus 190°C in a cryogenic tank.

RSSB has part-funded the installation of this technology to a Grand Central Class 180 unit that will be operational and demonstrated on network at the end of the year.

As Rail Engineer reported in December (issue 170), RSSB recently launched competitions offering funding for decarbonisation projects. In January, it was announced that five decarbonisation projects had each been awarded £345,000 in the “First of a Kind” competition run by Innovate UK on behalf of the Department for Transport. These were: »» Trialling an Eminox exhaust aftertreatment system on a South Western Railway Porterbrook Class 159 unit although such systems are widely fitted to HGVs, this will be its first use on a railway vehicle; »» Fitting a Class 66 freight locomotive with a Vortex exhaust system, the improved gas scavenging of which is expected to reduce particulate emissions by 50 per cent and reduce fuel consumption; »» Unipart’s development of digital displacement pump transmission which, unlike conventional transmissions, is highly efficient at low speeds; »» The “Riding Sunbeams” project to use solar power for third-rail DC traction; »» Using Steamology technology superheated steam generated from tanks of compressed hydrogen and oxygen drive a turbine which generates electricity - to power a range extender to charge the batteries in a Vivarail Class 230 unit.

The Decarbonisation journey The second morning of the conference included presentations by Andy Mellors, managing director of the South Western trains franchise and chair of the IMechE’s Railway Division, Phillippa Oldham, head of national network programmes for the Advanced Propulsion Centre and Andrew Kluth, RSSB’s lead carbon specialist.

Class 387 Electrostar at London Paddington.

Rail Engineer | Issue 173 | April 2019

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FEATURE

which can also operate on overhead and third-rail electrification. This is soon to be operational on the Reading to Gatwick Airport service, where it will be powered by the third rail for most of the time.

Work also needs to be done to reduce the emissions of diesel trains, especially freight trains, for which innovation is required such as the decarbonisation projects mentioned above.

Andy noted that the Riccardo team that won last year’s Railway Challenge included automotive graduates. He felt this showed the potential for cross-sector innovation.

Automotive roadmaps Phillippa Oldham explained how the automotive sector is subject to unprecedented technological change as it develops propulsion technologies to respond to numerous environmental and societal pressures as well as legally binding CO2 targets and tailpipe emission targets.

She noted the complex relationship between CO2 and tailpipe emissions, as shown by a recent increase in CO2 emissions from road transport due to the reduction in the sales of more efficient diesel cars as a result of concerns from tailpipe emissions. She also mentioned that, as the Government’s “road to zero” strategy was primarily concerned with electric vehicles, it could be difficult to fund research to improve internal combustion engines, despite them being needed for heavy duty vehicles for the foreseeable future. In this respect, there is an analogy with the difficulties of decarbonising rail freight vehicles.

Rail Engineer | Issue 173 | April 2019

To support the development of the required automotive technologies, the Advanced Propulsion Centre has produced its roadmap report. This considers the types of technologies needed for cars, buses and commercial/off-highway vehicles up to 2040 and has roadmaps for electrical energy storage, electric machines, power electronics, thermal propulsion systems and lightweight vehicles and powertrain structures. These show how specific technologies need to develop to provide the required targets.

Of these, the electrical energy storage roadmap is particularly relevant for nonelectrified rail traction. This gives targets for cost and energy density as well as detailing technologies needed to improve electrolytes, separators, binders, solvents, anodes, cathodes and casings.

Phillippa noted that there were significant emissions associated with the production of batteries (the respective emissions for petrol and battery cars have been estimated to be 5.6 and 8.8 tonnes CO2) and that batteries generally cannot be recycled as they are not designed for this.

The taskforce Andrew Kluth explained how UK carbon emissions were being reduced with power accounting for a 60 per cent reduction between 2012 and 2017. However, emissions from transport had increased by four per cent over this period. Although the sector was becoming more efficient, more people were travelling. Within the transport sector, rail accounts for two per cent of all emissions.

His presentation explained how the rail industry decarbonisation taskforce had a mission to move UK rail to the lowest possible carbon energy base by 2040. Its purpose was to draft the rail industry’s response to the Minister’s vision to remove diesel-only trains from the tracks by 2040. He advised that the transport sector’s climate change target was likely to be net zero by 2050 and that this might be accelerated to net zero by 2040.

Hence the industry had to consider how to meet this challenge.

The taskforce had recently produced its interim report. This showed traction energy accounted for 63 per cent of all

PHOTO: DEREK WILSON

GB Railfreight class 66/7 no 66751 reverses a rake of loaded coal hoppers off the Thoresby colliery branch line.

FEATURE carbon emissions (37 per cent diesel, 26 per cent electric). It had particularly considered the various traction types for non-electrified lines. The final report is due in the late spring. Andrew explained that the vast majority of rail journeys were, for some part, on the electrified network and so the task force was considering how to use this network to charge batteries for the part of the journey on non-electrified lines. They were also considering alternative selfpowered traction for long journeys away from the electrified network.

In this way the final report will identify where electrification is likely to be the best option and where it is never likely to be an option. It will also determine where journey demands off the electrified network would be suitable for battery operation, now or at a reasonable time in the future, and where it won’t be.

The task force’s interim report has concluded that electrification is “currently the most carbon efficient power supply” and that “in general, electrification is the better economic choice for an intensively used railway”.

However, it does understate the benefits of electrification – for example, the executive summary doesn’t mention its conclusion that electrification

is appropriate for intensively used railways. Furthermore “most carbon efficient” underplays the fact that electrification is three times more carbon efficient than diesel as shown by data in RSSB report T1145: Options for Traction Energy Decarbonisation in Rail which also estimates that CO2 emissions from diesel trains by 2040 will be halved as, by then, the proportion of electricity generated by renewables is expected to have increased significantly.

Why the term “currently most carbon efficient” has been used is not clear.

There figures in RSSB report T1145 show that electrification will be the most carbon efficient form of traction in 2040.

Furthermore, any self-powered traction requires onboard energy conversion, which incurs significant thermodynamic or chemical losses whereas electric trains only have minor on board efficiency losses.

The interim report considers the suitability of various types of traction for use beyond the electrified network but does not consider their performance.

For example, the fact that bi-mode trains have a lower power-to-weight ratio in diesel mode than in electric mode is not mentioned. Furthermore, the interim report does not consider the requirement for medium-speed

trains with high acceleration, needed for commuter services that stop at many stations.

Speaking to Rail Engineer, Andrew did stress that the interim report was very much “work in progress” and emphasised that the final report would address all relevant issues.

After the high cost overruns, on the recent electrification projects, it is understandable that the UK Government has lost faith in electrification. In this respect, the RIA electrification cost challenge report has done a valuable job in demonstrating that electrification can be, and is being, delivered in a costeffective manner.

However, government also need to be convinced why further electrification is required, as Andy Mellors and the Institution of Mechanical Engineers have stated. The final report of industry’s decarbonisation task force is a valuable opportunity to do just this.

A full report of all aspects of RIA’s innovation conference will appear in the next issue.

Rail Engineer | Issue 173 | April 2019

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DAVID SHIRRES

Buying HS2’s

high-speed trains part 2

L

ast month’s Rail Engineer described HS2’s £2.75 billion procurement of at least 54 classic-compatible high-speed trains to run from London to Birmingham, Manchester, Liverpool and Glasgow. This month’s issue considers the very-high-speed (over 200km/hr) pedigree of the companies competing for this contract and where they might build their new trains.

Shinkansen Series 700 and Series 100.

HS2 announced five selected bidders for its high-speed train contract in November 2017.

These were Alstom Transport, Bombardier Transportation UK, Hitachi Rail Europe, Patentes Talgo and Siemens. In July, Bombardier and Hitachi announced that they would form a partnership to submit a joint bid for the contract.

In response, HS2 invited Construcciones y Auxiliar de Ferrocarriles (CAF) to join the shortlist of bidders in the interest of maintaining robust competition. Bids are due to be submitted in May.

Shinkansen legacy Hitachi’s high-speed train pedigree goes back to the introduction of the Japanese

Shinkansen (shin - new, kan sen - trunk line) train service in 1964. Since then, the company has produced a further eleven types of Shinkansen train.

Over this time, continuous improvement has reduced the weight of the train sets from 972 to 700 tonnes, increased their maximum speed from 210 to 320km/h and reduced power consumption such that the latest Shinkansen Series N700 at 300km/h requires only 68 per cent of the power of a Series 0 at 220km/h.

ROLLING STOCK & DEPOTS

Hitachi entered the UK rolling stock market with its 225km/h Class 395 Javelin train, which started HS1’s high-speed domestic services in 2009. This was developed from the Series 400 Shinkansen, modified to comply with EU standards.

Since then, Hitachi won the Intercity Express electric and bi-mode trains for the Great Western and East Coast Main Lines and an order for the ScotRail class 385 EMUs. To build these trains, Hitachi Rail Europe built a 43,000 m2 assembly plant at Newton Aycliffe in County Durham.

This started production in 2015 and can produce 35 vehicles a month. With the Newton Aycliffe plant operating at capacity, further train orders from Great Western, TransPennine Express and Hull Trains for class 802 bimode units had to be built at Hitachi’s Pistoia plant in Italy, which Hitachi acquired from AnsaldoBreda in 2015.

High speed consortia AEG, one of the companies that eventually became Bombardier Transportation had a high-speed pedigree going back to 1903, when it supplied electrical equipment for a railcar, powered by a 10kV three-phase overhead line system, which achieved 21 km/h, a rail speed record that stood for the next 51 years.

In more recent times, Bombardier was part of a consortium with Siemens that developed the German ICE 3 high-speed train which entered service in 2002. Bombardier led the development of bogies, structures engineering, aerodynamics and pantographs. The ICE 4, which entered service in 2017, was also developed in partnership with Siemens.

In a consortium with Talgo in 2005, Bombardier was entirely responsible for the development of traction and

bogies for the power cars for the Talgo 350 train. In a partnership with Alstom, Bombardier built the USA’s only high-speed train, the tilting Acela, which entered service in 2000.

It was China that provided a market for Bombardier’s wholly designed high-speed trains that were built by local train builders. The first was the 200km/hr CRH1A, which was based on its Swedish Regina trains. This was followed by the 250km/h CRH1B trains in 2009. In total 344 of these trainsets were delivered.

The first of Bombardier’s Zefiro high-speed trains entered service in China in 2009. These are 250km/h 16-car sleeper trains. The CRH380D is a 380km/h eightcar Zefiro variant for which China has placed an order for 85. These have achieved 420km/h during tests on the Chinese high-speed network.

The Zefiro 300 variant is intended for European use and is designed for UIC gauge.

This design was offered by Bombardier in association with AnsaldoBreda (now Hitachi) for a bid that, in 2010, won the contract to build 50 Italian high-speed trains. With Bombardier supplying the bogies, traction equipment and control systems, Hitachi Rail Europe built the trains, including bodyshells, at its Pistoia plant. These eight-car ETR1000 trainsets, commonly known in Italy as Frecciarossa (the red arrow), entered service in 2015.

Experimental AEG threephase railcar which set a world speed record for electric rail vehicles of 210.2km/h on 28 October 1903 between (Berlin-) Marienfelde and Zossen.

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ROLLING STOCK & DEPOTS French high speed France has a tradition of high-speed rail records dating back to 1955 when a 1.5kV DC SNCF Class CC7100 locomotive achieved a world record of 331km/h. This run demonstrated challenges of routine high-speed running after hunting bogie

(Above) Hitachi and Bombardier’s Frecciarossa ETR1000.

(Inset) 250km/h in the Frecciarossa under the heavy 3kV DC OLE.

V150 train setting the world speed record of 574.8km/h near Le Chemin, France, on 3 April 2007.

Learning from Italy Rail Engineer was recently invited to travel on the Frecciarossa between Rome and Florence. This is Italy’s first high-speed rail route, which opened in 1977 and on which trains are limited to 250km/h due to its 3kV DC overhead line system. The remainder of the high-speed railway between Salerno and Turin is electrified at 25 kV AC and has a line speed of 300km/h. Frecciarossa services also serve stations on the conventional network.

The train has four classes.

Standard and Premium each have 2 + 2 seating. Business class has 2 +1 seating and Executive is 1+1. The train design allows for a flexible mix of seating arrangements. Such flexibility will be needed for HS2 trains as the seating will be specified by the train operator after the contract has been let.

The Executive coach has just 10 seats and includes a six-seat meeting room. This was where Marco Sacchi, Hitachi Rail Italy’s head of high speed, answered questions. He advised that the train was designed for a maximum operating speed of 360km/h and had achieved 399km/h during testing.

Although high-speed routes have better track quality than conventional routes, Marco is in no doubt that high-speed running presents significant challenges in respect of noise, vibration and ride quality.

High speed also has other challenges in respect of passenger comfort, for example

to avoid pressure pulses the train has a predictive system that closes the heating and ventilation system air intakes, within a tenth of a second, immediately before entering a tunnel.

Although the Hitachi/ Bombardier joint venture is focused on its HS2 bid, the two companies remain competitors in other markets. This requires special arrangements in respect of the bid team’s use of company-specific information.

In the developing their bid and plans to build the HS2 trains, both companies will no doubt build on the partnership that built the Frecciarossa and use their manufacturing plants in Newton Aycliffe and Derby to best advantage.

forces deformed 400 metres of track and destroyed the locomotive’s pantograph.

This speed record lasted until 26 February 1981 when an Alstom-built TGV (Train à Grande Vitesse) achieved 380km/h on a slight down grade between CourcellesFrémoy, Côte-d’Or, and Dyé, Yonne, on the LGV Sud-Est line.

The current railway speed record of 574.8km/h was set on the newly completed but as yet unopened LGV Est line in 2007 by a specially prepared five-car train that was fitted with extra powered bogies, producing a total of 19.6MW from the enhanced 31kV overhead supply, and aerodynamic fairings that had been designed using a wind tunnel.

ROLLING STOCK & DEPOTS In 2000, Alstom unveiled its AGV design, which is unique in using articulated bogies for distributed traction. AGVtype bogies were fitted to the shortened TGV Duplex that achieved the 581km/h speed

Pre-production Alstom TGV in 1979.

Alstom’s double decked Avelia high-speed train.

The first two pre-production TGVs left Alstom’s Belfort plant in July 1978. These were subject to thousands of tests before problems of high-speed vibration and bogie stability were eventually resolved.

Alstom delivered the first of 87 production TGVs in 1980. These originally had a maximum speed of 260km/h and, on 27 September 1981, were used to inaugurate Europe’s first high-speed rail service on the 409-kilometre French South East high-speed line.

The French hi-speed network now consists of 12 lines totalling about 2,700 kilometres for which Alstom have delivered about 550 TGVs. These are articulated units of eight or ten cars that operate at speeds up to 320km/h. They include double-decker (Duplex) and postal service units as well as the first Eurostar trains. The TGVs have articulated passenger cars with a power car at each end which also powers the adjacent passenger car bogie.

In 2000 Alstom took over Fiat Ferroviaria, whose tilting technology is used in Virgin’s Pendolino trains. The company has since used this technology on the Spanish Avant classes 104 and 114, both built in a consortium with CAF, the Italian ETR500/600, the Swedish RABe503 and the Russiangauge Sm6 that operates between St Petersburg and Helsinki.

Other overseas high-speed train orders included 94 CRH5A trainsets supplied under a technology transfer agreement to China. Another such agreement was for 46 18-car TGVs, of which 34 were built in Korea. Alstom also built 12 Duplex TGVs for Morocco.

record in 2007. 25 AGVs were supplied to Italy in 2012.

As previously mentioned, a consortium of Alstom and Bombardier supplied the USA’s Acela trains. These will soon be replaced by a tilting variant of Alstom’s new high-speed train range, the Avelia, which is due to enter service on the Boston to Washington corridor in 2021.

In one of Europe’s largest-ever high-speed train contracts, SNCF has ordered 100 doubledecker Avelia trains.

Should Alstom win the HS2 contract, it seems likely that its trains would be constructed at its 13,000 square metre Widnes facility in Cheshire, which opened in 2017. This is claimed to be the “biggest and

The TGV Reseau, the third generation TGV, introduced in 1993.

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ROLLING STOCK & DEPOTS and produce trailer bogies and bodyshells. An ICE 4 train can consist of between five and 14 cars, with a flexible arrangement of power and trailer cars.

In June, Siemens unveiled its Velaro Novo concept of an 8MW train operating at speeds between 250 and 350km/h

(Above) Siemens Velaro E (AVE Class 103).

(Inset) The Chinese Class CRH380B Velaro variant.

most sophisticated centre for train modernisation ever in the UK”. It has three 260-metre roads and includes the traction equipment facility transferred from the company’s recently closed Preston plant.

Alstom has signed an agreement for technical training at Widnes to be led by the National College for High Speed Rail (NCHSR), to whom Alstom also donated Eurostar power cars and an AGV passenger car for training.

ICE and Velaro

Velaro Novo.

Germany’s high-speed service started in 1991 using 280km/h ICE 1, trainsets for which Siemens supplied the electrical equipment. The ICE 2, which entered service four years later, was built by a consortium of Siemens and Adtranz acquired by Bombardier in 2001. The next high-speed train involvement for Siemens was the supply of traction equipment for the 220km/h Portuguese Alfa Pendular tilting trains, which entered service in 1999.

The German ICE 3 highspeed train was produced by a consortium of Bombardier and Siemens. This was licensed to run at 330km/h and reached 368km/h on trial runs. It has eight passenger cars with distributed traction and so has no power cars. This train was the basis for the Siemens Velaro family, the first of which, the Velaro E, was delivered to Spain in 2005 to run between Barcelona and Madrid at up to 310km/h.

Velaro variants were then supplied to Spain, Russia and Turkey. In addition, hundreds have been built in China. The 16-car Velaro e320 operates Eurostar services.

Siemens has also produced the ICE-T, a 230km/h tilting EMU for use on German conventional lines, and the Railjet which operates in Austria and the Czech Railways. This is a 230km/h locomotive and seven-coach push-pull trainset.

The company is currently producing seven and twelvecar ICE 4 trains for which it has sub-contracted Bombardier to optimise design aerodynamics

which, it claimed, would “set new standards for efficiency and sustainability, using 30 per cent less energy when running at 300km/h”. Its car bodies are designed as “empty tubes” for flexibility and to increase passenger space.

In March 2018, Siemens leased land in Goole for a planned train factory with a footprint of up to 75,000 square metres, an investment of up to £200 million. The construction of this plant was assured in November when Siemens won a £1.5 billion contract to build new London Underground Piccadilly line trains.

ROLLING STOCK & DEPOTS Unconventional articulation Talgo has been progressively developing its unique trainsets since 1942. These feature short coaches, typically 13.5 metres long, between which are steerable two-wheel bogies

(Left) CAF-built Alvia Class 120.

(Inset) CAF Oaris.

Trains in Spain The Spanish high-speed rail network is more than 3,200 kilometres and was inaugurated with the opening of the 472-kilometre Madrid to Seville high-speed line in 1992. As this network is built to standard gauge, Spanish highspeed trains need to change gauge if they are to operate on conventional Spanish broadgauge lines.

This line required 24 AVE class 100 high-speed trains. These are an Alstom TGV Atlantique variant, with some being built by Spanish train builder CAF as its first experience of high-speed rolling stock. A CAF/Alstom consortium later delivered a further 89 Spanish high-speed trains. These were the Avant Class 104 (2004), Alvia Class 120 (2006), Alvia Class 121 (2008) and the Avant Class 114 (2011). The Class 120 and 121 trainsets have CAF’s SIBI active tilt system and BRAVA variable gauge bogies.

CAF supplied twelve 250km/h Class 120 /121variant to Turkey in 2009 and, in 2010, unveiled its Oaris high-speed concept for 350km/h operation, which has distributed traction and a flexible interior layout. In 2015, CAF won a contract to supply eight four-car Oaris trainsets to operate on the Oslo airport rail link in Norway.

CAF’s £30 million train production facility in Newport, South Wales, opened last year. This 15,000 square metre-plant is now fitting out Class 195 DMU bodyshells for Northern Rail and has started design and engineering work on the 77 DMUs that it is to build for the Wales and Borders franchise.

without axles. Over the length of a conventional 26-metre bogie vehicle, this arrangement saves between five and ten tonnes as it has half the number of wheelsets. It also provides a low floor throughout the train.

Furthermore, with less overhang, shorter coaches can have a wider bodyshell.

The independent wheels also facilitate Talgo’s variable gauge running gear which is needed for Spanish high-speed classic compatible trains. Talgo’s suspension system provides natural tilt as the bogie’s main suspension spring assembly is well above the coach’s centre of gravity. This could give the company an advantage for HS2 services on curved routes to Scotland.

Talgo trainset at Moscow hauled by a Russian 200 km/h locomotive.

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Talgo Avril.

Talgo’s two wheeled articulated bogie, inset shows how its suspension system provides natural tilt.

Talgo’s first high-speed trainset entered service in 2005.

This was the 300km/h Spanish Class 102, for which power cars were provided by Bombardier, of which sixteen were built. The Talgo/Bombardier collaboration delivered a further 72 Spanish trainsets, These were the Class 130 (2007), Class 112 (2010) and Class 730 (2012).

In addition, North America and Russia each have seven Talgo trainsets. Since 2016, Russia has been using these to operate the Moscow to Berlin service, for which a variable gauge is required.

Uzbekistan took delivery of two Russian-gauge 250km/h Talgo trains in 2011. In 2017, Saudi Arabia inaugurated its high-speed service with 35 Talgo 350 trains running at 300km/h, for which Bombardier supplied the power car bogies, propulsion and control equipment.

Talgo unveiled its Avril concept for an advanced 380km/h train in 2010 and now has orders for 30 of these trains for Spain. Although Talgo trains normally have low floors, an Avril variant offers step-free access from HS2’s 1115mm platforms.

In November Talgo announced that its preferred location for building HS2 trains is the disused power station at Longannet in Scotland. This would be a 70,000 square metre plant employing at least a thousand people. An

Innovation Centre would also be developed at Chesterfield.

A Talgo statement advised that the company aims for “true UK manufacturing”, instead of assembling a kit of parts from overseas.

Only one winner Each bidder will probably be spending around £10 million on this bid, which only one of them can win. Yet HS2’s future passengers will certainly be the winners from its train procurement. The Frecciarossa, Avelia, Velaro Novo, Oaris and Avril are all exceptional trains, evolved from hard won experience and a wealth of expertise. Interestingly, much of this is the result of the current bidders working together on various high-speed train projects.

The bidders all state that their trains will meet the HS2 tender requirements

of energy-efficiency, ease of maintenance and flexible state-of-the-art passenger accommodation. By 2020, the HS2 procurement process will have quantified all these claims to establish which train offers the lowest wholelife cost to determine who will build these trains. Until then, readers may judge for themselves which one is most likely to win the HS2 bid.

The construction of highspeed railways in Japan, France, Germany and Spain has also given a boost to their respective train builders, who are now competing to build HS2’s trains. When HS2 opens in 2026, it will be 62 years since Japan and 45 years since France inaugurated their highspeed rail services. Despite this late start, it is to be hoped building the UK’s high-speed trains will bring a resurgence in UK train building.

EXPERIENCE

At Hitachi, high speed trains are in our DNA. From our extensive delivery record in Japan to our Class 395 Javelin™ fleet operating across HS1, we understand how important it is to connect cities and people using innovative solutions that work out‑of‑the‑box. To

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find out more please visit Hitachi Rail on stand J11 at Railtex 2019, Birmingham. hitachirail.com

HitachiRailEU

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Tram Speed T

CLIVE KESSELL

PROTECTION

he tragic accident on the Croydon tram network in November 2016, in which seven people were killed and many more injured, has raised many questions about tram safety. As reported in issue 171 (Jan/Feb 2019), several recommendations were made in the subsequent report by the Rail Accident Investigation Branch (RAIB), a number of which have already been implemented. Key to all of these is how to implement an overspeed protection system such that the chances of a similar accident occurring are so low that the risk can be discounted.

Transport for London (TfL) has now let a contract to Deutsche Bahn’s UK subsidiary ESG Rail for providing such a system on London’s trams, with the component parts being supplied by Sella Controls, a Stockport-based company specialising in low-cost ground to train communication technology.

Rail Engineer went to meet Iain Wilkinson from Sella Controls to learn how the system will function and what will be involved to achieve full implementation.

Background to the challenge In terms of operation, trams may be regarded as more like buses, in that the journey progresses by the ‘drive on sight’ principle whereby the driver is responsible for the safe movement of the tram according to what can visually be seen ahead. Signals in the form of horizontal, vertical or junction picture white bars are only provided at road intersections or where tram lines diverge.

The vigilance of the driver is therefore critical to safe operation and, on streetrunning sections, this is virtually identical to that of a bus driver with the exception

of steering. Tram networks allow for steep gradients and sharp curves, so the vehicles are designed to cope with these.

However, the resurgence of tram networks in the UK has made considerable use of existing main line rail routes, either by reopening disused formations or taking over existing rail lines. On such sections, tram speeds can be much greater (up to 70km/h) as it is a dedicated right of way with no interference from road vehicles or pedestrians.

In the Croydon area, a rail line existed between Selsdon and Elmers End. It was a Cinderella route in that it went from virtually nowhere to nowhere and, although electrified on the 3rd rail system, it carried few passengers and was closed in the early 1980s. The formation remained virtually intact, including a number of short tunnels.

In the planning of the Croydon Tramlink system in the 1990s, this redundant route was seen as potentially useful to link some outlying suburbs with central Croydon. To achieve this, the erstwhile line was linked at its half way point by two sharp curves into a street running section, with a new tram stop at Sandilands and onwards into the town centre past the busy East Croydon station.

The speed around these curves is 20km/h but, on the day of the accident, the driver allegedly lost awareness of his location and failed to slow down from the

ROLLING STOCK & DEPOTS functionality. Such an application to a tram network would be overkill and the considerable expense would be difficult to justify in view of the low risks involved.

A SIL2 solution has therefore been specified as one of the functional requirements to provide basic overspeed protection. The safety system will be invisible to the driver under normal circumstances, with the system only kicking in if the tram is detected as going too fast at a particular location. The risk of the safety system failing at the same time as an over speed is occurring is regarded as so small as to be discounted.

Should a system failure be detected, the system can be bypassed by the driver with the correct authorisation, thus allowing the journey to continue until such point as the tram can be taken out of service for investigation of the failure.

To make sure it wasn’t ‘reinventing the wheel’, TfL engineers researched what other light rail systems around the world were using to overcome this problem.

Metro Tenerife has a system, but it isn’t SIL 2, and a few other networks also employ some measure of overspeed protection, but not to the standard that TfL required. So, the only thing was to develop a new system, using proven technology if possible.

Tracklink III

70km/h of the former rail route section, resulting in the tram overturning. The route just before the curve is in tunnel and there was no natural daylight at the time. Hindsight would indicate that, in a dark locality, it would be all too easy to be confused as to the precise position of the tram.

Since the accident, much improved signage and a new driver vigilance system called ‘Guardian’ has been provided.

Both of these contribute enormously to preventing any similar recurrence, but they stop short of actually taking over control should the driver fail to slow down for any speed restriction.

Designing a speed control system The RAIB report did not specify the detail of a speed control system, just that technology should be used to intervene if a tram approaches a speed restriction too fast. It was left to industry to come

up with a solution that is cost effective and with an appropriate level of safety integrity.

On main line railways, this would usually be a SIL4 system (Safety Integrity Level 4) with full failsafe status and active monitoring of the system integrity and

Sella Controls has developed, over the years, a track-to-train communication link originally developed for selective door opening (SDO). This consists of a sealed track or lineside-mounted beacon that is powered from the radio signal of the train interrogator unit. The beacon is coded with data for the specific location and the information exchange between beacon and interrogator can be used for a number of applications.

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For SDO, 18 fleets of UK trains are now equipped with the system. The radio link is in the 865.7 to 867.9 MHz unlicensed band and power levels of around 200mW give a range of around one metre.

Rail Engineer articles on the SDO system appeared in issues 58 (August 2009) and 102 (April 2013).

Although, when used in SDO mode, trains are normally stopped at a station, tests showed that Tracklink III could get an acceptable number of ‘reads’ at speeds of over 70mph.

Could the system be adapted for the London requirement? Discussions between ESG and Sella Controls led to the emergence of a practical solution.

System design and application The Sella Controls system has three basic component parts - firstly, the track beacons mounted transversely between the running rails, secondly, the underfloor beacon readers mounted on the underside of each tram and, thirdly, an on board controller (right) unit that monitors all the beacon ‘reads’ and which is linked to a 4G public cellular radio connection or Wi-Fi for reporting back to a workstation in the control room.

The onboard controller is being supplied

by EKE Electronics of Finland, with whom Sella Controls has a partnership. The company is an independent supplier of TCMS (Train Control and Management Systems) and its Trainnet product is being used for this project.

A fourth unit is a cab display that indicates that the system is operating normally, whether a trip has occurred, a reset switch and a ‘break glass’ bypass

facility.

A driver activating a cab for a journey automatically connects the display of that cab to the onboard controller while a connection from the controller unit to the brake circuit enables the brake to be applied should a trip occur.

On the approach to any significant curve, a series of beacons (up to four) will be positioned some distance in advance of the curve. Each beacon will be programmed with the maximum permitted speed at a specific point ahead which represents the start of a slowing down zone, thus a four-beacon arrangement would signify four zones.

The train odometry then measures the distance to the start of the first zone, this zone being typically 150 metres in length. The speed at that point is likely to be the line speed, which is already set at a maximum of 70km/h. If that speed is exceeded, the system trips in and a full service-brake application is made.

The second beacon would similarly give a speed and distance for the start of the second zone, the zone distance being

shorter (typically 30 metres) with, say, a maximum speed of 60km/h, as the tram should be slowing down for the curve.

Similarly, the third beacon would give a speed for the start of the third zone at, for example, 40km/h and the fourth beacon indicates the speed near to the start of the curve - typically 20km/h.

Under normal driving conditions, the speed at the beginning of each zone should be well under the maximum speed permitted but, if the tram exceeds this, then a trip occurs and a service-brake application is made, bringing the tram to a stop.

The exact distance from the beacon to the zone start is not critical but will be around 60 metres. The zones are ‘virtual’ and are not marked in any way.

Each beacon will be programmed with the distance to zone commencement, zone length and maximum tram speed within that zone. The four-beacon arrangement is such that the combination of all four can be positioned before the commencement of the first zone, so the tram odometry equipment is vitally important in monitoring the slowing down process as it has to measure the distance to the start of the different zones simultaneously.

If the curve is not so tight and thus the speed is higher, it is likely that fewer beacons will be required, but there will always be a minimum of two.

Should a trip occur and the tram stops, the EKE controller will immediately and automatically notify the London Tram control room of an over speed activation, following which the driver must speak with the control room to arrange a re-set.

An instruction to activate the reset switch will then be given whence the tram brake can be released and the tram proceed on its journey. The onboard controller unit, with its data recording facility, will log every pass over a beacon and whether or not the tram is near the speed limit at that point.

ROLLING STOCK & DEPOTS Fitting the fleet There are two types of tram in the fleet of 36 in London, supplied by Bombardier and Stadler, and both are already fitted with speed sensors and odometers.

ESG and Sella Controls are undertaking the design of the system jointly, with ESG delivering the integration design of Sella’s system to the vehicles and for retro fitting the trams with the reader and controller equipment, including interfacing these to the brake and odometry circuits.

Sella has said that a ‘first in class’ fitment will be ready for testing in August 2019 and, following a reliability validation period, it is planned to fit the system to one tram every four days, with completion by the end of the year.

Once the system is commissioned, every tram will go through a test routine as it leaves the depot each morning, to prove that the onboard equipment is working.

Future potential Clearly the seriousness of the accident meant that doing nothing was not an option for TfL, and many eyes from elsewhere will be watching as to the performance and effectiveness of the system once it is in service.

any future system. The costs for the Croydon system are not being disclosed, but the bulk of this will be in retrofitting the trams. The track beacons are relatively cheap and fitting on board equipment to a new tram is always much easier and cheaper than retrofitting.

It will be interesting to watch how over speed protection measures are progressed into the future.

A SIL 2 system was called for in the specification, but alternative options are likely to be considered by other tram operators, both in the UK and abroad.

A SIL 0 system, based upon SatNav positioning and an associated speed alarm but without direct intervention to the tram brakes, might be an option. It will all depend on the risks perceived.

Much will depend on the cost of fitting

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FEATURE

Risk-based CWR

Management

CHRIS PARKER

A

regular concern within the rail industry has long been the conflict between the need for standards and the wish to be able to react flexibly and responsively to actual needs. This is often presented as a fight between central authority and local people and their customers.

Network Rail has often found itself at the centre of a lot of this and has been struggling to find the right way to deal with the issue. Devolution to the routes has been a part of the answer, but not the whole solution.

The Wales route is a prime example of where the issue matters. Much of the infrastructure of the route is different, significantly so, from the idealised major, high speed and high tonnage railway that is felt to be the subject of many company standards. In such cases, it is thought that savings and efficiencies might be had by managing the infrastructure differently, to different standards. This, it is believed, might be achievable without additional risks to health, safety or performance.

The concept In order to allow a managed introduction of such new ways of doing things, Network Rail has worked with other stakeholders to develop a

Rail Engineer | Issue 173 | April 2019

central template for local engineers and managers to use. The aim was to allow these teams to use the template to produce risk-based management regimes for their assets. The stakeholders involved have included, among others, RSSB, ORR and Network Rail’s professional heads, so the acceptance of the concept is robust.

To fill out the template for a given asset type, it is necessary to identify each and every potential failure mode of relevance and then to agree and develop appropriate ways to manage it. Once this has been done for every mode of failure, then a complete management regime has been produced for that asset.

The advantage of this approach is that the management approaches to be adopted are developed by the local team, taking account of all the local circumstances using local knowledge and experience.

Application One of the first actual applications of this concept has taken place on the Wales route, at Hereford, where track maintenance engineer Glyn Buckley and his colleagues have been applying it to track, and specifically continuous welded rail (CWR) in the first instance. The route was keen to adopt the concept, since it was felt that significant benefits would accrue from risk-based management of track assets, as already suggested earlier.

CWR seemed a good starting point since it was already known to be an asset which needs relatively little attention if properly installed and maintained.

At the start of CP5, failure modes for CWR track were identified and put into a failure template. The track on the track maintenance area was divided up into sections according to parameters such as track type and age, traffic type, speed and

FEATURE tonnage, local geography and so on. The objective here was to divide the track into sections of like characteristics.

Each of the failure modes was then examined by the local team in order to develop a risk-based management approach specific to a given track section. This resulted in a matrix of management approaches that, together, formed an overall management regime for that section of track. Repeated for each section, this resulted in a total management regime for the whole of the track concerned.

Examples of risks managed Many CWR track failure modes have, for a long time, been susceptible to management, in whole or part, by using the track-monitoring trains. Track geometry failures are a good example and, for this case and others, it has been relatively straightforward to move away from manual track inspections as the principal means of checking track condition.

Some modes of failure have been less easy to manage through ‘traditional’ track monitoring train systems, and such modes have inhibited the introduction of alternatives to manual inspection. One

A major part of managing this risk is the management of stress free (rail) temperature (SFT). This is a complex subject which we won’t go into here, except to say that it is not addressed by manual track inspection, and therefore not relevant to the current discussion.

The other key part of managing track buckle risks concerns the physical track conditions that may lead to a buckle.

These are faults that mean that the rails are not adequately restrained by the sleepers and ballast, and include missing

example is the problem of track buckling.

Whilst this is a relatively rare phenomenon in CWR track, if it does happen, the results have very serious potential consequences.

Even if the most serious effects are avoided - train derailment and, potentially, collision with another train - the outcome will be bad. A track buckle can involve major and time-consuming track repairs, meaning line closures and train delays or cancellations. The costs of these, added to the repair costs, mean serious financial penalties for Network Rail.

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Rail Engineer | Issue 173 | April 2019

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FEATURE

Details

or failed track fastenings, inadequate ballast profile and ballast or formation failure (slurry spots and wet beds).

These kinds of faults were traditionally managed through manual track inspections. They are eminently suited to monitoring via the new train borne inspection systems such as plain line pattern recognition (PLPR) and video inspection, making them good examples of how these new systems allow the kind of new risk management being used by the Wales route.

One of the most interesting details of this approach is the maintenance techniques that are being used by the team. Measured shovel packing has been found to be a highly efficient and effective way of correcting L1 and L2 track geometry problems, on steel-sleeper track in particular. It has proven to be more efficient and effective than tamping or other mechanised methods.

Stoneblowing is also a very useful technique, especially for jointed track.

Results

Good fit

At the time of Rail Engineer’s interview with Glyn and his colleagues, there were about 120 miles of track under risk-based management of this sort on his ‘patch’ and 500 miles on the route as a whole. Glyn estimated that about 3,000 hours of staff time have been saved by his team alone since the introduction of this approach in early CP5, mostly from track inspections that are no longer required. Glyn was an early adopter, but eight of the eleven section managers on the Wales route are now using the risk-based approach.

The time saved has been used to carry out additional maintenance works on the track, with a particular focus on the Level 2 defects (L2s) identified by track geometry inspection trains. The result has been a significant reduction in the numbers of L2s reported. This has meant that more time and resources have been available to fix the less serious L1 defects.

What this means is that it is now possible to maintain the track in the way originally envisaged when track inspection trains were first introduced many years ago.

The concept was that L1s would be fixed under preventive maintenance as soon as they were detected, so preventing L2s from ever arising except in the most exceptional circumstances.

The approach is a good fit with modern technology, as we were told

by James Burke, senior asset engineer

Rail Engineer | Issue 173 | April 2019

for the route asset manager (RAM). He described how well the methodology fits with the L1 and L2 reports from the track geometry trains, as has already been discussed. It also makes good use of data from the PLPR system on the New Measurement Train and sidewear data from the ultrasonic test units (UTUs).

A significant benefit is the reduction in the need for people to go onto the track, avoiding a major risk. People and process are more focussed on doing the correct work at the correct time, with a greater emphasis on the riskiest issues.

People are confident in the process because it has been approved at the highest level in the industry and because it has now been proven in practice.

Given the success of the work undertaken to date, the intention is to roll the strategy out elsewhere in 2019.

Switches and crossings are a likely next target for the treatment, and there is the potential, of course, to look at other infrastructure assets besides track.

Thanks to Glyn Buckley and James Burke as well as Steve Hood, project manager for the initiative, Fraser Todd, senior engineer, who has been running training workshops for the project, and Bryony Parry, media relations manager, for explaining the project in such detail.

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FEATURE

Dealing with weather damage around the country

NIGEL WORDSWORTH

R

ail Engineer regularly publishes articles that show the railway is really very high-tech these days. In-cab signalling systems, digital traffic management, remote condition monitoring, track-inspection trains, long-line public address, aerial surveys - it’s all very advanced and much of it would have been just a pipe-dream only a few years ago.

The result is a railway that is becoming increasingly efficient and much, much safer as people can be withdrawn from the live railway, reducing the “boots on ballast” as technology does the risky work for them.

That’s all very well, but there is one element that, as yet, the boffins have been unable to counter using advanced technology - the weather.

Someone once said that “other countries around the world have a climate - Britain just has Weather!”

It’s easy to see what he meant. Snow and ice that falls so infrequently that large areas of the country are unprepared for it and grind to a halt if one centimetre of snow falls, more White Easters than White Christmases, wet summers, dry winters, floods, droughts, gales and storms.

Some of it can be predicted and steps are being taken to mitigate against the worst of the problems. The overhead wiring on the Great Eastern, that would expand and start to sag in hot weather, is being replaced using spring tensioners to keep it taut in all conditions. A number

Rail Engineer | Issue 173 | April 2019

of areas of track, particularly complex crossovers and junctions, are now painted white to keep the rails cool and prevent buckling on sunny days - white paint can reduce the temperature in steel rails by up to 10 degrees.

But there is one area that technology can’t do much about, at least in the short term - and that’s the very ground the railway is built on.

Poor construction When the railway construction boom took place, back in the nineteenth century, not only was ground engineering fairly unsophisticated but there were other factors that caused many earthworks to be less than ideal.

Railway companies were short of money, so they bought the minimum amount of land they could get away with. So, cuttings faces were steeper than may have been wise - the same for embankments.

In addition, the spoil from a cutting simply became the next embankment.

There was no selection of material, the

FEATURE “There was a significant amount of movement following the train stopping.

That’s why it looks so horrific.”

The kink in the line remains visible today, underscoring the severity of the incident.

Landslips have been a major feature of the line since it opened in 1844. In 1877, two people died when part of the Martello Tunnel was destroyed. The line remained closed for three months afterwards.

The last major movement was recorded in 1939 but Derek said some ground movement had forced Network Rail to implement speed restrictions on the line in recent years. The need to take such precautions typically follows a very wet winter. earth from one site was just transported and tipped at the next site. Drainage was rudimentary, if there was any at all.

For the last 150 years, those earthworks, which got off to a bad start in many cases, have been thoroughly wetted by rain and then dried out in the sun. They have been subjected to attack by burrowing animals, had the roots of plants and trees drill down into them and had various ‘remedial’ works performed on them. Little wonder many are now feeling their age.

And there are a lot of them. A recent survey by Arup reported: “Earthworks make up around 60 per cent of the British rail network, the remainder being at grade, on structures or in tunnels. Nationally, the balance between embankments and cuttings tends more towards 60/40, respectively.”

Some of the materials used were, by chance, quite good. Rocky ground in the North West causes fewer problems than the clays and mudstones of the South East, but that isn’t to say there aren’t problems everywhere. Even good ground can’t compensate completely for bad engineering.

The solution is very low tech. An army of men and women, armed with diggers, piling rigs, geotextiles and meshes, have to descend on the site, often in bad weather. They have to not just restore the ground to what it was, with its original inherent faults, but to restore it to how it should have been, with the benefit of twenty-first century hindsight.

One of the worst was the ‘Great Fall’ of 1915 (above). This took place at Folkestone Warren in Kent. The South Eastern and Chatham railway line was moved 50 metres towards the coast as 1.5 million cubic metres of chalk fell into the sea, following weeks of heavy rain. The line was closed for almost four years, as repairs were delayed by the Great War. Photographs of the incident show a badly affected train, but it wasn’t as bad as it looks. Derek Butcher, the Network Rail route asset manager for geotechnical engineering who found the historic images in a filing cabinet while moving offices, explained: “We believe the train pictured was alerted to the landslip by the signal box at Folkestone Junction and was slowed down and found itself part on and part off the landslip. They were able to evacuate passengers who walked through the tunnel to Folkestone Junction station.

Wadhurst Derek Butcher was involved in a much more recent landslip in the South East.

At 12:45 on Wednesday 13 March, the Tonbridge signaller reported that a train on the Charing Cross to Hastings line had struck overhanging vegetation just south of Wadhurst station (below). Damage was slight and the train was able to continue on to Charing Cross, but a Network Rail team was despatched to investigate the problem.

At first, there was nothing much to report, just some small trees overhanging the line. But, when the team started to clear the vegetation, it was noticed that the reason the trees were so close to the track was that the cutting face they were growing out of had slipped down towards the line and was still moving.

The Up line was closed to traffic at 13:45, followed by a full block of both tracks at 14:15.

Not a new problem While its tempting to blame ‘global warming’ for the problems today, that’s not the case, or at least - not only.

Landslips have affected the railway long before global warming became an issue.

Rail Engineer | Issue 173 | April 2019

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FEATURE Barnehurst

Further investigation was impossible as the moving earth, some of it in large clods measuring five metres by two metres, continued to move, making it too risky for inspectors to get on site.

Things had calmed down by 07:00 the following morning, when Derek could make an assessment. He noted that some 60 tonnes of material had slipped, possibly due to a combination of heavy rain and high winds, and this would need to be removed.

The line would probably be closed until after the weekend.

Negotiations took place with the farmer who owned the field at the top of the cutting to allow access for a 130-tonne excavator, with a 30-metre-long reach, that could drag the loose material up the cutting face and then pile it safely to one side.

The excavator did just that, removing unstable earth that, while it hadn’t yet slipped onto the railway, could have done so at any time. A smaller excavator worked at the bottom of the cutting, removing debris there.

By Sunday afternoon, work was progressing well. The top of the cutting was now clear, and work was continuing well at track level.

However, reports then came through from the team conducting aerial surveys of the cutting. A second slip had occurred, one kilometre further south, over the southern portal for Wadhurst tunnel (above).

Rail Engineer | Issue 173 | April 2019

Material had obviously moved, but hadn’t fallen onto the track. It couldn’t be left there as it could move again at any time. Another 60 tonnes had to be removed.

The heavy equipment at the first site was duly moved south and began pulling material away from the tunnel portal. This continued throughout the night and the railway was finally handed back at 04:45 on Monday morning, before the first train and in time for the rush hour, with a 20mph temporary speed restriction in place.

More work is needed, and this will take place overnight on weekdays, without interrupting traffic, until the speed restriction can be removed.

The line at Wadhurst was thought to be only at medium risk from a landslip, so it wasn’t monitored. 30 miles away, where the Bexleyheath line between Lewisham and Dartford, Kent, passes through a cutting at Barnehurst, there was thought to be a much greater chance of a slip. Opened in 1895, the cutting faces are steep, and Derek Butcher commented that the cutting was monitored, using both CCTV and remote condition monitoring.

An intelligent monitoring system consisting of 250 triaxial tilt sensors, communicating continuously with 10 solar-powered infra-red cameras, had been supplied by Senceive to give early warning of any failure.

At 03:30 on Monday 11 February, just such a warning was given. A tilt sensor had detected significant movement and alerted a rail surveying and monitoring engineer at the contractor Costain, employed by Network Rail, who was sent automatic text alerts and infra-redilluminated camera images.

The landslip had caused a tree to fall on the tracks, blocking the line (below).

The line was therefore closed and trains cancelled. This was the fourth time this cutting face had slipped since 2010, hence all of the monitoring arrangements.

After examination by engineers, the decision was taken to clear the site and then to make the cutting safe by using H piling - H-shaped steel beams driven into the ground with concrete panels between them to build a wall that will prevent slippage in the future.

300 tonnes of earth and trees were removed and then work could start on the 30 metres of wall. Piling was finished

by Friday 15 February and the wall infill panels completed over the weekend.

FEATURE

Work was also undertaken to ensure the track was safe, replacing and replenishing contaminated ballast, and after test trains ran through on Sunday evening to check the repairs and test the signalling, the railway was ready to open on Monday 18 February, one week after the landslip had occurred.

Washout Landslips aren’t the only problems that the weather can cause. Floods can leave the railway under water, shorting out track circuits, damaging signalling equipment and contaminating ballast so that, once everything dries out, it needs to be replaced.

That’s if the water doesn’t wash the ballast away altogether, leaving tracks hanging in space and unsupported (pictured).

Which is just what happened recently on the Conwy Valley line in Wales.

Following damage caused by Storm Gareth in March, the line, which runs between Llandudno Junction and Blaenau Ffestniog, will remain closed for a number of months.

Detailed inspections revealed that at least nine sections of track, as well as lineside equipment, embankments, bridges, level crossings and stations, would require significant repairs.

It’s not the first time this line has been so affected. It was closed for several months in 2003 after heavy rain washed away the track near Betws y Coed. Then, heavy rain on Boxing Day 2015 resulted in floods damaging the formation in over 100 places, costing £2 million to repair and closing the line for 10 weeks.

Storms also damaged a structural pillar in the tunnel at Blaenau Ffestniog in 2017, once again closing the line, this time for three weeks.

Planning ahead It’s difficult to see what can be done to prevent some of these incidents. Sections of the railway can be made more robust, slopes thought to be at risk can be monitored, as was the cutting at Barnehurst with its Senceive system, but there is 20,000 miles of railway out there…

However, in one positive example, a £4 million project is underway to move thousands of tonnes of soil to protect the railway in West Cumbria from landslips.

Last November, a small section of the Victorian-built embankment collapsed after becoming saturated by water running off the surrounding landscape. Passengers and freight suffered delays on the railway between Carlisle and Whitehaven.

Now, fifty thousand tonnes of earth are being moved by a 30 strong workforce using specialist diggers on the steep coastal slope at Lowca.

This project draws on a £153 million fund to keep 2,500 railway locations across the north safe and reliable. £8 million is being spent on the Cumbrian Coast line, following a £3 million overhaul

of three miles of track between Millom and Bootle in February and with the line between Whitehaven and Bootle to be renewed in the summer.

Network Rail route asset manager Tony Butler said: “The removal of such vast amounts of soil is a huge task in a challenging location, but is vital to help keep trains running on this economically important route.

“Once this old Victorian infrastructure in Lowca is brought up to modern standards it will secure journeys on this stunning coastal line for generations to come.”

If only it was that easy all around the network. As long as the British weather has its way, landslips, floods and storm damage will continue to be a constant challenge to engineers around the country. Some will be small events causing local delays, such as Wrecclesham, Surrey, in 2016, Lambhill, Scotland (2017) or Porth Treherbet, Wales (2018).

Others will be major catastrophes that catch the nation's attention and close the railway for months - Eden Brows, which closed the Settle-Carlisle line for a year (2016), Hatfield and Stainforth, a landslide on a colliery spoil tip that blocked the railway between Doncaster and Scunthorpe for five months in 2013, and the approach to Harbury tunnel, between Banbury and Leamington Spa, which resulted in a closure of only six weeks in 2015 after Network Rail repaired the damage three weeks quicker than had originally been estimated.

And, of course, we haven’t even looked at coastal events where the sea plays its part and causes havoc such as the seawall breaches at Dawlish (2014) and Shakespeare Cliff, Dover (2015).

The British weather will keep geotechnical engineers such as Derek Butcher busy for a while yet.

Rail Engineer | Issue 173 | April 2019

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FEATURE

Every second counts

T

rain operators and Network Rail are set to publish new measures for train punctuality as part of plans to reduce delays across the network and boost customer satisfaction. From April, up to the minute train performance data will be used as the primary method for measuring punctuality.

The rail industry began recording the on-time measure in 2017 and around 90 per cent of all stations in Britain have technology that accurately records the time that a train arrives. Work is ongoing to increase this to all stations.

This means that trains will now be measured as to whether they are: early, within a minute of the timetabled arrival, late, very late or have been cancelled, to the minute, at each stop.

Operators and Network Rail are already using the data to pinpoint issues that cause delays and improve punctuality, including at the country’s busiest railway stations.

The current punctuality measure, known as the Public Performance Measure (PPM), considers a train to be ‘on time’ if it reaches its final destination within five or 10 minutes for short distance and longdistance services, respectively. New ‘on time’ measures will now be published alongside PPM, which will still be published by rail companies every four weeks.

Rail Engineer | Issue 173 | April 2019

For the first time, performance information for specific journeys can also be viewed on the industry-funded ‘My Train Journey’ website. This will give passengers the power to see the punctuality and reliability of every train in Britain on a smartphone, tablet or computer, revealing how that train performed in the last week, month or any period up to one year.

FEATURE

How Britain’s measure of train punctuality compares to European counterparts: »» France: SNCF services are deemed punctual if they arrive within six minutes. There are exceptions for high-speed TGV services, where the definition of a delayed service varies depending on the length of journey, however, there are no delays attributed for delays less than six minutes; »» Germany: A short-distance service is deemed punctual if it arrives within six minutes. Long-distance services are deemed punctual with a delay within 16 minutes; »» Italy: Punctuality is measured with a lateness threshold above or equal to five minutes; »» Spain: A service is defined as punctual if it arrives within five minutes.

Information courtesy of the RDG.

They can also look up historic real-time information from a national rail database, to compare the performance of different trains and routes such as the percentage of journeys when an early morning service arrived on time or early, and how many times it was more than 15 minutes late or cancelled.

The range of measures are expected to create a way of tracking train punctuality that better matches the real experience of customers in different markets.

Network Rail’s performance will be monitored using these on time measures during CP6 but franchises will continue to be monitored against the measures in their existing contracts. The new measures are expected to be used in future franchise commitments.

According to ORR data covering the period between 201718, Hull Trains recorded the smallest percentage of trains arriving at recorded station stops on time (within 59 seconds) at 38.8 per cent. C2C recorded the highest at 83.5 per cent.

Reaction

Co-ordinated campaign

Announcing the change, industry body the Rail Delivery Group (RDG) said the measures, which will see data published nationally, by train operator and by journey, are the most transparent of all major railways in Europe.

Chief executive Paul Plummer added: “Every second matters to us and our customers, which is why rail companies have together developed and are now using these to-the-minute measures for train punctuality at every station part of our plan to improve the railway today.

“Record investment to upgrade the railway, including the roll out of thousands of new carriages, will continue to help improve journeys over the coming years and, in the shorter term, we’re using a more transparent measure of punctuality to help us cut delays and reduce disruption.”

Anthony Smith, the chief executive of independent watchdog Transport Focus, described the change as “a positive step for passengers”.

“Passengers want a reliable, on-time train service. How that performance is measured and reported should, our research shows, mirror passengers’ reallife experience to help build passenger trust,” he added.

“Train timetables need to be a work of fact, not fiction. So, it is good to see train operators reporting true, on-time performance to the minute at every station.”

The introduction of the new measure is part of a co-ordinated programme of work led by the National Task Force - a cross industry group of operations leaders, and the RDG board of rail industry CEOs - to improve performance across the network now and in the long term. This includes: »» Using shared best practice to improve performance and analysis of challenges causing poor performance. Teams have also been established to prevent suicides on the network and stop people trespassing on to the railway; »» Preparing for and improving coordinated responses to changes in seasonal weather, including autumn leaf fall, snow and high temperatures.

Each train operator and Network Rail route developed plans to improve preparations for Autumn 2018, helping to ensure more trains were able to run between October and mid-December the equivalent of an additional days’ worth of trains ran, approximately 23,000 services, compared to 2017; »» Supporting the new cross-industry timetabling task force to ensure that the roll out of 6,400 additional services by the early 2020s goes smoothly.

As announced earlier in March, over 1,000 extra train services are being introduced across the network in May 2019 and hundreds of rail planners and engineers have been working hard over many months to implement these improvements effectively.

Rail Engineer | Issue 173 | April 2019

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FEATURE

RECOGNISING

INNOVATION

S

everal railway engineering companies featured strongly at the recent Plantworx Innovation Awards, and several others of the innovations that were applauded have obvious applications in the sector. These were indications of the stronger links between Plantworx organiser the Construction Equipment Association and the rail industry, which has brought about the inaugural Railworx show, taking place at Peterborough in June.

Now in its fourth year, interest in these awards has grown since they were first held in London at the home of former Prime Minister William Gladstone.

This year the venue had changed, moving north to Peterborough, the new home for the Plantworx show. As these are Innovation awards, all entries (except for the Skills & Training category) had to be new to market within the last year.

Entries were invited from all Plantworx and Railworx exhibitors.

The 2019 Plantworx Innovation Awards attracted 120 entries reflecting the interest in innovation that is now prevalent throughout the industry, and representative from many of those companies, along with industry guests, gathered at the CEA’s annual black-tie dinner to hear how they had done. With eight categories to be announced there was plenty of chances for success.

They were welcomed by CEA chief executive Rob Oliver who said: “It’s great - we had a record amount of entries this year and the standard of innovation has been terrific. I am sorry that we couldn’t have more winners, because every

Rail Engineer | Issue 173 | April 2019

entry seemed to have something very positive to the market. Of course, the big showcase for these new products will be at Plantworx.”

After dinner, snooker legend Steve Davis took to the stage to provide the evening’s entertainment. Steve talked about playing snooker during the sport’s heyday in the 1980s, attempts to fight off the ‘boring’ persona that the media built up of him, meetings with the Queen and talking about butter with Joey Essex in I’m A Celebrity... Get Me Out Of Here!

Then is was time for the most eagerly awaited part of the evening - the awards themselves.

Skills and Training The first to be announced was the award for Commitment to Skills and Training.

Nine companies were on the shortlist for this one, which was to be presented to the company that had demonstrated a commitment to investments in training in personnel across all levels of the business or offering unique training to companies within the sector.

This year’s judging panel, which included executives from the industry, the specialist press and Network Rail, had thought long and hard about this one as, without a skilled and well-trained workforce, the industry would not be able to make the progress that it is doing. Attracting the first thunderous applause of the evening, snooker legend Steve Davis OBE announced that the Gold winner was Nylacast.

One of the world’s leading manufacturers of engineering polymers, Nylacast works with manufacturers

FEATURE Digital Innovation

of engineering equipment to replace traditional engineering materials, such as steel, cast iron, bronze and ceramics, with its wide range of engineering polymers.

Recognising the need to actively combat the skills shortage within engineering, Nylacast established a robust, rigid apprenticeship program in 2011 and to invest in a dedicated engineering training academy. The company now takes on 8-12 new apprentices each year and, to date, 35 apprentices have graduated from students to engineers.

Silver was presented to leading equipment-hire company A-Plant. With over 190 service centres nationwide, and a workforce of over 3,600 people,

Sponsored by Leica, and one of the new awards for this year, this award was open to all innovative developments that use digital technology to improve any aspect of performance, efficiency or safety. It recognises that digital technology is taking over every aspect of the industry, whether it be automation, control, data collection, planning or operations.

A good entry of twelve nominations was received, but the judges assessed that the outstanding one, and recipient of the Gold award, would be Bomag, well-known as a leading manufacturer of machines for the compaction of soils, asphalt and refuse. Bomag rollers have even been fitted with road-rail conversions so they can travel along the railway to sites where they compact ballast ready for track relaying.

In this instance, the award was for Bomap - the ‘Bomag app’ that is compatible with standard smartphones and tablets and is revolutionising the way compaction documentation is carried out today. It follows the “Bring-your-own-device” approach and therefore feels familiar right from the start and makes adoption of the technology much easier.

the company carried out an impressive 15,000 training days for staff over the last 12 months, delivering over 70 different training courses to help A-Plant staff reach their full potential. Wherever possible, this training is accredited and certified and trainers work alongside several partners and NVQ awarding bodies so that employees have the opportunity to gain an external qualification.

Bronze went to construction equipment manufacturer Mecalac, which has adopted a training initiative that encompasses every stage of the education system, from primary schools right up to universities, and even includes training modules for experienced employees of Mecalac to learn new skills and competences.

THOMSON ENGINEERING DESIGN Innovative Solutions for the Rail and Construction Industries Since 1999

Thomson Engineering Design Ltd Thomson Engineering Design produce a range of more than fty machines, attachments, tools and devices all designed to help you work more productively, safely and efciently.

In the last 12 months alone we have brought 15 new products to life working with both plant hirers and contractors and following an ISO9001:2015 accredited process to ensure quality at every stage.

Whether you require a stand-alone machine, an attachment to an existing machine or a simple hand tool we can provide you with an innovative, cost effective, fully documented and CE marked solution.

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Rail Engineer | Issue 173 | April 2019

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FEATURE

David Thomsom of Thomson Engineering collecting the Gold Award for Efficiency from Alex Woodrow of category sponsor Kinbb Gormezano & Partners.

Syndrome, caused by the twisting motion and snapping of the finished tie, and it also features a ‘walking stick’ attachment that goes on the end of the tool with the trigger being held whilst standing in an upright position to prevent musculoskeletal disorders to the lower back.

Bronze went to Caterpillar’s new range of 1-2 tonne mini-excavators, which have reduced total cost of ownership improvement by up to 15 per cent due to lower maintenance costs, extended service intervals, and a design that simplifies the most common repairs.

Engineering Ready to go within seconds, Bomap can be used with the internal GPS of the mobile device but also can be equipped with a high-precision GPS receiver when more precise documentation is required.

Clarity, an online, real-time water quality monitoring and reporting system from leading water treatment specialist Siltbuster, won the Silver award. Designed with the end user in mind, Clarity not only eliminates the chance of a company inadvertently releasing polluting water back to the environment, reducing the chance of prosecution and fines in the process, but also provides ‘real time’ assurance for senior managers who are responsible for the environmental performance of their business.

Despite the large entry, the judges decided to set the bar very high this year, and so they only gave these two awards.

Efficiency The Efficiency Innovation award, sponsored by Knibb Gormezano & Partners, was for companies who were able to demonstrate how their product or service could improve the efficiency of the construction operation, whether it be by organising people, machinery or the supply chain or by completing a task faster or using less manpower and machinery.

Thomson Engineering developed and manufactures its EDC15-01 De-Clipper in the UK. It is a heavy-duty attachment for road-rail vehicles that is used for the safe and efficient removal of Pandrol ‘E’ and ‘PR’ clips.

Removing traditional Pandrol clips has always been a slow and labour-intensive and risky task, with reports of back strain, repetitive strain injury, hammer strikes to legs and feet and workers being struck by flying clips, ballast or surrounding debris.

Rail Engineer | Issue 173 | April 2019

Deploying Thomson Engineering new De-Clipper enables the rapid removal of Pandrol E-Clips and PR Clips with no manual intervention. Equipped with Twin Hydraulic circuits it can be used for the removal of clips on one rail or both at speeds of up to 2.5km/h, greatly increasing the work rate possible in the time available. The enclosed mechanism also prevents the released clips from flying across the worksite and the risks therefrom.

With the on-track time available for any form of maintenance works on railways always in short supply, the judges felt that this new attachment significantly improved both safety and efficiency in the permanent way maintenance industry.

While re-bar tying tools are not new to the concrete sector, the new model RB441T/CE TwinTier from Young Black combines both speed of application with a reduction in wasted material, which earned it a Silver Award for Efficiency, The new tool also addresses several of the health and safety issues of the steel fixer industry with regard to repetitive strain on the forearms and wrist. It helps reduce the possibility of Carpal Tunnel

Caterpillar was the sponsor for the next category. The award for Engineering Solution is designed to recognise engineering innovations, either mechanical or electronic, that overcome particular problems or significantly advance the abilities of existing equipment. This could range from new tyres and improved drivelines to new machine types or unbreakable lights.

As it turned out, the Gold winner was none of those. British Steel had looked at new approaches to descale products made from special profiles (track shoes, cutting edges, forks, mast channels and a hundred other bespoke items) so that automotive surface finishes could be applied.

Descaling systems work by applying water at high pressure to hot steel.

This breaks the surface scale and the water then sits trapped under the scale, superheats and explodes the scale off - all of this happening in less than a second.

It is essential to get the spray headers close to the product, there being an exponential relationship between this distance and the impact energy on the material.

The Siltbuster team collecting their Silver award in the Digital category for its Siltbuster Clarity.

FEATURE The focus of the new descaling system is to dynamically position the descaler sprays so every product had the optimum spraying distance. Specifically, every piece is laser measured and the guides offset to around 100mm stand-off, resulting in impact energies over 300 per cent higher than when using the previous system.

Atlas Copco’s Power Technique approach to reducing noise and emissions on worksites won Silver. A good example of this approach is the E-Air compressor, in which proven technologies from other products have been combined to develop an electric-powered compressor capable of meeting the demands of construction sites.

Continuing that theme, Derbyshirebased manufacturer Tufftruk took Bronze for its new Truxta EV mini-dumper, a machine specifically designed for noemission no-noise environments. This battery-powered dumper, with an eighthour duty cycle, offers construction firms a proven eco option that can be used in any emission and noise-free environments, indoor and outdoor.

Security Datatag sponsored this category. As plant theft remains a big problem for the industry, this award looked for significant innovation in terms of construction site security, machine or attachment theft prevention or for locating, retrieving and identifying stolen items.

CanTrack Protect is purpose designed to combat the tools and techniques used by thieves to locate and remove a tracking device from stolen property. CanTrack Global’s technology can detect when it is being jammed and automatically switch to an alternative location technology.

A national team of former police investigators will then physically locate the

Silver in the Environmental category went to AJC Trailers for the company’s EasyCabin EcoSmart ZERO. stolen asset so that police can execute warrants and enter private premises and property.

The system is not only Thatcham Cat S7 certified, it also won the Gold award for Security Innovation.

Stopping tool theft from vans is the intention of Amber Valley Developments, perhaps better known as Europe’s largest manufacturer of vehicle reversing safety systems and winner of the Silver award.

Using technology originally developed to prevent vehicle catalytic converter thefts from vans, trucks and buses, ToolDefend monitors the vehicle’s doors with ultrasonic sound wave detecting sensors.

Any attempt to breach them will result in an alarm being triggered and a loud siren sounding. GPS is optional for text messages being sent.

Once again, no Bronze award was presented in this category,

Environmental Nylacast sponsored the category for innovations that are beneficial in terms of reducing the environmental impact of construction activities. They could reduce fuel consumption, emissions, noise and waste or may minimise/prevent damage to the worksite, watercourse or surrounding area.

Gold-award winner Wacker Neuson’s DW15e is a zero-emission, all-wheeldrive electric site dumper with a 1500kg payload. Power is provided by a maintenance-free absorbent glass mat

(Left) Nylacast Sales apprentice Tibor Mikula receiving the Gold award for Commitment to Skills and Training from CEA’s CEO, Rob Oliver.

battery, charged by an onboard charging which just requires connecting to a 16A 230V single-phase supply.

The machine will operate for a whole day on one charge, and the DW15e produces the same performance as the manufacturer’s equivalent diesel-powered site dumper, with zero emissions and reduced noise levels. Primary energy costs are reduced, compared to an equivalent diesel-powered machine, as are maintenance and service costs.

Welfare units on work sites consume a considerable amount of power, usually delivered by a diesel-powered generator that often remains on full power at all times. Working in close liaison with UK’s Intelligent Energy, AJC EasyCabin has brought to the market a range of welfare units powered by a combination of a hydrogen fuel cell and an advanced solar power system, meaning that the unit operates almost totally silently and emits only pure water vapour. Impressive, and it impressed the judges too, winning Silver.

Shell GTL Fuel is a paraffinic product which can be used as an alternative to conventional diesel. It can be used in construction plant and generators as a direct replacement for diesel, without the need for expensive modifications to engines or fuel storage tanks. Created from natural gas using the ‘FischerTropsch’ process rather than being refined from crude oil, Shell GTL Fuel’s combustion properties have been proven to deliver a number of benefits including reduced emissions of harmful pollutants such as CO2, NOx and PM, improving local air quality and reducing noise levels in some engines by as much as 3-5dB.

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FEATURE Certas Energy is the exclusive supplier of the cleaner burning diesel alternative Shell GTL Fuel and picked up the Bronze environmental award for doing so.

Non-operated plant Caterpillar was back as sponsor of NonOperated Plant and Support Products, a products and services category open to non-operated plant and tools, alongside essential construction support products and services.

Ballast dust is a problem on the railways, particularly in dry conditions, and dust suppression is a hot topic. Brendon Powerwashers has developed the Dustec DT00 which requires only a supply of highpressure water (100-250 Bar) and can be situated up to 75 metres from the power washer used to supply it. 60 per cent of the water is used to drive the fan that then distributes the remaining water as droplets over a wide area to suppress the dust. The ‘drive’ water is then returned to the power washer and recycled.

Lightweight and quiet in operation, the Dustec 400 won the Gold award.

Silver went to the Kerbguards range from Ground-Guards. These kerb guards, manufactured from recycled PVC, protect kerbs from damage by plant and equipment - a major problem on new housebuilding sites where often more than 50 per cent of the kerbs on an estate will need to be replaced before final topcoating of roads and pavements prior to adoption.

Despite 11 entries being received, no Bronze award was made.

Dual Inventive scooped the Silver Award in the Safety Innovation Category for its MtInfo 3000 system. Key account manager Gilles Vanblarcum received the trophy.

Safety Perhaps the most important category as well as the final award to be presented, the judges had to sift through 26 entries to make their decision. They were looking for the device or system considered to offer the greatest boost to the safety of site workers, be that PPE, electronic systems or physical devices.

Wacker Neuson won its second Gold award of the night. Its Dual View Truck features 180-degree rotation of the entire operator’s station, giving a perfect view during loading, unloading and transportation. Having supervised loading and unloading while having a panoramic view of the skip, the operator then turns the seat through 180 degrees and has an unobstructed view in the main forward driving direction. The Dual View Truck exceeds the visibility requirements set in the line of sight standard ISO 5006:2017.

The rotating operator’s station also reduces operator fatigue by eliminating reversing and reducing manoeuvring on site.

The Certas Energy team collecting their Bronze award for its Shell GTL Fuel.

Rail Engineer | Issue 173 | April 2019

The machines feature hydrostatic transmission, allowing the operator to focus on the task without frequent gear changes, while hydrostatic braking will decelerate the machine as soon as the operator takes his foot off the accelerator pedal. The travel speed is 30km/h when in the main forward driving direction, reducing to 15km/h when looking over the skip and 8km/h when reversing.

The Silver award was presented to Dual Inventive which has developed the next evolution of open railway interlocking systems, one which is not solely focussed on the safe movement of trains but also designed to provide the highest levels of protection for staff on the tracks. As the interlocking is directly controlled by the protection staff in the field, they no longer need enter the track to set up their protection.

Classified as a Signal Controlled Warning System (according to EN 16704-2-1), the MTinfo 3000 system uses the train position data received directly from the interlocking to warn trackworkers of approaching trains, meaning that they always have adequate time to reach a position of safety.

A new, simplified safety system developed

by GKD Technologies won Bronze for safety.

Designed to support its range of motion safety indicators, GKD adapted its trusted and unique algorithms to provide a height and slew system combined into one slim lightweight display. The SensorHeight&Slew system uses reliable hardware platforms, supported by software developed in-house to measure the real-time movement of the machine dynamically, including the boom and slew positions, to ensure that pre-set limits are withstood.

That concluded the awards for the evening. In congratulating the winners, and commending those that were unsuccessful as “we are all winners here”, the CEA’s Rob Oliver wished his audience well and looked forward to seeing them at Plantworx/ Railworx at the East of England Arena on 11-13 June.

FEATURE

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The advanced 3RCi+ SpaceGuard system revolutionises how machines can be used under live overhead wires and next to open traffic lines.

GKD are committed to providing long term support to you and maintaining your fleet for their entire lifespan.

For more information contact our team on the number below or via email sales@gkdtec.com.

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Rail Engineer | Issue 173 | April 2019

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RAILTEX PREVIEW

Welcoming the industry to Railtex 2019

R

ailtex, the UK’s definitive exhibition of railway products and services, returns to Birmingham’s NEC next month.

As always, the show will have an international flavour and is expecting visitors from more than 50 countries, with

lots of exhibitors bringing products and services from countries in Europe, Asia and the US.

Natalia Charman, exhibition manager for Mack Brooks Exhibitions, told Rail Engineer: “Since its origins in 1993, what has made Railtex unique, and why the exhibition has stood the test of time, is that it encompasses the entire railway equipment, systems and services sector, and brings together these organisations in a collaborative and informative setting. It is the definitive exhibition for the industry and anyone with an interest in the sector should look to have a presence there.

“The industry continues to experience a period of growth, with passenger numbers expected to increase by a further 40 per cent by 2040. Alongside this, the transition to a digitally-led rail network and the key milestones of major projects, including HS2, Crossrail and the Great North Rail project, make 2019 a huge year of opportunity for the sector’s suppliers, buyers, infrastructure managers and operators.

“Beyond the main exhibition, we will once again be offering a comprehensive supporting programme, including insights from leading industry figures and a comprehensive seminar programme across the three days. Keynotes will be provided at Rail Engineer’s Seminar Theatre while the Railway Industry Association’s Knowledge Hub will host a selection of project updates and industry briefings from key figures.

“We look forward to welcoming the industry to Birmingham for three days of insight, learning and networking next month.”

Rail Engineer | Issue 173 | April 2019

Rail Delivery Group chief executive Paul Plummer added: “Record investment from the private sector will help to fuel the largest improvement in our railway since Victorian times. This will see customers benefit from the roll-out of 7,000 new carriages and improved stations across the country as part of the rail industry’s joint long-term plan.”

In this issue, Rail Engineer previews some of the exhibits that will be at Railtex as well as the Technical Seminar programme. For more information, including the latest list of exhibitors please visit www.railtex.co.uk.

14th International Exhibition of Railway Equipment, Systems & Services

Register r Online fo Now!

@railtex #Railtex2019

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14 - 16 MAY 2019 NEC, BIRMINGHAM, UK

The show for everyone involved in shaping the future of UK rail

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RAILTEX PREVIEW

Technology solutions and services ADComms - a Panasonic company

Railtex 2019 Planning your visit Railtex is the UK’s largest indoor show for the rail industry supply chain, and literally everything you can think of will be on show.

Signals, track, cables, toilets and even trains - it will all be there.

In this issue, Rail Engineer has tried to capture some of the flavour of the show. To help you plan your visit, there is a floorplan and a list of exhibitors, many of whom have also supplied details of their exhibits and the new products or services that they will be proudly showing.

Rail Engineer is once again hosting the Technical Seminar programme, so you can find details of all the talks elsewhere in this issue.

Visiting Railtex in a single day will be long but rewarding. Plan in advance, wear comfortable shoes, and prepare to be enthralled.

ADComms, a Panasonic company, delivers innovative technology solutions and services to owners and operators of mission critical infrastructure.

With extensive experience in the telecommunications and networks markets, ADComms works with clients to develop intelligent connected solutions that solve operational challenges. The company innovates, designs and builds telecoms, network, energy and train-borne technology solutions while providing a dedicated customer service.

Its maintenance organisation supports its solutions post deployment, to ensure reliability and extended

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operational life.

ADComms will be showcasing its on-board train technology, control room management systems, track to train connectivity, infrastructure services, traction & rolling stock, train presentation & workshop consumables.

Talented individuals for complex assignments Advanced Resource Managers (ARM)

Advanced Resource Managers (ARM) works with some of the biggest consultancies, best-known contractors and busiest local authorities in the UK. Considered true experts within the industry, ARM’s rail consultants possess a combined 25 years’ experience and specialise in permanent, contract and fixed term placements across a broad of range of skillsets for this very niche sector. Buzzing with activity, there are many job opportunities in rail right now.

Rail Engineer | Issue 173 | April 2019

D86 ARM is proud to work with a broad range of businesses across a number of sub-sectors within rail and infrastructure. It supplies talented professionals to customers who work in multiple disciplines and have delivered complex assignments for some of the industry’s leading specialist companies, including client organisations, design consultancies, cost engineers and contractors, based both in the UK and around the world.

With a strong reputation in these markets, based around delivery of some highly successful packages of work, ARM often sources candidates with extremely hard-to-find skills. This isn’t confined only to the UK either; the international division is fast picking up speed.

Sectors in which ARM operates include: »» Highways, Traffic & Transportation »» Electrification »» Civils »» Signalling & Telecoms »» Systems »» Rolling Stock »» Commercial & Supply Chain »» Utilities.

RAILTEX PREVIEW

ADComms, a Panasonic company, applies technology and technical expertise to the UK Rail industry that delivers solutions for: • Safety Critical & Security • Customer Experience • Infrastructure & Operations Connectivity enables innovation, and innovation delivers safer operations and journeys – we blend technology to deliver CCTV analytics, access control, onboard security and customer experience with resilient network infrastructure.

Tel: 01724 292200 Website: www.alandickcomms.com Email: info@adcomms.eu.panasonic.com

Signalling the future Henry Williams...at the forefront of railway innovation since 1883 For all your engineering and signalling needs.

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www.hwilliams.co.uk Rail Engineer | Issue 173 | April 2019

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RAILTEX PREVIEW

Total Solutions service for railway cables G16

AEI Cables

AEI Cables will be showing why Network Rail has specialist cables for a range of signalling needs across its infrastructure meeting the highest standards of rail accreditations.

These cables will provide power for train protection warning systems, playing an essential part in ensuring the smooth running and reliability of the rail network.

They ensure the transmission of signals and a continuous power supply across all trackside signalling equipment, with a voltage rating from 650-1100V and an operating temperature range from -25 to 85 degrees, complete with insulation including Low Smoke Zero Halogen (LSZH).

AEI Cables provides a Total Solutions service for rail from one source for infrastructure, signalling, rolling stock and power supply, meeting the latest LUL (London Underground Limited), EN, Railway Industry Association and other relevant national and international standards.

The service includes technical advice, design and supply.

Lightweight headwalls Aqua Fabrications

P11

Aqua Fabrications manufactures and supplies quality on/off drainage systems and cable management for the rail network.

From geotextiles to catch-pits to UTX chambers, Aqua’s experience, coupled with unrivalled service, provides clients with a reliable and trustworthy supplier.

At Railtex, Aqua will be promoting its new and innovative Belvedere headwall.

This unique product can be installed instead of concrete and, due to its low weight, it can be manhandled into place instead of requiring a crane to lift it. Such an advantage results in cost and time benefits for the client and health and safety issues for its employees.

Rail Engineer | Issue 173 | April 2019

Sustainable Mobility Alstom Transport UK

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Alstom, as a promoter of sustainable mobility, develops and markets systems, equipment and services for the transport sector, offering a complete range of solutions (from highspeed trains to metros, tramways and e-buses), passenger solutions, customised services (maintenance, modernisation), infrastructure, signalling and digital mobility solutions.

Highlights of Alstom’s exhibition this year include a new hydrogen train for the UK market. Codenamed ‘Breeze’, this will be a conversion of existing Class 321 trains, reengineered by Alstom and Eversholt Rail to create a clean, green train for the modern age.

Alstom’s Widnes modernisation facility is the most advanced in the country. The main modernisation hall in Widnes is so large that it rivals the size of the deck of the UK’s flagship new Queen Elizabeth class aircraft carriers.

One of the UK’s most successful electrification businesses, Alstom has recently played a key role in delivering StirlingDunblane-Alloa.

At the last Railtex, in 2017, Alstom unveiled its Clever cantilever which has a unique design. With fewer connections, the cantilever is easier and quicker to install.

The Digital Railway will be delivered using products such as Alstom’s world-renowned Atlas ERTMS family. Atlas offers a complete system for optimal efficiency and complete safety, delivering a number of benefits like improved line capacity (high-density, higher speed) and service reliability as well as compatibility with energy-saving driving profiles.

At the forefront of Rails Solutions ArcelorMittal Rails & Special Sections has rail production facilities in Poland, Luxembourg, Spain and the United States that offer a wide portfolio of products, covering rails for subways, trams, trains, light rails, crane rails, crossings and rail accessories.

ArcelorMittal’s main trending topics for railway: - Corporate Social Responsibility: ArcelorMittal has the Ecovadis Gold rating.

- R&D: ArcelorMittal operates a dedicated rail research and development unit which includes pilot plants and prototyping facilities. Its Rail Excellence Centre also includes a dedicated welding centre which can provide advice and support for current and future grades for its customers.

- Digitalisation: ArcelorMittal Rails & Special Sections is extending its 4.0 transformation with the launch of several digital tools.

- Increasing the length of rails: in order to provide further track safety, welding, track laying and maintenance cost savings.

- Increasing the service life of rails: with the most appropriate solution related to different applications; LCV (Low Carbon Vanadium) for tramway or new hardness grades for heavy haul.

In the last 5 years, ArcelorMittal has been made following investments: - Successful extension long rails in ArcelorMittal Poland to 120m length.

- Head Hardened line on Transport rails in ArcelorMittal Spain.

- Development of Grooved Rails in Luxembourg, including tolerance group-G in all grooved rails.

- Improved Low Carbon Vanadium (LCV) Grades for Grooved rail.

- Leaders in product range in Crane Rails.

- Successful extension long rails in ArcelorMittal Spain to 108m length.

New ArcelorMittal rails calculation tool Available now for download in your app store

Rail Tool

rails.arcelormittal.com

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RAILTEX PREVIEW

Maintenance-free switch point roller

Spectacular rail branding M64

Aura Graphics

Aura Graphics’ rail branding, refurbishment and presentation services offer comprehensive, flexible project solutions that work with customers’ needs every step of the way to enhance, safeguard, and maintain rail rolling stock.

With everything from exterior branding to interior repaints taken care of, Aura’s commitment to supreme quality keeps trains looking first class - inside and out.

At Railtex 2019, Aura Graphics are very excited to announce that it will be showcasing a host of new products and services, including a spectacular new product that promotes

sustainability and reduces carbon footprint, but also comes with increased fire accreditation that far outweighs any product in its class in the rail market.

To understand more about the launch of this product, visit stand M64 and be the first to see what will be unveiled.

Austroroll

Austroroll has designed a maintenance-free switch point roller that sets itself apart, due to its impressive robustness, simple assembly and high operational efficiency. It is the only permanent flexible switch point roller in the world with a five-year warranty.

Installed in the spaces between sleepers, the device dispenses entirely with the slide plate lubrication that turnouts normally require. It dramatically reduces point failures, and can cut the switching forces that point drives must exert by as much as 60 per cent, saving over 20 litres per year of lubricants per set of points.

L91 With sales of well over 220,000 since its introduction in 1992, the system has been successfully used by most of Europe’s railway companies for many years.

Austroroll has performed well at temperatures of over 80 degrees in the Australian outback and has coped equally well with the gruelling conditions of the Brazilian rainforest.

High-performance carpets Improved signalling fault with aesthetic prowess location systems B16

Axminster Carpets

Axminster Carpets draws on its experience across the transport sector to service the largest rail operators with the most precise requirements, now accounting for the majority of all woven train carpet.

Bespoke refurbishment projects include South Western Railway, ScotRail,

Northern and the prestigious Belmond British Pullman - a glamourous, vintage train which invites each passenger to travel back to the Golden Age of rail travel, the roaring 20s.

An Axminster carpet combines high performance with aesthetic prowess and ecological responsibility renewable, biodegradable and sustainable. Beautiful to live with, work with and travel with!

With exceptional quality and capability credentials, Axminster Carpets have established themselves as a market leader, offering the very best in the industry since 1755.

Rail Engineer | Issue 173 | April 2019

Bender UK

Bender UK is showcasing its improved RS4 signalling fault location systems. Previous variants of the device, the RS2 and RS3, are proven in use by Network Rail – monitoring and relaying vital information on the status of power supplies.

The new RS4 is designed to comply with standard NR/ L2/SIGELP/27725. Variants of the RS4 will accommodate Tier 1, Tier 2 and Tier 3 requirements. Delivering improved fault location at higher insulation resistance levels ensures even earlier warning of electrical failure increasing the engineer time to arrange and implement repair and maintenance plans.

H91 Bender condition monitoring solutions will be also be displayed on stand H91, as well as a working RS4 demonstration to allow exhibitors a first-hand experience of the advanced equipment in use.

RAILTEX PREVIEW

'One-stop' partner for enclosures and safety switches Bernstein

Bernstein is a specialist manufacturer of enclosures, safety switches, limit switches and sensors. With local and worldwide value-added capabilities, Bernstein is the perfect ‘one-stop’ solutions partner.

With expert knowledge in the field of contact and noncontact detection of solids, liquids (including people), plus protection solutions for the most delicate customer

W36 products, Bernstein produces products that operate in the harshest of environments.

These are especially suited for use within the rail industry, providing solutions for longstanding application requirements, trackside or train borne. Applications include dual door monitoring, TPWS, WSP, HADB, platform screen doors and blind spot safety sensors.

Bernstein continues to be a partner to all leading rail companies, being a safety critically approved supplier to Siemens and Bombardier with heavy involvement on the Crossrail project. See below link to follow an overview of our product supply to the rail industry.

Innovative research and design concepts Birmingham Centre for Railway Research and Education (BCRRE)

The Birmingham Centre for Railway Research and Education (BCRRE) will be showcasing some of the latest innovations in the sector, from fundamental university-based research to more developed concepts that are ready to take to market.

Visitors will have the opportunity to discuss their research needs and ideas with the team and to see how the BCRRE, at the University of Birmingham, could support their businesses.

A key part of the BCRRE stand will be to showcase DIGI-RAIL, an ERDF-funded project designed to help SMEs in the Greater Birmingham and Solihull Local Enterprise Partnership (GBSLEP) and

G60

Coventry and Warwickshire (CWLEP) areas get access to world-class expertise to develop in the rail industry.

Alongside BCRRE, the Rail Alliance will be providing information on its exciting new offering for the wider industry, so visitors can find out how to become part of the new Rail Alliance community and the benefits and options available to community participants and partners.

Specialised identification solutions U16

Brady

Brady, a global identification solutions specialist, has developed a comprehensive identification offer specifically for rail vehicle manufacturers.

These are engineered to make sure they are compliant and resistant against the challenges faced by the industry.

Extensive research capabilities enable Brady to continuously evolve and adapt products to new norms and regulations, such as EN-45545. Designed for easy application, Brady’s rail vehicle identification solutions are printable on-site using Brady printers.

The ‘Identification Solutions in Rail Vehicle Manufacturing’

book summarises Brady’s expertise and capabilities and shows identification solutions that can be part of sustainable, flexible and timesaving technologies in rail vehicle manufacturing.

Amongst the latest products released by Brady, the B-348 Mass Transit Tag complies with minimal smoke and halogen emission requirements of the strictest underground norms for mass transit vehicles. Printable both on-site and in the field, the tag is a practical solution for mass transit manufacturers to identify thick cables and cable bundles.

The new BradyPrinter M611

Mobile Printer announces a new chapter in the ongoing evolution of identification.

Now even the most complex labels can be designed in the field using only a smartphone and Brady’s free Express app before printing on reliable, industrial grade label materials with the BradyPrinter M611 For more-demanding applications, the BradyPrinter i3300 Industrial Label Printer is a completely hassle free, easy to use PC-based printer that can print a full range of safety and facility labels and signs as well as die cut labels for wire identification, product identification and laboratory identification.

Rail Engineer | Issue 173 | April 2019

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Premium rail solutions R50

British Steel

British Steel will be present at Stand R50, promoting its wide range of premium steel products and associated services, designed to help the industry build stronger railways.

In addition, British Steel is delighted to once again be the official Railtex ‘OnTrack’ sponsor, supplying 30 metres of rail track, and demonstrating some of our award-winning products: »» HP335 - designed for improved wear and RCF resistance »» Zinoco® - the most durable system available to combat rail corrosion – now available in long lengths for bigger corrosion challenges »» SilentTrack® - tuned rail damper system to help reduce pass-by noise by 3-6dB(A)

The Rail Technologies team will be carrying out track-monitoring activities in the official ‘On-Track with British Steel’ area, and will be available to answer any questions on the latest developments in track condition assessment.

British Steel will also be promoting its range of structural sections, designed to enhance any additional railway requirements, from bridges to stations to electrification.

Marketing manager Daniel Pyke will be taking the floor at the Rail Engineer seminar theatre on Thursday 14 May at 11.50am with his paper on ‘Rail track – real performance’. Open to all, the technical seminar will take place on stand D61.

Rail Engineer | Issue 173 | April 2019

Industrial safety interlocking systems Castell Safety International

Castell Safety International has been at the forefront of trapped key interlocking (TKI) since 1922 when the company’s founder, James Harry Castell, designed the first interlocking systems to protect people and assets during the electrification of London.

Today, Castell Safety International designs and manufactures the world’s widest range of industrial safety interlocking systems, ensuring that industry can operate safely around the world.

Castell has a history in the rail industry of over 90 years around the world, providing robust safety products. This means that the company

E03 can ensure processes are enforced and prevent accidents throughout the network, from rolling stock to maintenance depots and from track access protection to power supply interlocking.

Applications for rolling stock, track, power signal control and maintenance depots, combined with high levels of protection through fullbody access products, ensure processes cannot be started until personnel are safe.

Rainproof battery tooling for no-fuel sites Cembre

Cembre will be launching its latest Rainproof Battery Tooling, following on from its award-winning Rainproof Battery Rail Drill.

Visitors will be able to operate the new Rainproof Battery Sleeper Drill (capable of drilling 100+ holes on a single charge) and experience the significantly lower HAVs and noise levels. With features such as built in LED lights to illuminate the work area and a reverse action to retract augers when required, this drill is ideal for “No Fuel Sites”.

Using the same battery platform as the Rail and Sleeper Drill, Cembre will also be introducing a new Rainproof Battery Powered Pump. This

P17 has vastly increased capacity and also features Smart Tool Technology.

Along with other tooling for p-way, S&T and electrification, Cembre will also be demonstrating its MG3E thermal printer suitable for a variety of Marking Requirements.

Visit Stand P17 for the latest in a line of Cembre product Innovations.

PROUD TO HELP OUR CUSTOMERS SUCCEED Understanding your needs to deliver railway success Rail is increasingly being asked to perform for longer in harsher environments. As rail lives are increased, the potential for corrosion also increases.

ZinocoÂŽ is the most durable system available to combat corrosion in harsh environments.

Now available in long lengths for your bigger corrosion challenges, ZinocoÂŽ protects, whatever the weather.

For more information contact: T | +44 (0)1724 404040 E | rail@britishsteel.co.uk @BrSteelRail

BRITISHSTEEL.CO.UK/RAIL

UKRRIN Founder Member

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Unified Audio Platform B60

Commend UK

Commend is the world leader in integrated audio solutions.

Its flexible, cutting edge ‘Unified Audio Platform’, is providing enhanced security, safety and information to people around the globe.

Commend solutions are compliant to the highest regulations in the rail industry and seamlessly integrate existing security infrastructure (CCTV, access control, fire alarm, lifts, etc.) into one platform. Intuitive visualisation

software allows users to efficiently monitor, manage, plan and respond to any situation, whether it be daily operations or emergency situations, saving customers vast sums of money.

With a 43-strong UK team, Commend can guide customers throughout their projects, including pre-sales technical advice, the design of the system, comprehensive support during the installation and after care with commissioning and maintenance contracts.

Come to stand B60 and discover how the Unified Audio Platform can provide comfort and information as well as protect people and save lives!

More than just counting passengers B44

Dilax Intelcom

DILAX specialises in capturing, managing and analysing passenger flows. The company’s portfolio includes automatic passenger counting (APC), seat management solutions and smart data analytics tools for reporting and predictions.

The new DILAX counting sensor is equipped with stereoscopic camera technology and has an AIbased algorithm for detecting and tracking objects. In addition to classic automatic passenger counting, a distinction between adults and children is possible, as is object detection of items such as wheelchairs and bicycles.

Citisense software is able

to manage, aggregate and evaluate a variety of data and doesn’t just count passenger numbers. The newest feature analyses passenger flows in the transport network based on APC data, further data from third-party systems such as ticket transactions, timetable data and Wi-Fi tracking could be included as well.

This data allows the current occupancy level of a vehicle (in real time) to be determined and passed on to passengers, so they can optimise their travel planning.

Rail Engineer | Issue 173 | April 2019

Depot equipment supply and service P31

Depot Rail

Depot Rail was formed in 2001 as a consultancy business, but quickly developed into a company representing specialist suppliers to train maintenance depots.

Over the years, Depot Rail has developed a portfolio of products and suppliers, all of whom work exclusively with the company in the UK and Irish markets. By choosing the best suppliers in each product group and maintaining long-term relationships, it is able to offer an unrivalled range of products and in-depth expertise on those products. The product range includes rail lifting jacks, rail vehicle shunters, wheelset presses, bogie test machines and much more.

A service business has also been developed, and Depot Rail now has a team of fully trained service engineers to carry out routine maintenance work and repairs on all of the equipment that it supplies.

Having grown to be one of the leading suppliers of depot equipment in the UK and Ireland, with a committed and dynamic team of staff, Depot Rail now plans for an exciting future for both itself and its customers.

Relays with a proven track record Dold Industries

Dold is a leading ISO 9001-approved European manufacturer of measuring relays, timers and interface relays for industrial, safety and railway applications, with a hard-earned reputation for service, product reliability and performance.

Currently, many train manufacturers and maintainers worldwide specify, install and rely on Dold relay products. As a direct result, many products in its range comply with current UK rolling stock requirements for EMC, voltage & transients, temperature and shock and vibration.

As Dold is the designer and manufacturer of its products - internal relays, enclosures

N55

and PCB assemblies - it can offer cost-effective and flexible technical solutions to replace many of the old and discontinued relays and timers still found in service on UK rolling stock.

Dold is currently offering innovative solutions to train maintenance depots for HV switchgear interlocking and trapped key interlock access and is involved in major European and international signalling projects for positive guided PCB relays.

“Excellence in Engineering”

Find us on Stand F16

Lundy Projects Limited 195 Chestergate Stockport SK3 0BQ Tel: 0161 476 2996 Email: mail@lundy-projects.co.uk Website: www.lundy-projects.co.uk

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Ruggedised railway Stored energy solutions communication platform for rail C16

Elma Electronic UK

Elma Electronic will have on display its latest ruggedised and modular computing system with optional memory expansion and communication interface.

The system can be equipped with three Eurocards (100x160mm) and an optional three or two-slot backplane. In addition, there is the option to use an integrated wide-input range power supply covering the railway battery voltages from 14.4 to 154VDC. The CPCI-serial standard is widely accepted, so the modular concept allows the configuration of custom solutions very quickly, and a broad range of CPCI-serial CPU cards, from Atom to

Xeon-Processors, are available off-the-shelf.

The scalability and availability of many CPCI-serial cards makes this system ideal for data monitoring and analysis or for passenger information systems on trains. In addition, CPCI-serial carrier boards for PMC, XMC and PCIe-modules allow the integration of Wi-Fi, GPS, GSM, GSM-R and custom interfaces.

Designed with railway applications in mind A51

Finder

Finder’s Europeanmanufactured components, including relays, timers, monitoring and level control products, are assembled to withstand higher railwayspecific technical demands including: wider operating ranges, higher shock and vibration resistance, operation of wider ranges of temperature and humidity, and fire resistance of the relay’s constituent parts.

As a result, Finder products are suitable for a range of railway applications including door, light and air-conditioning systems, signal control and traffic management.

In addition, Finder relays, sockets and accessories are manufactured using specific materials, which satisfy the requirement R26 of fire protection by standard EN 45545-2:2013 for product category EL10.

The products’ vibration and shock resistance meet EN 61373 for Category 1, Class B products while their temperature and humidity resistance comply with EN 50155 standard, TX class or T1 class.

Rail Engineer | Issue 173 | April 2019

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EnerSys

EnerSys® is the global leader in stored energy solutions for industrial applications and an experienced supplier to the rail industry. It offers costeffective systems for many rolling stock applications.

Using its experience, skills and knowledge, EnerSys plans, manages and successfully delivers the complete energy solution project. Its products have a background of 100 years of accumulated expertise in the rail industry, from project planning, design and engineering to carrying out installation and monitoring of turnkey solutions of energy systems to many rail customers.

Heading FISA Fabbrica Italiana Sedili Autoferroviari

FISA was founded in the northeast of Italy, near the border with Austria and Slovenia, back in 1960, specialising in design and production of seats for public transport vehicles on road and rail. The factory covers about 10,000 square metres and employs approximately 100 people.

Today, as it has for the past 10 years, railway passenger seats, along with locomotive driver seats, represent 90 per cent of production. The company is a leader of this field in Italy and is steadily increasing its presence in the markets of the European Union, with a particular focus on the emerging markets of Eastern Europe.

With an order book that is

H45

constantly growing, FISA is now the alternative passenger and driver seat supplier dedicated to the UK market. The recently established FISA Seating System Ltd, combined with UK companies which are already established in the industry, gives FISA the advantage of local supply and after-sales product service, which is considered paramount in this ever-demanding market.

RAILTEX PREVIEW

way People.com

At the heart of UK rail‌ RailwayPeople.com is the largest dedicated rail job site in the UK. With thousands of job opportunities updated daily, your next career is a fingertip away.

Visit RailwayPeople.com to find your next role today.

STAND C60

FISA is serious about the UK market With an order book that is constantly growing, FISA is now the alternative passenger and driver seat supplier dedicated to the UK market.

FISA has the advantage of local supply and after-sale product service which is considered paramount in this ever-demanding market, with the support from the very recently established FISA Seating System Ltd, and UK companies who are already established in the industry.

Prioritise staff protection trackside and in the depot Key Clamp handrail systems and crash barrier solutions Our products offer reliable protection utilising strong galvanised steel. Our Key Clamp system is efficient to install, utilising only an allen key and grubscrew system. Our crash barriers are designed to resist heavy impacts and comply with all BS standards.

ALL PRODUCTS ARE IN STOCK AND AVAILABLE FOR FAST DELIVERY.

DISCUSS YOUR REQUIREMENTS CALL US ON 0117 970 2420

Visit us online today at eziklampsystems.com Rail Engineer | Issue 173 | April 2019

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Innovative wayside sensors provide real-time information G37

Frauscher Sensor Technology

components – track, track bed, sleepers, wheels and more – are detected and displayed on a user interface in a clear form for the first time. Thereby, FTS supports condition-based maintenance strategies based on predictive and preventive approaches.”

Proven axle counter

Frauscher will present its new SENSiS system as the highlight of its Railtex display.

“With a newly developed sensor, which works as an intelligent device on the track, this system sets new standards,” said Elaine Baker, managing director of Frauscher UK “Evaluation of the sensor signal takes place in the sensor – directly on the rail.

Using a dedicated bus system, digitised data is transferred directly from the SENSiS Detection Point SDP to the SENSiS Processing Unit SPU in the indoor location.

“The possibility of building ring architectures enables immense savings by reducing the cabling required. In addition, the sensor is able to collect information on temperature and vibration.

In the overall package, this system opens up completely new possibilities and represents the latest generation of track vacancy detection against the backdrop of an increasing digitalisation of the railway industry.”

FTS: All trains and infrastructure at a glance With the further development of Frauscher Tracking Solutions FTS, the company will present more highlights at this year’s Railtex.

For improved train tracking, the focus was on accuracy and reliability in the detection of a train’s front and rear, travelling speed and direction.

“This enables an accurate and continuous calculation of the arrival time at a specific point. Various applications, such as passenger information or platform announcements, can thus be optimised. The ongoing information on train position and speed profiles enables more efficient traffic management. The type, year of construction and origin of the track vehicles do not affect their detectability,” Baker explained.

Additionally, the furtherdeveloped FTS provides railway operators and service companies with an interface that maps the condition of track and infrastructure in real time. She said: “Changes in the condition of various

Rail Engineer | Issue 173 | April 2019

The company’s well proven Frauscher Advanced Counter FAdC will be on display at Railtex. This modern axle counter provides flexible interfaces and high modularity.

It allows for individual solutions to be developed in close collaboration with the customer according to project specific requirements.

The FAdC is already recognised by the UK market with numerous projects completed and underway.

Additionally, innovative functionalities, such as Supervisor Track Sections STS and Counting Head Control CHC are already available with this system.

Wheel Sensor RSR110 enables individual solutions The establishment of inductive wheel sensors in different regions and railway segments around the globe means that new

areas of use are constantly being discovered. Due to its open, analogue interface, the Frauscher Wheel Sensor RSR110 can easily and quickly be integrated into any infrastructure. Evaluation of the sensor signal can be realised by the system integrator or operator themselves.

Baker highlighted the benefits which arise from this flexibility: “This allows for the tailored realisation of wheel detection-based applications, such as weighing, lubrication, imaging and others.”

This sensor is available in two system variants - the RSR110d contains two sensor systems, the RSR110s has one sensor system. This enables the economic realisation of even more applications in different areas, such as depots or yards.

To provide support if required, Frauscher has developed a Wheel Signal Converter (WSC), which converts the analogue signal into a digital signal and creates the corresponding interface.

At stand number G37, visitors can discuss their requirements with Frauscher experts directly to find out how these innovative solutions can help them to track more with less.

RAILTEX PREVIEW

Cable protection solutions

Reliable hydraulics reduce operating costs P44

Flexicon

Flexicon will be showcasing its extensive range of cable protection solutions for rail, exhibited using a series of dynamic displays demonstrating product fire performance, system security, integrity and quality assurance.

Among the systems on display will be Flexicon’s new, extended FPAX range of in-line dividers, developed specifically for the rail industry. These nylon (PA66) moulded fittings are an ideal

solution for dividing or combining conduit systems in-line, offering a flexible cable protection solution for wiring systems while maintaining system integrity.

Flexicon’s new range of easy-fit abrasion rings will also be showcased on the stand. Suitable for applications where abrasion or mechanical wear of non-metallic conduit could be a potential hazard, abrasion rings offer a further level of protection where conduit may come into contact with other objects or surfaces through movement or vibration. The abrasion ring’s two-piece design ensures it can be applied retrospectively anywhere along the conduit.

D66

Flotec

Flotec provides a range of services and products to the rail industry for the maintenance and overhaul of fleets of traction and rolling stock. Its key focus is delivering cost savings and long-term engineering solutions.

Almost any hydraulic requirement can be met through Flotec, which can usually find the perfect hydraulic solution for any application. These may include a reduction of fleet operating costs, improving and monitoring fleet reliability or enhancing cooling systems.

Services include supplying reliable engineering support to rolling stock leasing companies, train operating companies,

and track plant machinery operators. Improvements can be made through hydrostatic hose optimisation, choosing the best hose and connector solutions and by initiating a hose management programme, complete with hose tagging and roll-stamping.

Site surveys and condition assessments are supported by comprehensive quality and safety training and the use of a fully kitted-out mobile workshop.

SAFETY CRITICAL & CONTROL SOLUTIONS –

TRACKLINK ® III ASDO/CSDE Solutions

–

Safety PLC Based Rail Control Solutions

–

TRACKLINK ® SCADA & Substation Control

– –

Integrated Communication Management Solutions

–

Rail Assurance Services

–

System Lifecycle Support

SISS Telecommunications

SELLA CONTROLS Limited

Carrington Field Street, Stockport, Cheshire, SK1 3JN, United Kingdom T: +44 (0) 161 429 4500 E: sales@sellacontrols.com Rail Engineer | Issue 173 | April 2019

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Stainless steel slope stabilisation for coastal areas L84

Geobrugg

Geobrugg’s geo-hazard protection solutions can help protect both assets and infrastructure. The global leader in the supply of high-tensile steel wire safety nets and meshes, many years of experience Geobrugg a reliable partner when it comes to protection and safety solutions. From slope stabilisation mesh, the TECCO® system, through to its range of rockfall and landslide barriers, Geobrugg can provide protection from all geo-hazards.

Country manager Duncan Ecclestone present a case study on the use of the stainless steel TECCO system in the protection of the Cambrian

rock cutting campaign on the coastline in mid-Wales. This highly corrosive environment led to an in-depth life-cyclecost assessment. Although initial material costs are higher for stainless steel mesh, plates and anchor bar, this was more than outweighed by the increase in effective design life.

New modular deterrent system R61

Hird Group

Hird Rail Development has been an integral part of the rail industry for over 60 years.

Always at the forefront of new rail technologies, HRD supplies leading-edge rail infrastructure products and services to rail operators and contractors worldwide.

Railtex 2019 will see the official UK launch of the

PRISMA modular deterrent system, an effective solution to the problem of undesired and unauthorised rail access. These innovative anti-trespass panels slot together like the pieces of a jigsaw puzzle, covering any specified area for in-track or off-track deployment.

Hird believes in championing excellence and recognises the crucial role engineering plays in shaping the world’s rail future. Its team will be on hand throughout the show to demonstrate a wide range of track-related products including: TTS Green Trough, Railtec CBX equipment, Railpro end post repair kits and Lankhorst polymer sleepers and bearers.

Rail Engineer | Issue 173 | April 2019

Signal sighting,driver briefings and BIM Gioconda

Gioconda was established in the UK in 2006, specifically to develop desktop signal sighting tools for the UK rail market.

The award of two Network Rail framework contracts helped to establish the business as a primary source for UK signal sighting and driver briefing. Since then, Gioconda has worked on some of the biggest and smallest projects in the UK and prides itself on the quality, accuracy and efficiency of its services.

In 2013, the company took the active decision to look for international projects and the first project was delivered to Australia in 2015.

Now in its 14th year, many

U57 of Gioconda’s models and services from the last few years will be on display - for signal sighting, driver briefing, asset survey and BIM. There will also be a new and improved signal sighting competition “STOP THE TRAIN”, where visitors could win a fabulous desktop Live Departure Board (www. ukdepartureboards.co.uk).

Innovative trains, digital solutions and signalling Hitachi Rail

Hitachi Rail is having a busy year, with new rolling stock being delivered across the UK network and beyond.

Alongside new trains, innovative digital solutions and signalling technologies are making the railways more efficient - and all of this will be on display at Railtex 2019.

Visit Hitachi Rail on stand J11 to experience its global capability and hear about the projects that are improving passenger experience around the world.

Hitachi will also be showcasing some of its exciting IoT developments, harnessing the power of Big Data to support operational and userdriven decision making, and

J11 the company’s recruitment team will be on hand to discuss careers across the business.

There will also be a range of interactive experiences and competitions throughout the event to showcase how Hitachi will continue to innovate and deliver industry-leading technology for the railways of the future.

RAILTEX PREVIEW

www.geobrugg.com/slope

Structural Precast for Railways

TECCO® STAINLESS high-tensile steel mesh

SLOPE STABILISATION UNDER CORROSIVE CONDITIONS

Geobrugg AG | CH-8590 Romanshorn | www.geobrugg.com

Signal Sighting Driver Briefing Asset Survey BIM +44 (0)1622 872512 mail@giocondarail.com www.giocondarail.com Rail Engineer | Issue 173 | April 2019

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Lithium-ion batteries for rail applications F60

Hoppecke Industrial Batteries

Hoppecke Industrial Batteries will showcase its development of lithium-ion battery technology and underline its credentials in sustainable energy solutions for the rail sector at Railtex 2019.

A world leader in the integration of battery systems for rail, Hoppecke’s energy solutions offer high levels of operational flexibility and maximum safety, irrespective of the conditions, even during times of peak demand.

On stand F60, Hoppecke

will demonstrate the benefits of its lithium-ion batteries, characterised by high energy and power density, a high cycle life for both full and partial cycles and extremely low selfdischarge.

Partnering with Vivarail, Hoppecke was instrumental in the launch of the UK’s first battery-powered passenger train, designing and integrating batteries to power the Class 230 trains. Vivarail also utilises Hoppecke’s ground-breaking Battery Energy Storage System (BESS), which stores electrical energy and then, when the train comes into a station, pumps 1MW of energy in just eight minutes - providing sufficient power for a 65-mile range.

Reliable quality with full support Huesker

Huesker realises that rail projects pose a wide variety of challenges, making engineering know-how, cost awareness and, above all, experience, key prerequisites for the design, installation and maintenance of today’s railway network.

The demands placed on railway embankments, for example, on base courses and neighbouring structures, are sometimes extreme - high dynamic loads, subsoils with very low bearing capacity, environmental protection, spatial constraints, noise control and many more. Yet, whatever the requirements, Huesker not only delivers reliable product quality, it also offers a full range of support

Q57 services meeting the most rigorous standards.

The company’s experience is built on countless rail projects implemented worldwide and its credentials are underlined by a decade-long partnership with German rail operator Deutsche Bahn, as a reliable supplier of HPQ. (manufacturerrelated product qualification) compliant products.

Huesker service begins with providing the customer with initial advice and ends with supporting the realisation of the project on site.

Revolutionary Bolting T10

Hytorc

Hytorc is the world’s largest and leading manufacturer of industrial bolting systems, boasting a superior line of hydraulic, pneumatic and electric torque and tension tooling. The company’s ongoing mission is to make its customers’ jobs as safe and hassle-free as possible.

Hytorc’s rail specialists guarantee to deliver safe, controlled and precise bolting solutions to solve issues experienced throughout the sector with significant improvements in operator safety, speed, accuracy and ease of use.

The ground-breaking 36volt Lithium Series Battery Torque Gun - a Network

Rail Engineer | Issue 173 | April 2019

Rail approved product - is the ultimate solution for portability and convenience on industrial bolting jobs.

The lightweight design and dual speed capability make this system the go-to choice for industrial maintenance and production environments worldwide. It has been redesigned from the ground up and Hytorc is excited to announce that the next revolution in handheld electric torque tools will be released in 2019 - the Lithium Series II. When the Lithium Series Battery Gun is combined with the Hytorc Washer™, customers have the ultimate solution for portability and convenience in industrial

bolting. Together they are safer, faster and more accurate than all comparable systems.

With offices worldwide, Hytorc offers a 24/7 customer service for all rental, purchase and repair needs.

RAILTEX PREVIEW

IMPROVE SPEED, SAFETY, AND ACCURACY FOR RAIL BOLTING APPLICATIONS

INNOVATION in Rail

BYBANEN BERGEN TRAM DEPOT, NORWAY

Phoenix range Swift automatic bi-folding doors – only solution for rail depots.

Safe, energy efficient, fast, reliable and industry proven throughout the world. jewersdoors.co.uk

OXLEY TRSMD, WOLVERHAMPTON

01767 317090

@Jewers_Doors

A67468 Jewers Rail engineer Advert Innovation 90w x 130h.indd 1

HYTORC Washer • Patented Knurling • Self-Reacting • Improved Accuracy ICE® Hydraulic Torque Wrench • Auto Release System • Total-Freedom Uniswivel • Multi-Use System

LITHIUM SERIES® Electric Torque Tool • 36-Volt Battery • Dual Speed Bolting • Torque & Angle Bolting

STEALTH® Hydraulic Torque Wrench • Low-Clearance • Dual Piston Power • Slim Profile

LION GUN® Electric Torque Tool • Industrial-Grade Power • Unmatched Portability • Data Recording

RAILTEX 14-16 MAY 2019 STAND: T10

For Information and Product Demo:

01670 363 800 INFO@HYTORC.CO.UK

21/04/2016 09:40

Fast lane M12 X-Coded 10 GB

8 Contacts

Shielded metal housing

IDT Connection

Ethernet cable

www.binder-connector.co.uk

Rail Engineer | Issue 173 | April 2019

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End-to-end supply solution K80

International Applications

International Applications is a global supply chain specialist, serving customers in rail, industrial, wood and automotive industries. They offer an end-to-end solution that specialises in process optimisation and supplying a comprehensive portfolio of coatings, consumables and equipment as appointed distributors of Helios Rebrantin, Lagos Sky Trotter and Carlisle.

International Applications’ main objective is to provide

Winter meets its match Q67

solutions for their customers by offering practical expertise and a wide range of support services, from inventory management to waste disposal, that enables customers to focus on their own core competencies.

As a relative newcomer to the rail industry, International Applications has already found success in applying its expertise and optimisation strategies, working closely with major rail service providers.

Non-contact laser L86

Ixthus Instrumentation

Ixthus Instrumentation is one of the rail sector’s leading suppliers in providing a range of rail measuring gauges for wheel-set maintenance monitoring, wheel diameter, wheel profile, brake disc profile and rail head profiles and cross switch profiles.

Hand-held non-contact laser measuring and data-logging devices are available, as well as

Kilfrost

a real-time dynamic on-track wheel-geometry monitoring system.

Ixthus Instrumentation also specialises in non-contacting position measurement, using inductive, capacitance, ultrasonic, force and laser technologies, and provides technical support for bespoke design projects, calibration and installation.

Rail Engineer | Issue 173 | April 2019

Kilfrost has kept the railways moving over the winter, even though it’s been hard to ignore the onslaught of media stories about the plunging temperatures and their effect on public transport. However, this Railtex exhibitor has been innovating products to keep the rail industry moving for more than eight decades.

Over in the USA, officials in Chicago used flames from gas heaters to melt snow and ice on their railways in a bid to keep trains moving and avoid lengthy passenger delays after temperatures dipped to -30C. But pioneering ways to tackle below-freezing weather started much closer to home.

Kilfrost founder Joseph Halbert launched the very first de-icing product in

Northumberland in the 1930s, inspired by the humble snowdrop. Having first used the technology to the advantage of the aviation sector, the company has since applied its expertise to heat transfer fluids, the ground sector and, of course, the railways.

Now there is a whole range of products, covering rolling stock, track and ground and the company is an approved supplier for Network Rail for electrified third rail products, providing de-icing and antiicing solutions to meet any need. As well as launching new products, the company has focused on expansion across its 80-year history and had reached all corners of the globe by the turn of the century.

RAILTEX PREVIEW

The new Trimble GEDO IMS Scan System is a modern, efficient and user-friendly way to collect detailed information about the track and surrounding features.

Gather precise, high-resolution survey data for use in track clearance analysis, design validations surveys, asset management and 3D BIM modelling.

Gedo IMS

Modular system allows you to upgrade the GEDO as your requirements change – your existing Gedo 2.0 can be upgraded to IMS Scan with a choice of supported Faro and Trimble 3D laser scanners.

Use the same, familiar Gedo Office software suite to process the data and generate your deliverables, minimising training.

Capture high definition survey detail at over 2,000 metres per hour with a single TMD allowing site time to be maximised, while reducing the impact to other rail professionals.

Call Today

UK Sales: 0345 603 1214

www.korecgroup.com

Keeping the rail industry moving for more than eight decades

Providing protection for: • Track, including electrified third rail, points and switches • Rolling stock • Ground applications Our comprehensive range of de and anti-icing rail products keeps railways across the world moving, even in the coldest conditions.

Visit us at RailTex Stand Q67, find out more about our rail products tailored to each application at Kilfrost.com, or get in touch with a member of our team by calling 01434 320332.

Rail Engineer | Issue 173 | April 2019

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Tackling the rail lifecycle Universal Ethernet with innovative technology services G40

Korec

Korec believes that improving productivity and safety whilst reducing costs can best be achieved by combining an integrated approach with innovative technology. This is all backed up by high quality advice from both the Korec team and Trimble professionals drawing on worldwide expertise.

At Railtex 2019, Korec

experts will be available to discuss everything, from surveying thousands of metres of 3D track corridor, to solutions for checking digs against 3D design data whilst keeping ‘boots off ballast’.

Visitors will also be able to find out about using Trimble’s GEDO IMS System for superefficient surveying of railway lines and documentation of all assets along the track, how to remotely survey sites post-dig for real time comparisons to 3D design data using an SX10 scanning total station, and how an MX9 mobile mapping system on a rail adapted vehicle surveyed 1,900 metres of track in less than ten minutes.

Lantech

K40

Lantech is an IRIS-certified company that offers a complete family of industrial networking products and solutions that provide for the delivery of universal Ethernet services across various markets and applications.

At Railtex this year, Lantech is going to demonstrate the company’s latest 10G copper/fibre uplinks EN50155 Ethernet Switches. The series is Layer 3 / Layer 3 Lite upgradable with optional R-NAT supported, providing the highest flexibility for onboard and trackside applications.

The company will also be showing its latest multifunction 4G LTE/Wi-Fi VPN routers with up to four SIM cards, two serial ports, six Giga-speed Ethernet ports or four Giga-speed Ethernet ports plus two SPF fibre ports. The routers support advanced function of VPN with L2+ management function built-in.

Track management and performance monitoring F11

LB Foster Europe

LB Foster Europe returns to Railtex for the first time since 2015 on stand F11. The company is launching its new, end-to-end track management and performance monitoring solutions, integrating conventional rail products with intelligent, always-on, digital technologies to improve

performance, deliver cost efficiencies and enhance safety.

Total Rail Management™ combines the company’s comprehensive portfolio of high-performance rail products with market leading onboard and trackside friction management solutions, delivering extended asset

Rail Engineer | Issue 173 | April 2019

life and improved asset performance. Total Rail Monitoring™ creates a smart interface between conventional track products and intelligent, performance monitoring, digital technologies, delivering always-on data that improve asset performance, drive cost efficiencies, enhance safety and assist security.

LB Foster’s configurable, fourth generation Protector® system accurately targets friction modifying material on the appropriate part of the rail. ProtectorIV is designed to apply either gauge face grease or Keltrack® high-performance friction modifier. A new, digital control box with Remote Performance Monitoring (RPM™) capability, provides

customers with the ability to monitor and report ProtectorIV uptime, maintenance concerns and refilling requirements, in order to proactively manage the equipment installed on track more efficiently.

A special, bespoke, high capacity ProtectorIV, developed for use on the Crossrail project, accommodates 230+ litres of grease or Keltrack - an increase of nearly 300 per cent on standard ProtectorIV. The modified, modular solution is designed specifically for tunnel applications, with the capability to retro-fit new control boxes with enhanced functionality post installation. The control box module simply unbolts, with no need to uncouple the motor or pump.

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RAILTEX PREVIEW

New voltage transducer for measuring traction power A47

LEM

LEM is the market leader in providing innovative and highquality solutions for measuring electrical parameters. Its core products - current and voltage transducers - are used in a broad range of applications in drives and welding, renewable energies and power supplies, traction, high precision, conventional and green cars and businesses.

The rail industry uses LEM

products for on-board energy measurement, propulsion and auxiliary inverters control, track asset monitoring and improving maintenance infrastructures.

At Railtex 2019, LEM is exhibiting its latest voltage transducer for the safe measurement of 1,000VRMS in traction applications. Despite achieving very high levels of isolation, with a safety insulation voltage of 4.2 kV, the DVC 1000-P transducer is really compact, measuring only 37 x 43 x 23.5mm and can be mounted on a printed circuit board. It delivers a great overall accuracy of +/- 1 per cent at +25°C and has an operating range of -40°C to +85°C.

Hydraulic lifting for awkward spaces Majorlift Hydraulic Equipment

Majorlift will be exhibiting at Railtex for the first time. Well known as manufacturers of hydraulic lifting equipment to the truck/bus and garage industries, the 50-year-old family-owned company is based in a high-tech factory in Gloucestershire. It moved into rail when it was approached by a railway workshop that had problems lifting awkwardly placed equipment under locomotives.

Engineers from Majorlift visited the site and, in conjunction with the customer’s own engineers, designed and built a bespoke product which solved the problem quickly and, most of all, safely.

From this, an opportunity

H90 was identified in the market for a lifting product to cope with equipment weighing up to150kgs. By using its expertise in the road haulage industry, it was possible to produce suitable equipment at a competitive price for railway workshops.

As a result, Majorlift hydraulic lifting equipment is now in use in rail workshops in Manchester, Northampton, Leeds, Cardiff and Acton.

Safe, reliable and robust Onboard networking and computing solutions test solutions L93

Megger

Megger prides itself on the development of safe, reliable and robust test solutions, with low lifetime costs that do not compromise on accuracy of performance.

At Railtex, Megger will be exhibiting a range of products used in the rail industry, including the DET

earth testers that measure the resistance of electrodes and earthed equipment.

The DLRO product family will also be on show. These low resistance ohmmeters equip with Microohm resolution for checking connections, high current circuits and circuit breaker contact resistance.

Rail Engineer | Issue 173 | April 2019

Moxa Europe

Moxa provides a variety of onboard networking and computing solutions that are based on the EN 50155 standard, including wired and wireless devices, computing equipment, and I/O controllers that fulfil requirements for different onboard systems to ensure safe and enjoyable journeys for passengers.

Wireless technologies are frequently used in train-toground applications to develop bi-directional communication.

Moxa provides WLAN and an onboard communication gateway that can fulfil the system requirements for vital data communication systems such as CBTC. In addition, Moxa solutions can meet the

E31 requirements for non-vital data communication such as passenger information systems.

Wayside signalling and telecommunication systems that are used along the trackside require large networks to collect and transmit data back to the control centre. Some systems also have to collect extra data from turnouts and level crossings in order to ensure smooth daily operations.

Moxa’s Ethernet switches and programmable controllers are compliant with the wayside EN 50121 standard to meet these requirements.

RAILTEX PREVIEW

Visit Lindapter stand N16 at Celebrating 85 years of innovation

Faster Steelwork Connections For over 85 years Lindapter’s steelwork clamps have provided a faster alternative to drilling or welding, saving contractors’ time and money.

4 For permanent or temporary use 4 Adjustable on-site for fast alignment 4 No damage to steel/coatings 4 Independently approved Safe Working Loads 4 Network Rail and CE Mark approvals

Birmingham New Street, UK Securing stainless steel façade

SBB Station, Switzerland

RATP Paris, France

Attaching digital platform displays

Overhead Line Equipment

Visit Lindapter at Railtex (stand N16) or go to www.Lindapter.com for more information.

NEXT STOP: MOXA RAILWAY SOLUTIONS 14–16 May 2019

… please exit here for reliability, robustness and speed.

• EN50155/50121 compliance and IRIS certification for maximum quality • IP-based surveillance and security system • Networking and computing solutions with high-performance IP connectivity Convenient, safe, efficient – at any speed.

www.moxa.com/rail

05_ME_AZ_RAIL_Railmedia_190x130+3mm_E_DU26032019_Railtex-Stoerer.indd 1

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Mechan marks 50 successful years N10

Mechan

Mechan, the Sheffield-based manufacturer of lifting and handling equipment and a regular exhibitor at Railtex, is celebrating its fiftieth year in the business.

Much has changed in the half century since the depot maintenance specialist was launched, but its commitment to quality, safety and reliability remains unwavering.

A reputation for innovation Founded in 1969 to serve Sheffield’s dominant steel industry, Mechan found diversification was necessary to survive following the sector’s collapse in the 1980s. Its first set of rail car lifting jacks was launched in 1990 and they are now the company’s most recognisable creation, standing sentry in depots across the world.

Thanks to continued investment in research and development, the firm’s product range has expanded organically to cater for all types of underfloor lifting and handling, bogie workshop equipment and vehicle component removal, including bespoke traversers.

It is the only company in the UK that can showcase an ability to design and build these behemoths for any size or weight of vehicle and it currently holds the record for the largest installation in Britain, based at the Port

of Felixstowe’s North Rail Terminal. With a capacity of 170 tonnes, the structure is one of a kind, and one of the most advanced traversers ever produced by Mechan.

This commitment to innovation is at the heart of the firm’s continued popularity with depot operators and forms the basis of all its homegrown equipment. Its flagship yellow jacks have revolutionised the way in which bogies, wheelsets and other underfloor components are accessed, offering a reliable, yet flexible, way to lift complete trains without decoupling. This, in turn, has vastly improved servicing times, facilitating much-lauded pitstop style maintenance procedures.

Boasting a design life of at least 25 years - far longer than other lightweight alternatives - Mechan’s jacks will maintain a load even when power is lost and can be modified to suit wide or tall vehicles, moved around as necessary and configured to lift a train of almost any length.

The latest technology and networking expertise combine to create the Megalink control system that is used to synchronise jacks, producing a smooth and safe lift.

Megalink enables just one person to manage a lift, using a remote, full colour touch screen controller that displays useful data about maintenance and servicing and gives the operator a complete overview or the option to focus in on a particular jack, making it easier to diagnose faults.

The most recent addition to Mechan’s range is a costeffective, lightweight jack, designed specifically for the tram and light rail markets. This smaller version still retains all

Rail Engineer | Issue 173 | April 2019

of the features so revered in its heavier counterparts, but has a different base arrangement and built in assembly for ease of movement around a depot. It can be utilised in sets of almost any length, but has a lower lifting height to cater for the proximity of the car and rail.

The future Just two years ago, Mechan joined French rail infrastructure group CIM and is now part of a larger conglomerate, CMI. This has accelerated international development and exports now play a more significant role in its development than ever before.

In 2018, the firm completed its first joint project with CIM for the Panama City Metro, delivering twenty 12-tonne lifting jacks, four turntables and 40 vehicle stands for a new depot built in the Nuevo Tocumen area.

Rail experts from its parent groups have joined Mechan’s board, alongside longstanding members of the in-house team. Martin Berry has been promoted to engineering director, bringing a wealth of technical expertise built over 15 years with the firm, and qualified mechanical engineer Andrew Mott from CIM was

appointed managing director.

By embracing diversity, Mechan benefits from a range of voices at all levels of the business, offering different perspectives, which ultimately leads to better decision-making and continued innovation.

More than a quarter of the company’s staff, and half of the management team, are women, almost double the rail industry standard. A number of them have enjoyed more than a decade of service, with administration manager, Alison Bradshaw, clocking up an impressive 27 years.

This continuity is attributed to Mechan’s recognition of talent and efforts to retain those who make a valuable contribution to its success. Various policies and practises are in place to support flexible working, enabling employees to balance family commitments, such as school runs, with their professional responsibilities.

Mechan has held the internationally-acclaimed Investors in People standard since 2009 and, in its reaccreditation last year, it was described by the assessor has having a “strong purpose and vision to be recognised as the best in the industry.”

It is this pride in its work and keen focus on developing products that meet the changing needs of the rail sector that has seen the firm through every stage in its development. Thanks to its dedicated team, this innovation and drive to succeed will continue long into the future.

RAILTEX PREVIEW

Recruitment Redefined MPI

MPI has been sourcing and growing rail personnel across a range of technical roles since 1989, providing support for professional and technical roles alongside its growing trainee scheme.

MPI may be the most established recruitment agency in the rail industry, but it’s never lost that personal touch. The business is all about people - and MPI is proud to have this focus at its core, always spending the time to understand exactly what each client and candidate needs.

New compact push-pull converters D60 With a strong track record of working for signalling, civils, telecommunications, rolling stock, maintenance and construction companies, MPI provides a competent, reliable solution to smooth workload peaks, working with its independent professional head and technical advisors to ensure only competent and experienced candidates are placed.

RISQS approved, with a highly commended competence management system and the ability to deliver fixed price packages of work, MPI is dedicated - at every level - to ensuring that the safety of its candidates and clients is never compromised.

New powerpacks cut emissions and save fuel MTU Friedrichshafen

MTU will be displaying its new hybrid powerpack, which meets the stringent EU Stage V emissions requirements and is suitable for both new-build and retrofits, on its stand at Railtex 2019.

The EU Stage V-ready MTU portfolio of drive solutions ranges from powerpacks for DMUs with Series 1800 (315 375kW) and Series 1600 (565 - 736kW) engines, to Series

N51 4000 engines for locomotives with a power output of 1,500 - 2,400kW. All MTU drive solutions for EU Stage V will be available in time for the new emissions regulations which come into force in 2021.

The MTU Hybrid PowerPack is an eco-friendly drive system which incorporates an MTU diesel engine plus an electrical machine, which can be used either as an electric motor or generator, and an MTU EnergyPack battery system which stores the energy recovered during braking. The result is a significant decrease in fuel consumption and CO2 emissions - by up to 25 percent depending on vehicles and routes.

J03

MTM Power

MTM Power’s PCMD400 has, for years, been a well-proven converter series, especially designed for applications in vehicle and railway technology as well as in rugged industrial markets.

Following a complete redesign of this series, MTM Power® now offers - with the new PCMDS400 series - converters using state-ofthe-art technology, which, at the same time, fulfil all the various applicable standards. In addition, the DC/DC converters now offer connection via pushin cage clamp connectors.

The devices operate according to the push-pull principle - the input DC voltage is chopped by two push-

pull transistors working at a frequency of approximately 70kHz. With the help of a transformer and a secondary linear choke, a galvanically isolated output voltage of 24V is produced, which is adjusted by pulse-width modulation according to the current mode principle.

Due to their compact design, the new converters are particularly suitable for applications where only space is at a premium.

Start your intelligent journey B17

Nomad Digital

Nomad is a leading provider of passenger and fleetmanagement solutions.

The integration of Nomad’s solutions into the on-train environment improves levels of passenger satisfaction, connectivity, journey information and entertainment whilst increasing operational efficiency.

Reliable connectivity has become an ‘expected norm’ - being constantly connected is simply expected. Intelligent technology is all around us covering all aspects of our everyday lives and the perception is: “Why should it stop when we step on to a train?’

The intelligent journey - a

shared and secure network infrastructure allowing onboard devices to communicate with each other, and with the outside world. The Internet of Things (IoT) is the driving force behind Nomad’s cutting-edge technology, and its groundbreaking vision from 2007 remains even more relevant today. Now, the opportunity is not just to connect the passengers, but an even wider base of stakeholders as this plays a valuable role in enriching passenger experience.

Rail Engineer | Issue 173 | April 2019

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Lighweight and precise test set J45

Omicron Electronics UK

Omicron’s CMC 430 ultraportable protection test set and calibrator is, at just 8.7kg, the lightest and most precise protection test set in the world. Thanks to its robust design - including edge protection - it is ideally suited to portable applications, even when subjected to harsh ambient conditions and extreme temperature fluctuations.

Key features: »» Light and ultra-portable (8.7 kg / 19.2 lbs) »» Precise test signals for protection testing and device calibration »» Robust design with shock absorbing edge protection »» All terminals on front side

»» Testing static, numerical and communication-based protection schemes (IEC 61850) »» Three powerful 100 W current amplifiers (for example burden measurement) »» Six voltages for testing synchro-check and bay control systems with six voltage inputs To help users keep pace with the increasingly complex requirements of protection systems, four new packages with optional add-ons are offered - Essential, Standard, Enhanced and Complete.

Superior overhead line tensioning system L67

Pfisterer

Pfisterer offers innovative connectors and systems for the electrification of highspeed, commuter and light-rail systems, including Tensorex® C+, droppers, catenary fittings, Insulators and more. Its inhouse technology is developed for the production of safe and reliable materials and products.

The overhead contact lines of railways and tramways are exposed to variations in temperature - both from the day/night cycle and

from seasonal changes. It is necessary to constantly and reliably compensate for the resulting expansion and contraction of the contact wire to guarantee efficient train services. As a full-service provider in the field of rail infrastructure, Pfisterer has developed Tensorex C+, an innovative solution, superior to conventional weight-based tensioning systems. The product is a proven design, used in rail applications throughout Europe and is the specified solution for all UK enhancement projects.

Tensorex C+ carries full PADS approval for renewals on existing MK1 and MK3 equipment.

Rail Engineer | Issue 173 | April 2019

Full range of project services OSL Rail

OSL, as one of the UK’s leading rail systems suppliers, shall be exhibiting at this year’s Railtex as it presents a great opportunity to meet with existing and new clients from the UK and overseas.

This is OSL’s second time at Railtex, building upon the success of previously exhibiting in 2017, and this year the company has taken additional floorspace to accommodate specific events and accommodate clients and partners from across the UK and Europe expected to visit the stand.

Over the last year OSL has developed its business and strengthened its management and engineering team throughout the UK and, at this year’s exhibition, the OSL senior leadership team shall be in attendance, providing

Q81

an opportunity to meet and explore how highly skilled teams can support other businesses and projects.

As the rail sector prepares to deliver transformational changes to the UK rail infrastructure in coming years, visitors should meet with OSL and find out more about its expertise in signalling (including SSI, CBI, CBTC ERTMS, level crossings) HV and LV Power, Telecoms and OLE (light, heavy and high speed rail) at stand Q81, adjacent to the RIA Knowledge Hub. There, they can see for themselves why working with OSL could benefit their organisation and clients by accessing OSL’s full range of services from surveying, design, installation, testing and commissioning on projects of all sizes and complexity.

OSL Global OSL is a leading provider of Rail Systems solutions in the UK and Internationally. With highly skilled teams in the UK and India, OSL can provide a wide range of services including Design, Installation, Test & Comissioning.

Delivery Partner of Choice Signalling

Power

Telecoms

Crewe - Glasgow - Swindon - York - India T: +44 (0)845 271 9171 E: enquires@oslglobal.com W: oslglobal.com

OHLE

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Peli shines again R46

Peli Products (UK)

Peli Producs UK returns to Railtex 2019 to launch the innovative Peli™ 9600 LED lighting system. This linkable system of work area lighting extends the range of maintenance free portable lighting solutions.

Sales manager David Smith and the Peli team on stand R46 will demonstrate the 9600’s powerful output, which is designed to illuminate long stretches of rail track and tunnels without the hassles of conventional heavyweight lighting towers. At least twice as efficient as fluorescent alternatives, the Peli 9600 can provide double the distance of

New enhanced-resin cable joint

illuminated work area from the same model of generator.

Engineered with side and end bracket attachment points, plus a stand system that can extend up to 3 metres, the Peli 9600 can be mounted to fences, hang overhead or stand on its own. An inter-locking stacking system with a small footprint keeps multiple units safe and secure in transit or storage.

Built with tough Polycarbonate recessed lenses and internal shock supports, the Peli 9600 features a durable waterproof design and is built to survive rough terrain and adverse weather.

The full range of Peli portable trackside lights will also be on display, many of which now feature an ‘intelligent control’ panel. Intelligent control adjusts the light output according to the length of light duration required, providing a real-time display. These rugged units are easy and quick to set up. The range includes models which use a rechargeable and interchangeable battery.

With an extra battery, which is available as an accessory, users can double the run time.

Rail Engineer | Issue 173 | April 2019

Prysmian Group

Prysmian UK is set to reveal its new extended range of PADSapproved, RPJ-enhanced resin cable joint kits for signalling power circuits at Railtex 2019.

Comprehensively tested to comply with electrical and environmental standards required by Network Rail, applications include new class II installations, SIN 119 remedial works, the copper-elimination programme, and for general maintenance, repairs and life extensions.

This latest technology innovation from Prysmian UK improves the reliability of the rail network, making life easier for specifiers through to installers since the joints are fully tested as a

P51 complete kit, meaning they’re extremely robust, with highly searching JEM resin that fully encapsulates the exposed cores, preventing moisture ingress and also providing excellent impact resistance and environmental protection.

Prysmian will also be showcasing its full rail portfolio including its power distribution and specialist industrial cables along with the established range of Flexo moulded rail products and the Connecta modular cable system.

Intelligent technology R2P

R2P develops and supplies intelligent technology systems with the highest quality standards for the transport sector, including industryleading on-train CCTV, driveronly operation (DOO) systems, automatic passenger-counting, passenger-information systems, on-train Wi-Fi, tracking and fleet management with real-time data transfer, as well as solutions for fixed infrastructure such as platforms and stations.

Customers benefit directly from R2P’s ideas, with perfectly optimised solutions that require minimal hardware - meaning the economic and ecological benefits are maximised. After the acquisition of Open Access

D45 in 2018, R2P has strengthened its position as one-stopprovider for the rail industry.

R2P will introduce its new portfolio at Railtex. An exciting global technology company providing solutions for the transport sector, R2P combines the flexibility and creativity of a small company with the reach and stability of a large organisation with subsidiaries in Denmark, UK, Switzerland, Australia, Malaysia, Brazil and the Czech Republic.

RAILTEX PREVIEW

PELI 9600 ™

ADJUSTABLE BEAM

Wide-Angle Lighting System

‡

SAFE: Eliminates hazardous dark areas

‡

ECONOMIC: Reduced number of lights

‡

TOUGH: IP67 & drop tested to 3 metres

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COMPACT: Inter-locking stack system for ease of transport & setup

‡

SIMPLE: Linkable system, compatible with

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EFFICIENT: Patented Peli™ LED light engine,

& generators

existing poles & 110V cables

optimises beam spread. Zero maintenance

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T: 01457 869999 E: sales@peliproducts.co.uk

PELIPRODUCTS.CO.UK

9600 half page horizonal sized for rail engineer 190 x 130mm.indd 2

Structural design & CAD services available, along with a FREE FEA Report (including design and component drawings) upon request.

26/02/2019 08:52:02

Queen’s Award Winning Composite Product Supplier

GRP End of Platform Gates and Fencing Solutions Modular Design

Rapid Install

Available from Stock

Non Conductive

www.duracomposites.com +44 (0)1255 440291 LOAD PERFORMANCE Tested to 3kN crowd loading (as per BS 1722), resulting in a deflection of less than 15mm, exceeding the allowable 25mm industry standard set for fencing.

...designed for the future Industrial

Rail

Marine

Decking

Cladding

Rail Engineer | Issue 173 | April 2019

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Supporting the industry and its people C60

Rail Media

Rail Media will, as usual, be heavily involved in Railtex 2019.

Rail Engineer, the magazine written for rail engineers by rail engineers, will be hosting the technical seminar programme. In addition, some of the publication’s expert writers will be at the show on all three days, so whether you have a good idea for a story or want to discuss promoting your company, come along to stand C60.

RailStaff - the industry’s most popular ‘read’ that covers the extraordinary achievements of its people as well as the latest developments in health, safety and training - will also be on the stand, so it is well worth a visit, particularly if you have some good news to share!

RailwayPeople.com, the industry’s biggest and most

productive job board, will be powering Railtex’s own Recruitment Wall, so you can see the recruitment team there - stand C65.

Rail Events staff will also be on hand to discuss industry conferences and awards that are very different from the formal gathering at Railtex.

The Partnership Awards, at which Network Rail will recognise the excellence of its supply chain, Rail Summits on Safety and BIM & Technology, RailWorx, where civil and systems engineering companies can show off their latest ideas outdoors and working, and the RailStaff Awards, the only industry awards evening that celebrates the industry’s people and champions, will all be represented, so drop in to find out more.

Rail Engineer | Issue 173 | April 2019

Matching skills with opportunities Recruitment Wall powered by RailwayPeople.com

C65

Recruitment and retention are key concerns for companies throughout the rail industry supply chain. As Network Rail’s Control Period 6 gets underway, the existing skill shortage, coupled with demands for experienced staff from other industries, will put more emphasis than ever on the challenges of finding - and keeping - the skills that companies rely on to deliver projects on time and on budget.

Powered by RailwayPeople.com, the rail industry’s leading online job board, the Railtex Recruitment Wall gives exhibitors the chance to promote their vacancies to the wider Rail Industry and provides a central focus for those looking for new career opportunities with market-leading employers.

Whether you are a candidate, a recruiter, an employment agency, involved in labour supply or just want to see what’s out there, check out the Recruitment Wall on stand C65.

t a s u t Visi 2019 x Railte S31 stand

Connecting today with tomorrow.

For over 100 years ZF has been at the forefront of technological leadership. With extensive OE expertise in special driveline and chassis technology, diagnosis and efficient maintenance of rail vehicles, ZF Aftermarket supports rail operators today while making them fit for the future. Visit aftermarket.zf.com

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Power conversion products D37

Relec Electronics

Relec Electronics, the expert in the requirements of sourcing power and display technology for trainborne and trackside applications, will be showcasing power conversion products which meet the requirements of EN50155 / EN50121 and RIA12. These include: »» DC/DC converters from 5W to 1000W for trainborne applications; »» DC/AC inverters from 250W to 6kW for trainborne and trackside applications; »» AC/DC converters and chargers from 1W to 3kW for trackside applications.

Relec will also be exhibiting a range of TFT displays and touchscreen technologies, from

RRAPs and anti-trespass panels J30

3.5” to 15”, suitable for applications ranging from driver cab equipment through to passenger information systems. Relec considers every aspect and detail when selecting the perfect rail display solution, be it poor visibility, direct sunlight, perfect colour balance, multiple viewing angles, high reliability or extended life.

Relec prides itself on helping design engineers choose the right product for their application and its engineers will be at the show to talk visitors through any requirements they might have.

Elevated troughing versatile and cost-effective J36

Scott Parnell

Scott Parnell’s Arcosystem six-metre GRP elevated trough route is quickly becoming the sector’s trough route of choice.

Saving up to 75 per cent on post installation, and readily available ex-stock, Arcosystem is reducing programming times significantly. With no loose components, the route is as easy to install as 1-2-3.

Versatile enough that it can

Rosehill Rail

be installed as an elevated route, wall mounted route, on embankments and across abutments, it is the answer to every design and installation scenario, working with the existing infrastructure rather than against it.

And the future of Arco doesn’t end there. Soon to be released, Size Zero offers the perfect solution to the installation of fibre optic cables on sites with minimal room for new trough route. Visit Scott Parnell on Stand J36 to see this brilliant innovation for yourself.

Also, on display will be Touchsafe™ GRP fencing, the ONLY palisade fencing to be made with ZERO metal components.

Rail Engineer | Issue 173 | April 2019

Rosehill Rail, the leading global provider of level crossing systems, will be showcasing its range of modular rail crossing solutions, including its innovative Interlocking RRAP system, along with the latest version of its anti-trespass panels.

The Interlocking RRAP system has been designed specifically to accommodate irregular sleeper spacing, making it ideal for permanent, semipermanent and temporary road/rail access points. A heavy-duty solution, the Interlocking RRAP system is ideal for getting RRVs and other heavy machinery onto and off the track, again and again.

Customers using the system are able to install a 10.8-metre road/rail access point in less than 90 minutes, minimising possession times and significantly reducing costs compared to traditional concrete and other modular systems.

Utilised by rail authorities and operators worldwide, Rosehill Rail’s anti-trespass panels are a highly effective physical and visual deterrent to trespassers attempting to access the track or prohibited areas.

Approved by rail authorities worldwide, Rosehill Rail’s antitrespass panels have been an integral part of the global rail industry’s approach to reducing risk for many years. The new conical design ensures the same all-round performance to deter trespassing but delivers even greater strength and durability, extending the products’ lifetime.

RAILTEX PREVIEW

We want

You need

to power our

from RELEC

a suite of DC DC converters

Mornsun DC DC converterS

monitoring systems

+ EN50155/EN50121/RIA12 test reports 6 to 150W outputs Next day samples 24V/52V/72V/110V inputs Reinforced isolation Best in class pricing <6 week delivery schedules High Reliability (>1000k hrs)

... and that’s just the beginning!

01929 555800 sales@relec.co.uk relec.co.uk

stan dard is j ust th e begin n in g

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Technical Excellence Whatever your rail crossing challenges, we’ll work with you to overcome them.

Our team has built an unrivalled depth of knowledge and experience enabling us to provide solutions that are engineered to meet specific site and ground conditions, track use, variations in track gauge, fastener type, rail type and sleeper design.

Rosehill Rail – Setting New Standards For more information, or to enquire about training, please call the Rosehill Rail sales team on +44 (0)1422 317 473, or email info@rosehillrail.com

Come and visit us at:

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Stand RA2

Road Crossings

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Pedestrian Crossings

Rosehill Rail_Rail Engineer Half Page Advert APR2019_Technical Excellence.indd 1

//

Anti-Trespass

Rail Engineer | Issue 173 | 15/03/2019 April 2019 10:49

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Safety-critical and control solutions

Shaping Connected Mobility K66

Sella Controls

Sella Controls is a premier supplier of safety-critical and control solutions to the UK Rail industry. Celebrating 45 years in business, Sella Controls will be providing an insight into its range of Network Rail approved Tracklink®-based products and technologies.

These provide solutions for electrification including traction power SCADA, substation RTU and remote-control devices, mobile and on-board solutions for door control including ASDO/CSDE as well as regenerative braking and overspeed protection applications.

In addition, Sella Controls will also be providing an overview of its safety PLC-based level crossing controllers and depot control solutions, its range of services and capabilities for SISS Telecommunications and its rail services and support.

As well as Sella Controls’ own experts, representatives from key industry technology partners will be available for discussions on stand K66.

Trains for the UK and other markets Q10

Talgo

Talgo is a leading specialised engineering company with an industrial presence in 28 countries. It is currently developing capacity in the UK, with a proposed factory in Longannet, Scotland and an innovation centre in Chesterfield, England.

Talgo designs, manufactures and services technologically differentiated, fast, lightweight trains, tailored to specific markets. Talgo trains operate in challenging environments - in temperatures ranging from

+50 degrees to -50 degrees.

They have wonderful quality, sophistication and resilience.

There is no ‘one size fits all’ with Talgo - whatever the fleet size, Talgo creates cost-effective, efficient, bespoke solutions. Talgo trains have been delivered to the customer, on-time, every time.

For its ‘all Britain’ strategy, Talgo aims for ‘true manufacturing’. Instead of assembling kits of parts from overseas, Talgo will seek to source UK components from within the United Kingdom.

This approach will grow the UK’s manufacturing capability, strengthen supply chains, create more jobs, and boost local economies.

Rail Engineer | Issue 173 | April 2019

Siemens Mobility

Siemens Mobility, in line with its focus on digitalisation and vision of shaping connected mobility, will be highlighting its market-leading capability in the development and delivery of rail vehicles, equipment and infrastructure proven in mainline and metro applications worldwide.

Siemens Mobility enables transport operators to not only benefit from intelligent trains and infrastructure, but also to deliver an enhanced passenger experience and increase value over the lifecycle of their assets.

Visitors will be able to experience the benefits of digital rail technology through an automatic train operation (ATO) rail simulator and applications that the company has developed in this area.

There will also be displays of the low-cost, digital-ready technology deployed for the first time on the North Wales Coast upgrade programme.

Solutions developed for smart ticketing, passenger information systems, passenger flow and station information systems will also be presented Siemens Mobility’s latest high-speed train, the Velaro Novo, will be on display alongside a showcase of its metro and commuter rail capabilities. Maintenance

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solutions including Railigent digital technology, MRX Technologies, upgrade and retrofit capabilities and a ‘virtual depot’ will also be shown.

Rail electrification will be a particular focus, covering the complete spectrum of requirements for AC and DC electrified railways, and a particular focus on a static frequency converter interactive exhibit will be presented, along with a Sicat Master simulation that can help engineer overhead line systems.

Finally, there will be an ‘innovation station’ for visitors to explore. This area will showcase some of the research projects and plans that are in development plus concept products for level crossings will sit alongside new grab handles, best practice across equality diversity and inclusion, careers and education.

RAILTEX PREVIEW

Advanced contact technology Stäubli Electrical Connectors

Stäubli Electrical Connectors is a recognised specialist in advanced contact technology and sophisticated solutions, with a product portfolio ranging from miniature to high-power connectors for power transmission, test and measurement, transportation and many other industries. The core of all Stäubli electrical connectors is its unique Multilam contact technology.

Among the Stäubli products serving the rail industry is the CT-HE range of modular CombiTac connectors.

Designed for connecting battery packs used on rolling stock and other rail applications, they can be configured with or without signal contacts.

A typical configuration has two 12mm-diameter power contacts and twelve 1.6mm signal contacts for monitoring battery parameters such as temperature.

Various sizes of power contacts can accept a wide range of cable crosssections, and a make first/ break last pilot contact can also be included.

Driving Operation Efficiency V57

The panel mount connectors are ideal for use with rackable, slide-in battery packs where blind connection is necessary.

This is helped by alignment tolerances of 3° and +/- 1 mm through standard CombiTac guiding end pieces.

Another modular connector designed for rail applications is the MPC. Rated at 3,600V and up to 700A, it can be used for connecting transformers, traction motors, inverters and batteries, as well as for intercarriage power links.

Up to 15 single pole power contacts can be housed in the connector, with up to five joined side by side in up to three layers. Linear versions can be used to produce flat connectors suitable for underfloor mounting.

Telent Technology Services

Telent has over 30 years’ experience in delivering and maintaining railway station and operational communication systems.

The company’s system engineering, design, project installation and maintenance teams are always seeking ways to drive operational efficiencies and reduces costs whilst striving for better safety.

At Railtex, Telent will be demonstrating its in-house developed and proven maintenance and station management tools Arbitex, MICA and TRAMMS. Arbitex is a remote CCTVmonitoring platform that has reduced maintenance costs and increased asset reliability. Already in operation for TfL, it is currently being implemented as part of Telent’s major-stations CCTV contract with Network Rail.

MICA is Telent’s station and asset management system

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that has been deployed across London Underground, at Reading and London Bridge stations and on Thameslink.

It enhances communication, SCADA and building management subsystems, integrating CCTV, public address systems, passenger information displays, help points, fire and intrusion detection systems and more.

Telent’s Transportation Maintenance Management System (TRAMMS) is an end-end maintenance management system that is designed to allow the monitoring and measurement of fault levels and trends across a wide range of assets in many environments.

Through a single pane of glass TRAMMS allows open access to live information on faults: from reporting, through diagnosis and repair, allocation and management of field engineers and management information.

Rail Engineer | Issue 173 | April 2019

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Condition-based maintenance F47

Televic Rail

Televic Rail will be introducing the latest version of its Cosamira condition-based maintenance technology, already in operational use across the globe.

Cosamira 3 offers an even greater level of capability from more memory, increased measurement options and faster processing for real time, fully powered, continuous monitoring of bearings, motors, rail track, gearboxes and brakes. When combined with the Televic desktop software package and the Telvic Rail global support from offices in Europe, North America and Asia. Cosanira 3 now provides for the most comprehensive condition-based maintenance

Passenger comfort specialist

solution available.

With over twenty-five years of real time SIL-rated bogie monitoring experience, this latest version of Cosamira builds on Televic’s knowledge to provide train operators with the ability to get a continuous view of the fleet status, using predictive analytics to ensure the full life of a component is achieved for maximum cost effectiveness by anticipating problems, optimising maintenance schedules and reducing downtime and cost.

Q17

Train Bits & More

Train Bits & More (TBM) has provided value added passenger comfort services to train operating companies since 2009 and is a trusted partner across the UK rail network. At Railtex, the team will promote toilet tank overhauls, seat cover cleaning, grab pole refurbishment and a range of other carriage fitting and upgrade options that improve the journey experience for travellers.

From its Crewe-based workshop, or at depots utilising mobile units, seating is cleaned and assessed for damage, refurbished and repaired, before being returned to customers - usually within 48 hours. TBM has cleaned over

300,000 seat covers, helping to maintain hygienic carriage environments and prolong the life of seat fabrics.

Toilet systems are serviced and storage tanks emptied, with free tank assessments being offered. TBM also offers a range of partner services, including electrical sockets and USB charge points for carriage interiors where a bespoke solution is required to retro-fit vehicles.

Heavy duty lifts for rail vehicle maintenance L81

TotalKare HDWS

TotalKare, the UK’s leading provider of heavy-duty vehicle lifting solutions, is taking its expertise into the rail sector after signing an exciting deal with Emanuel, harnessing the expertise of the Italian-based manufacturer to expand into the sector by introducing railway lifting jacks to train operators.

Available in a range of lifting capacities from 5,500 50,000kg, the lifting jacks can be configured in sets of 4 to 128 and are supplied to meet Machine Directive 2006/42/ CE and approved to European EN1493.

Easily customised, the jacks can lift any rolling stock, from wagons and carriages

through to complete trains, providing a safe, flexible and comfortable position for repair & maintenance operatives.

“We’ve been working with Emanuel for five years, supplying its products into the bus and coach and commercial vehicle sectors,” explained David Hall, managing director of TotalKare. “The rail sector has similar requirements in terms of providing a safe and fast means of keeping rolling stock operational.”

TotalKare’s partnership with Emanuel will be showcased for the first time at Railtex, where visitors to the Birmingham NEC event can see railway lifting jacks on display at their L81 stand.

Alberto Manzini of Emanuel

Rail Engineer | Issue 173 | April 2019

added his support: “We have an excellent relationship with TotalKare based on transparency, understanding and a mutual desire to deliver the best possible customer

service to our clients.

“We have a range of products that are in demand and flexible enough to meet the unique needs of train operators across the globe.”

RAISING STANDARDS RAILWAY LIFTING JACKS

With 40 yearsâ&#x20AC;&#x2122; experience in heavy duty lifting solutions, TotalKare combines world class products with industry leading support to facilitate effective maintenance and repair, keeping you on track for success.

CALL 0121 585 2724 VISIT WWW.TOTALKARE.CO.UK

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Aerospace-quality composites for rail J31

TRB Lightweight Structures

TRB Lightweight Structures is a Tier 1 supplier to both UK and European train builders, providing high-quality, lightweight solutions that include passenger doors, detrainment doors, composite door leaves, catering modules, bike storage areas, universal access toilet modules, structural partitions, train manager offices, and magazine racks.

The use of lightweight advanced composites in the aerospace and defence industries has delivered significant performance improvements. Now they’re being used on rolling stock to bring the same benefits to the UK’s tracks The major long-term benefits from aerospace-strength composites have driven leading manufacturers, such as Airbus and Boeing, to design and build the latest commercial aircraft - the A380 and B787 Dreamliner - with more than 50 percent of their structural parts made from advanced composites.

The composite system primarily specified for commercial aircraft is a honeycomb prepreg composite laminate produced in an autoclave. This material is extensively used for interior applications including sidewalls, ceiling and floor panels, galleys, toilets and partition walls as well as for exterior applications, such as wing sections, flaps, ailerons, antenna radomes, access panels and doors.

Rail is poised to make the same sorts of gains in operating efficiency, performance and lifecycle cost benefits by using advanced technology composite materials for the next generation of highperformance trains, which need to be lighter, faster, more energy efficient and cheaper to maintain.

To meet these new material needs, TRB Lightweight Structures has increased its composites design and manufacturing facilities, added certifications and hiring

Rail Engineer | Issue 173 | April 2019

more people, so that TRB is now able to help rail vehicle manufacturers take advantage of the significant benefits gained from using advanced composites.

TRB is not driven merely by profits, at the heart of the business is the desire to have a positive impact on the environment. Reducing weight in the rail industry by using composite materials will ultimately lead to a reduction in energy consumption, which is why TRB is in the composites industry.

However, TRB Lightweight Structures does not want to stop there. It is also looking to develop, source and use sustainable materials where possible.

One such discovery is a revolutionary new ‘Bio’ composite pre-impregnated system that combines high strength fabrics with a biobased resin system. Extracted from the natural waste biproduct obtained from the manufacture of sugar, this resin is non-toxic and does not use volatile organic solvents. It can produce an extremely light and hard-wearing composite assembly capable of meeting GM/RT 2100 rev 5 combined with exceptional fire resistance to EN45545-HL3 (BS 6853 Category 1A).

Another material TRB has used in the construction of some of its lightweight solutions is a foam made from 100 per cent post-consumer PET. This enables TRB to offer a real green alternative to standard PET foams and other foam core materials currently used in railway applications and highlights its ambition to lead the way with a bio, non-toxic alternative to the carcinogenic materials currently in the market.

RAILTEX PREVIEW

Visit us at Railtex Stand B57

WEDGE GROUP GALVANIZING Your Galvanizing Partner

RISQS approved, Wedge Group Galvanizing is the UK’s largest galvanizing organisation. With 14 plants across the UK we offer a national service, processing steel from a 1.5mm washer to 29m beam. Our plants are designed and equipped to set industry-leading standards for sustainability and low environmental impact.

E: info@wedge-galv.co.uk T: 01902 601944 www.wedgegalv.co.uk @wedgegalv

Head Office: Stafford Street Willenhall, West Midlands, WV13 1RZ

Your trusted HVAC partner.

Delivering total integrated solutions through industry leading brands.

01384 489250

reznorsales@nortek.com

www.reznor.eu/rail

Reznor® is a registered trademark of Nortek Global HVAC, LLC

REZNOR_railad_190x130.indd 1

14:21 Rail Engineer | Issue 173 | 05/03/2019 April 2019

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Multi-disciplinary solutions R40

TSP Projects

TSP Projects is an awardwinning, multi-disciplinary solutions business that provides a full range of services from consultancy, design and engineering to on-site project management. Its headquarters is in York with offices in Manchester, Birmingham, Reading and Bristol, as well as a brand-new office in Toronto, Canada.

With over 420 staff across the country, TSP Projects has a portfolio of award-winning work. The company’s sectors include rail, energy, aviation,

Cutting-edge auxiliary power units

security and construction, with multiple disciplines such as architecture, geotechnical, track and more. Highprofile projects include the redevelopment of King’s Cross station, Reading station area redevelopment, the Thameslink programme and ‘Energy from Waste’ facilities in Cardiff, Leeds, Staffordshire, Suffolk and Oxfordshire. Modular platform extension projects include West Drayton and Langley station, amongst many others.

TSP Projects is dedicated to working in close partnership with clients, delivering high quality, innovative and responsive solutions to meet individual requirements.

Turbo Power Systems

Turbo Power Systems (TPS) will have two of its cutting-edge auxiliary power units (APU) on its stand at Railtex.

One of TSP’s recent innovations - its ultra-efficient APU developed for London Underground - will be on display. This lightweight and compact unit is built with a natural cooling system to improve energy savings and reduce maintenance requirements. The APU uses cutting-edge SiC technology for increased efficiency and a lower carbon footprint.

Also showcased will be one of TSP’s flagship projects, its innovative APU for Monorail.

This APU has been designed, tested and validated for

F40

monorail platform, while it brings a modular approach to component placement for efficient maintenance and minimal downtime.

To book an appointment to meet us with TSP during the event, or for further enquiries, please contact Ioana Briciu from the marketing team on marketing@ turbopowersystems.com.

TSP looks forward to meeting you!

Bringing technology to the railway L41

Unipart Rail

Unipart Rail will be showcasing services and technology from across its businesses, demonstrating its capabilities in supply chain solutions and showing new innovations in train safety, power control, signalling, transit and storage, rail plant, train presentation and condition-based maintenance.

With expert teams on hand, visitors will be able to discuss

how the innovations work and interface with rail systems. An Augmented Reality model train will also be on the stand so they can see how some of the larger products work.

For visitors with an operational, supply chain or financial background, Unipart will be bringing its Virtual Reality Experience where they can experience (and interact

Rail Engineer | Issue 173 | April 2019

with) the transformation of a depot using specialist skills. The supply chain has a significant impact on costs, operational risk and on-time delivery of infrastructure and rolling stock, whether it’s new-build or maintenance activities.

Unipart’s collaboration with its customers across the industry has mitigated risk, improved performance and delivered cost optimisation to the supply chain and materials management, including adding

value through: »» Safety improvements »» Cost optimisation »» Risk mitigation »» Innovative products and services »» Performance enhancement »» More digital technology »» Focus on CSR And finally, the Condition Based Supply Chain will be at the heart of Unipart’s stand = its vision for to deliver the future supply chain for the rail industry.

RAILTEX PREVIEW

voith.com

Voith – your established engine and RailPack provider Voith components and systems for rail vehicles provide efficiencies coupled with reliability, specifically optimised for new build and refurbishment projects. The Voith RailPack is an energy-efficient component providing maximum power density which is perfectly suited to diesel electric/hybrid applications.

Visit us at Railtex in Birmingham, UK from May 14 – 16 2019, Stand J51

Serving the World’s Railways with Supply Chain and Technology & Product Solutions

Supply Chain Solutions

Technology & Product Solutions

Consultancy SmartServe Supply Chain Solutions Depot Management Operations

Condition Based Supply Chain

Product Innovation

See it all on Railtex Stand L41

Rail Engineer Railtex 2019 Advert.indd 1

17:42 Rail Engineer | Issue 173 | 25/03/2019 April 2019

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Cable condition-monitoring and fault-finding Q60

Viper Innovations

Viper Innovations is showcasing CableGuardian, winner of the 2018 Institution of Engineering and Technology (IET) Intelligent Systems Innovation Award, at Railtex 2019.

CableGuardian is a comprehensive cable conditionmonitoring and fault-finding system, which monitors insulation and conductor health within a signalling power supply network. The system consists of sensor units, distributed across principal power supply-points and functional supply-points, communicating via a secure internet connection to the

cloud-hosted CableGuardian data storage and analytics system.

Developed in collaboration with Network Rail, CableGuardian provides monitoring at the level of detail required, breaking away from the traditional limitations of insulation monitoring devices which offer only a single resistance measurement for the complete network or, at best, feeder level monitoring.

CableGuardian is the only system that offers Tier One adherence to the Network Rail Insulation Monitoring Device standard NR/L2/SIGELP/27725, which recommends monitoring of feeders at a cable section level.

Safety for today and tomorrow

Voith

J51

Voith components and systems for rail vehicles provide efficiencies at higher speeds and improved comfort coupled with maximum reliability.

The company’s service portfolio is customised to client requirements, covering maintenance, system upgrades through to spare parts supply. Additional benefits when partnering with Voith, include knowledge and long-term experience in developing and producing key components.

This year, Voith will showcase the RailPack 500, an energy-efficient component providing maximum power density, designed for new build and refurbishment projects and which is perfectly suited to diesel electric/hybrid applications.

Also being presented for the first time in the United Kingdom, is the Voith Rail Engine, the most advanced and efficient diesel engine of its class on the market. The exhaust after treatment system developed meets the upcoming European Stage V emissions regulations.

Lots to see and do M69

Zöllner UK

Zöllner has been developing, producing, and selling automatic warning systems for track worksites since the 90s.

If a track vehicle approaches a construction area, the Autoprowa® system warns all people working on the track area with a warning signal that is automatically adjusted for the ambient noise level.

Power packs and diesel engines

The Mobile Radio Warning System (MRWS) warns personnel working on track worksites reliably from approaching rail vehicles.

It makes use of the latest, innovative radio technology: optimised audibility, safety, and reliability as well as high availability and flexibility.

All radio components are in bidirectional contact with each other, thereby ensuring optimal communication. The modules of the system can be combined and thus allow for efficient operation in every situation.

Zöllner UK provides equipment sales as well as technical support training, a hotline, servicing, repair and recalibration.

Rail Engineer | Issue 173 | April 2019

We have, of course, only listed some of the exhibitors that will be at Railtex. There will be many things for visitors to see, some of them unusual, many of them interesting and all of them with experts on hand to talk about them.

As is described elsewhere in this issue, Rail Engineer will be arranging the Technical Seminar programme. In addition, the Knowledge Hub, organised by the Railway Industry Association (RIA), will present a programme of talks on opportunities for the supply chain, the Rail Sector Deal, diversity and Rail Baltica (Tuesday), equal opportunities and working with academia (Wednesday) and decarbonisation, innovation and HS2 (Thursday).

RIA will also be running the Future Focus Conference on Wednesday 15 May, covering the key challenges and opportunities the UK rail will face in the coming years.

So there will be plenty to see and do at Railtex. Come and see us on stand C60 and start there!

Protecting your depot’s most valuable assets

Zonegreen’s SMART DPPS™

Give your rail depot workforce the confidence to work safely & effectively.

Even with all of the expensive infrastructure and equipment present in modern railway depots, the most valuable element of any rail facility will always be its workforce.

Zonegreen’s SMART Depot Personnel Protection System (DPPS™) protects workers by safely and efficiently controlling train movements within depots.

By far the market leader, Zonegreen’s DPPS™ has an unrivalled reputation as the most

advanced, high-quality, reliable, proven and widely-installed product of its kind, with installations both across the UK and around the world. The company boasts unparalleled expertise and experience in depot protection systems and employs an array of highly-skilled specialist engineering staff.

Zonegreen is also an experienced and trusted provider of depot interlocking solutions.

Zonegreen contact: E-mail: info@zonegreen.co.uk Tel: +44 (0)114 230 0822 Fax: +44 (0)871 872 0349

www.zonegreen.co.uk

Rail Engineer | Issue 173 | April 2019

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ENTRANCE

RAILTEX PREVIEW AAC D14 AATi Rail Ltd N44 Abus (UK) Ltd C05 Acorel G51 ADComms a Panasonic Company D81 Adey Steel Ltd M44 Advanced Resource Managers (ARM) D86 AEI Cable Ltd G16 Aerco Ltd L68 Airquick Ltd R11 AKW A+V Protec Rail GmbH M61 ALC - Aluminium Lighting Company C41 Alstom Transport UK Ltd S41 Ambersil (CRC Industries UK) C40 Anamet Europe B.V. F46 Anderton Concrete Products Ltd C57 Anixter F86 A-Plant Rail N11 Application Solutions (Safety and Security) Ltd M85 Aqua Fabrications Ltd P11 Aquafrisch SL D56 ArcelorMittal Europe - Long Products Rails & Special Sections V51 Arentis Ltd E11 Aspen Electronics Ltd F93 Asset International Structures (A Division of Hill & Smith) R56 Associated Rewinds Ireland Ltd N45 Atlas Copco Tools K91 Aura Graphics M64 Austroroll L91 AutoDrain/Oilaway P93 Axminster Carpets B16 Baker Bellfield Ltd M41 Barnbrook Systems Ltd L64 BBM Officine Meccaniche SpA P31 Beeswift V03 Bender UK H91 Bernstein Ltd W36 Bespoke Composite Panels U56 Binder UK Ltd P57 Bio-Circle Surface Technology Ltd D03 Birley Manufacturing Ltd T61 Birmingham Centre for Railway Research and Education G60 Birmingham Specialities Ltd L90 Bonomi Group M11 Brady U16 British Steel R50 Browns Fasteners Ltd G05 BvL Oberflachentechnik GmbH U46 Camlin Rail Ltd H51 Cardica Science T16 Castell Safety International Ltd E03 CE+T Power N41 CEEQUAL W56 Cembre Ltd P17 Centurion Safety Products E02 Charcroft Electronics J03 CHG Electrical Ltd E11 CHH Conex Ltd T61 Clemtech A57 Clyde Fasteners Ltd T51 Colchester Fuel Injection Ltd E30 CoMech Metrology Ltd A61 Commend UK B60 Concrete Canvas Ltd B40 Corex Honeycomb U56 Craig and Derricott Ltd K86 Creative Composites E17 Croylek Ltd B11 CRRC Corporation Ltd F51 CTC Union Technologies CO., Ltd M65 Cubis Systems R30 DAC Ltd M60 Daktronics S11 Dan Dryer A/S C56 Darran Jacobs Ltd L30 Datum Ltd T61 DB ESG F10 DB Fahrzeuginstandhaltung GmbH F10 DB Systemtechnik F10 dellner Ltd C51 Depe Gear Company Ltd N02 Depot Rail Ltd P31 Design & Analysis Ltd T61 D-Grease UK Ltd F30 Diamond Point International D17 Difacto S16 DIGI-RAIL G60 Dilax Intelcom GmbH B44 DMS technologies C46 Dold Industries N55 dormakaba Q51 Durr Technik UK Ltd D16 EAO Ltd K41 Eaton Electric V61 Econpro WDS Ltd (DuraKerb) C41 Edmundson Electrical Ltd T17 EKE Electronics Ltd K66 Elastacloud Ltd T61 Ellis Patents Ltd N60 Elma Electronic UK Ltd C16

Emanuel L81 ENAG T18 Enersys Ltd R60 E-T-A Circuit Breakers Ltd G03 ETAP Automation Ltd J02 Eurofins York P67 Eurogamma Spa P31 Federal-Mogul Friction Products Ltd F02 Ferrograph Ltd A11 Filmbankmedia K81 Finder Plc A51 Findlay Irvine Ltd B03 FirstClass Safety and Control Ltd W50 FISA H45 Flexicon Ltd P44 Flotec Industrial Ltd D66 Fluid Controls Private Ltd R05 FMC Hydraulic J37 Forbo Flooring Systems M80 Frauscher Sensor Technology G37 Frazer-Nash Consultancy S61 G. Zwiehoff GmbH N10 GAI-TRONICS U50 Garrandale Rail N31 Gee Communications C41 Gem Cable Solutions V41 Geobrugg AG L84 Gioconda Ltd U57 GNB Industrial Power Q03 Goldwing Cable Ltd J81 Grando SA A45 GrayBar Ltd F66 Harmill Systems Ltd J41 Harting E65 HaslerRail AG/ Saira Electronics K61 Hayley Group Ltd D11 Heamar Company Ltd C11 Hedson Rail Ltd L80 Hegenscheidt-MFD N61 HellermannTyton K44 Henkel Ltd J17 Henry Williams Ltd T11 Hepworth Group D90 High Speed Two (HS2) Ltd T67 Hill and Smith Limited T/A Variable Message Signs F31 Hird Group R61 Hitachi Rail J11 Hoppecke Industrial Batteries Ltd F60 Horizon Utility Supplies Ltd C35 Houghton International F17 HTA Group Ltd G55 Huber+Suhner (UK) Ltd G36 Huesker Ltd Q57 Hutchinson Stop-choc V56 Hydro Extrusion & Pole Products UK F36 Hytorc (unex) Ltd T10 IAI ELTA Systems T35 IBASE Europe W40 Icotek Ltd B41 IDS Ingegneria dei Sistemi SpA D41 iFoam Ltd Q17 iLECSYS Rail Ltd P37 iline Technologies / Channeline International E37 Imi Precision Engineering T41 IndustrialComms G07 Infotec Ltd N80 Ingeteam Power Technology S.A. E81 INOV N41 Inspectahire Instrument Company Ltd D02 Institution of Engineering and Technology B46 International Applications K80 International Railway Journal (IRJ) R02 Irmie Impatianti P31 ITT Veam and Cannon S05 IVIC Ltd B61 Ixthus Instrumentation Ltd L86 IXYS 'A Littlefuse Technology' B10 Izhevskiy Radiozavod (IRZ) K90 Jauch Quartz UK Ltd G90 Jewers Doors Ltd Q66 J-Flex T61 JHM Butt & Co A35 Jianghai Capacitor UK and Ireland G90 Jiangsu Tie Mao Glass Co Ltd P80 JMS Infotec Ltd Q47 Johnson Security Ltd E07 Joseph Ash Galvanising C10 JSP (Safety in Numbers) B31 KeTech M31 Kilfrost Ltd Q67 Klauke UK Ltd C35 Klein Anlagenbau AG N10 Knorr-Bremse Rail Systems (UK) Ltd G11 KOREC G40 KST Lighting & Components E34 Kwik-Step G41 L&M Survey Services M86 Lantech Communications Global Inc. K40 Laser Lines Ltd T65 LB Foster Europe F11 LEM A47

LGM UK Ltd D35 Liebherr Transportation Systems GmbH & Co KG F61 Lindapter International N16 LINSINGER R17 Loram UK Ltd E41 Lordgate Engineering Ltd Q41 LPA Channel Electric G30 LPA Connection Systems G30 LPA Group Plc G30 LPA Lighting Systems G30 Lubricant Consult GmbH B56 Lucy Castings T03 Lundy Projects Ltd F16 LUR Ltd (Lucchini Unipart Rail) G10 M. Buttkereit Ltd F05 & F07 Majorlift Hydraulic Equipment Ltd H90 Mark Aluminium Die-Casting Ltd C41 Marshalls CPM F80 Masteris G31 MC Electronics Ltd J91 Mecelec Composites C17 Mechan Ltd N10 Mechanix Wear S.L.U. D34 Megger Ltd L93 Midlands Engine Rail N90 Mini Gears Group L60 Mitsubishi Electric K66 (18/2) Modern Railways Magazine L87 Morris Line Engineering M11 Motion Rail Ltd C41 Moxa Europe E31 MPI Limited D60 MSc Traction Oy E87 MTM Power J03 MTU Friedrichshafen GmbH N51 Multitel N41 Network Rail Ltd Q90 Nexans U51 Nomad Digital B17 Nora Flooring Systems UK Ltd T45 Nord-Lock Group D30 Oleo International M50 Omicron Electronics UK Ltd J45 Opinsta Ltd R87 OSL Rail Ltd Q81 OTN Systems C02 Pace Networks M11 Panasonic Toughbook D80 Passcomm Ltd L61 Patentes Talgo S.L. Q10 PcP Gratings Ltd M40 Peli Products (UK) Ltd R46 Permanent Way Institution C31 Pfisterer Ltd L67 Philidas Ltd F03 Plastic Coatings Ltd K85 PLURA Innovations W34 Polarteknik Oy G02 Polyco Healthline (Safety in Numbers) B31 Polyrack Tech-Group Holding GmbH & Co KG N68 Portwest Clothing Ltd U02 PPG Industries (UK) Ltd E84 Propex GeoSolutions B14 Prover Technology AB B45 Provertha J67 Prysmian Cables & Systems Ltd P51 PSG K84 PSV Wipers Ltd F37 PULSAR ® (Safety in Numbers) B31 Quantum Seating Ltd Q17 R E Cooke Ltd K93 r2p GmbH D45 Rail Diary R66 Rail Engineer C60 Rail Forum Midlands F81 Rail Media C60 Rail Parts Supply P41 Rail Professional Ltd H02 Rail Safety System B.V. U61 Rail Signalling & Power (RSP) V40 RailStaff C60 Railway Gazette International C03 Railway Industry Association P61 RailwayPeople C60 Raspberry Software Systems Ltd M68 Raychem RPG Pvt Ltd S03 RB Rail AS P54 RCM2 Ltd D85 Recab AB 17 Reebok Work UK (Safety in Numbers) B31 Relec Electronics Ltd D37 Replin by Hainsworth T61 Reprocover N41 Rexel UK T60 Rittal Ltd R31 Rosehill Rail J30 Roxtec Ltd B51 Royal British Legion Industries C15 RSG Engineering D87 RSSB E91 RubberGreen N41 Sabre Rail Services Ltd J55

Samoa Ltd E86 Samuel Taylor Ltd B34 Santon Switchgear Ltd T31 Schaltbau Machine Electrics Ltd B30 Schweizer Electronic Ltd U41 Schwihag AG F41 Scott Cables Ltd M02 Scott Parnell Ltd J36 Secheron Hasler UK Ltd K61 Secheron SA K61 SEG (SOGEMA Engineering) N10 Seisenbacher Rail Interiors Ltd J31 Sella Controls Ltd K66 (18/2) Semmco Ltd G45 Set Ltd T61 SGS United Kingdom Ltd B47 Shay Murtagh Precast U37 Shield Batteries Ltd/SEC Ltd C61 Siemens Mobility Limited D51 & E51 Signature Aromas Ltd D31 Sika Ltd J61 Silver Fox Ltd A37 Sjølund A/S N85 Snap-on Industrial S17 Socomec U.K. Ltd N50 Solo Rail Solutions Ltd L50 Somafel - Railway Construction, S.S. Q85 Southdowns Environmental Consultants Ltd R44 Stadler G80 Starling Aerospace Interiors A17 Staubli Electrical Connectors Ltd V57 Stauff UK Ltd S35 Strail UK Ltd G91 Stratasys L51 Sulzer Electro Mechanical Services (UK) Ltd E61 SWA Ltd T02 TBM (Train Bus and More) D03 Teknoware Oy R36 TELE-FONIKA Kable V47 Telegartner UK Ltd A41 telent Technology Services Ltd L31 Televic Rail F47 Ten 47 Ltd B50 TFC Ltd R03 The CPD Certification Service A31 The QSS Group Ltd K87 Tidyco Ltd V50 Time 24 Ltd J05 Times Microwave Systems Inc M02 Total Connections 2009 Ltd B36 Totalkare HDWS Ltd L81 Trafag (UK) Ltd A15 Train Bits & More Ltd Q17 Trainfx Ltd P60 TranCityRail M51 Transurb Simulation N41 Tratos N67 TRB Lightweight Structures J31 Trimble Beena Vision Solutions G40 Trimble Nexala Solutions G40 Trimble Railway Solutions G40 Trough Tec Systems R61 TSL-ESCHA GmbH U47 TSP Projects Ltd R40 TTAB Connectors Ltd C41 Turbo Power Systems F40 TWI Ltd C41 UK Rail Industry Awards M51 Unipart Rail L41 Viewtec Signs C44 Viper Innovations Ltd Q60 Vivarail Ltd P84 Voestalpine Signaling Fareham Ltd R81 Vogelsang N40 Voith J51 Vortex IoT C41 VR Simulation Systems Ltd H55 Wabtec Faiveley UK L11 WAGO Ltd U10 Wales C41 Wallonia Export - Investment Agency N41 Washington Metalworks Ltd S36 Wavetrain Systems AS F81 WEC Group Ltd G55 Wedge Group Galvanising Ltd B57 Wilcomatic Ltd L36 Windhoff Bahn- und Anlagentechnik GmbH N81 Xrail Group Ltd H41 Zarges (UK) Ltd S30 Zep UK B02 Zephir P31 ZF Services UK Ltd S31 Zollner UK Ltd M69 Zonegreen Ltd S10 Zoppas Industries Heating Element Technologies E45 Zuken F91

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Technical Seminars at Railtex The Technical Seminar programme, arranged and hosted by Rail Engineer, gives Railtex exhibitors the opportunity to talk about their latest developments to an enquiring and knowledgeable audience.

At the last Railtex exhibition, in 2017, over 1,000 visitors attended at least one of the seminar sessions.

With the number and quality of presentations arranged for 2019, that number could well increase.

Then there will be two important industry keynote speeches.

Gordon Wakeford, the head of Siemens Mobility in the UK, will speak on the middle day of the show. He is also co-chair of the Rail Supply Group and as such, working with a team that included Philip Hoare of Atkins and Anna Delvecchio of Amey (who will be at the show on the opening day), he was instrumental in developing the Rail Sector Deal.

This joint initiative between the rail industry and government, including the Departments for Transport, Business and International Trade, aims to transform the rail sector by taking actions to increase the use of digital technology, boost productivity, improve the service received by those who use the railways and build the skills of the UK workforce to capitalise on these opportunities.

Network Rail chief executive Andrew Haines has recently announced that he will be moving the company further into devolution, pushing most responsibilities out to five regions and 13 routes. One of the areas affected will be the Group Digital Railway initiative, which will become much more decentralised.

The man responsible for overseeing that is new Digital Railway managing director Stuart Calvert, and he will be speaking on the third day of the show.

Predictive Maintenance Strategies for Continuous Track Monitoring 11:10 Tuesday 14/05/2019

Reducing maintenance costs is a task of high importance. Systems, which enable a complete and continuous monitoring of assets on tracks, can support appropriate approaches. Additionally, they can provide relevant information to improve efficiency and traffic management.

Due to the importance of such applications, and based on the high number of components that need to be monitored on tracks and trains, a vast number of technologies and systems are available today to meet all related requirements. This plurality, as well as the fact that several units might be needed for various tasks contribute to rising efforts.

The newly developed Frauscher Tracking Solutions

Rail Engineer | Issue 173 | April 2019

DEEP DESAI

BUSINESS DEVELOPMENT & STRATEGY, FRAUSCHER TRACKING SOLUTIONS

FTS provides a vision of an efficient solution to continuously monitor the track health outlining a paradigm shift towards predictive maintenance strategies. By continuously monitoring the wheel-rail interaction, the Frauscher Tracking Solutions FTS detect changes in the condition of various assets at a very early stage. This forms the base for a costeffective option to continuously monitor components on tracks of a whole network at a glance.

RAILTEX PREVIEW

Railway is a business 11:50 Tuesday 14/05/2019

KEYNOTE

It is too easy to see the railway as a mode of transport, which of course it is, and not to remember it is also a business – but it is.

And it’s a very big business. Network Rail will receive, and spend as it is not-for-profit, £53 billion over the next five years, and then probably not far off the same in the five years after that. HS2 will cost £56 billion between now and 2032, while Crossrail 2 is now estimated to cost £41.3 billion when it gets started in the next few years. So, crudely, that’s about £200 billion to be spent on UK railways over the next 10 years!

And that doesn’t include investment by Transport for London and other locally financed networks such as Transport for Greater Manchester, Transport for

West Midlands and Edinburgh City Council (all with expanding tram networks), Merseyrail (new trains), Tyne & Wear Metro (new trains) and South Wales Metro (new trains and trams). Then there are 7,000 new train vehicles being introduced to the network by 2021, with more to come. Not forgetting those British companies that export to, and are paid by, other country’s railways.

It’s big business indeed…

For this keynote, a senior government minister will tear themselves away from Westminster (and Brexit!) to talk about the railway as a business, the opportunities for the supply chain, and the support that government is making available, both through the Rail Sector Deal and other channels.

CBTC or ERTMS? The answer is ATO 12:30 Tuesday 14/05/2019

The railway industry is seeing unprecedented rates of change. The move towards a ‘digital’ railway has seen a significant acceleration in the adoption of new technologies, not least those that provide command and control of the trains themselves.

The railway press is full of references to technologies including communication-based train control (CBTC) and the European Rail Traffic Management System (ERTMS). These systems unlock capacity and improving safety levels through the use of secure digital radio messages sent between trackside and train-carried equipment, allowing levels of throughput and operational flexibility that were not previously possible.

These train protection systems are only half the story though; automatic train operation (ATO) uses computer-based technology to drive every train at the optimum speed at every location along a track.

Whilst ATO has been part of the metro railway world for some 50 years, it is new to main line operation. On London Underground’s Victoria line, a 36 trains-perhour timetable is delivered smoothly and efficiently by ATO-driven trains under the supervision of a world-class control centre solution that continuously evaluates the state of the railway and makes adjustments to service to maintain 100-second headways.

How can we digitise the journey to benefit the customer?

13:10 Tuesday 14/05/2019

How do we deliver a customer-focused transport model? The rail industry needs to meet the challenge of future multimodal journey options, including ride sharing application, autonomous vehicles, drone-based taxis, personal vehicles, and the challenges that rail transportation will face from new connected modes of transportation, and become integrated into one of many options that the passenger will have.

It’s no longer just about getting from A to B - the passenger demands connectivity, information, and reliable infrastructure to get them from their home to their destination.

How does the rail supply chain respond to these

IAN JONES

KEY ACCOUNT MANAGER, SIEMENS MOBILITY

MIKE HEWITT

CHIEF TECHNICAL OFFICER, ADCOMMS

challenges? What are the opportunities to introduce technologies like IoT, BlockChain/Distributed Ledger, Assisted Intelligence, Additive Manufacturing, and Automation to deliver innovative new solutions into legacy infrastructure?

In his presentation, Mike Hewitt will look at the challenges that connectivity presents, and the opportunities it enables - at the application of new technologies, and collaboration that will enable innovation. He will talk about the security implications and considerations, including cyber security, when mixing and supporting legacy and connected infrastructure.

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ZF EcoWorld - Efficiency with Connectivity 14:30 Tuesday 14/05/2019

STEVE BREW

KEY ACCOUNT MANAGER - RAIL DRIVE SYSTEMS, ZF FRIEDRICHSHAFEN

ZF Friedrichshafen is involved on a number of projects to introduce high efficiency ZF EcoWorld2 transmissions as retrofit option for existing DMU trains in the UK. This is also an opportunity to showcase ZF Smart condition monitoring technology being developed in line with the company’s ‘See = Think = Act’ principle.

In his presentation, Steve Brew will aim to provide an introduction to the feature of ZF EcoWorld2 with an overview of ZF Connect@Rail digitisation for Rail applications.

STEVE LITTLE

Trust - How cyber secure are you?

15:10 Tuesday 14/05/2019

There is an unprecedented amount of investment, and

problem, but complex enterprises, such as the rail sector, are

hence change, in the UK rail sector - spanning major

an amalgam of People, Processes, Information, Technology

infrastructure projects, the replacement of rolling stock, staff

and Facilities (PPITF).

processes and procedures, and methods for accessing train

requires a whole system approach and understanding

systems is complicated by having to co-exist with legacy

of PPITF and the interdependencies between them. In

systems and practices dating back over many decades.

tackling this challenge the rail sector could learn lessons from other sectors, balancing the new with the legacy,

ensuring the safety of passengers and staff. However, as

ensuring any mitigation or response is both appropriate and

a consequence of digitalisation and legislation, the threat

proportionate.

posed from cyber space is being considered - specifically

As part of his presentation, Steve Little will provide

how to identify, protect, detect, respond or recover from a

insight into how other sectors such as energy and defence

cyber-attack.

understand and mitigate their cyber risk by considering

Typically, this has been considered solely a technology

The Rail Sector Deal Working together for the future

KEYNOTE

Countering these cyber threats, and the risks they pose

information and buying tickets. The introduction of new

The rail sector has, for many years, been an evangelist in

11:50 Wednesday 15/05/2019

CYBER LEAD, FRAZER-NASH

The Rail Sector Deal will build on the strong partnership working between the rail sector and the government to exploit the opportunities of new technologies, improve the efficient use of rail network capacity and enhance the experience of those who use the railways.

In its foreword, the Rail Sector Deal states that it will enable companies to drive innovation, invest in research and development, up-skill the workforce and look beyond the UK to export markets worldwide. It will provide certainty for the industry, with clarity and involvement in shaping investment in the railways for the first time, and, through this collaboration

Rail Engineer | Issue 173 | April 2019

PPITF holistically.

GORDON WAKEFORD

CO-CHAIR, RAIL SUPPLY GROUP

between government and businesses, it will provide better railways for the country’s rail customers.

In his keynote address, Gordon Wakeford will consider just how implementation of the new Rail Sector Deal will help improve both the railway and its supply chain. What is needed to make it more efficient? And what export opportunities could present themselves once the Rail Sector Deal starts to make itself felt?

RAILTEX PREVIEW

From Lineside to Logistics The impact of the 4th Industrial Revolution on the Railways

11:10 Wednesday 15/05/2019

SAM BUSSEY

BUSINESS DEVELOPMENT MANAGER, INSTRUMENTAL

The Digital Railway is now upon us and the technologies that are available are now being deployed, including Instrumentel sensors in assets, with data being visualised on Unipart’s ‘Paradigm Insight’ system. But there’s a long way to go to transform the industry - not just at the lineside and in asset monitoring, but in the supply chain too.

In this presentation, Instrumentel’s Sam Bussey and Gareth Uden from Unipart Rail will explore some of the technological concepts that are now being used and soon to be introduced.

New products that are available for installation on trains and infrastructure will be all around at Railtex,

Reliability Centred Maintenance: driving operational and cost efficiencies 11:50 Wednesday 15/05/2019

The assets and systems that Telent deploys, maintains and supports, both in stations and on the track, are critical to the daily running of the London Underground and UK rail networks. For more than 20 years, it has developed its Reliability Centred Maintenance model to enable informed decisions on whether to refresh and upgrade assets.

Reliability centred maintenance is a proven methodology that has been instrumental in the way assets are successfully maintained today and how the company continues to ensure it deliver best value to its customers.

In his presentation, Reg will explain how Telent are driving greater reliability through remote monitoring

Rolling Stock and Digital Systems Delivery for the UK 12:30 Wednesday 15/05/2019

This year, Hitachi is delivering pioneering trains for across the country, from Inverness to Penzance. All 93 intercity trains have entered service for GWR, boosting passenger satisfaction rates thanks to their comfort and reliability. ScotRail passengers are enjoying the same benefits with their new Class 385 trains.

New fleets will soon run in the North for LNER’s Azuma and Transpennine Express’ Nova 1.

The backbone of this delivery is Hitachi’s manufacturing and maintenance operations.

The Newton Aycliffe site is already on its third fleet since opening in 2015. Meanwhile, the maintenance

GARETH UDEN

LOGISTICS DIRECTOR, UNIPART RAIL

but technologies that that are ‘hidden’ but transform supply chain operations are just as important especially in today’s ‘just in time’ modern society.

Technology in: »» warehousing that eliminates errors and accelerates processing; »» smart approaches to Depot organisation; and »» bespoke project supply solutions are as prevalent as the technologies that monitor in-service equipment, providing real-time information and triggering the supply chain.

REG COOK

DIRECTOR - ASSET MANAGEMENT, TELENT TECHNOLOGY SERVICES

tools to identify deterioration in asset performance and intervening before costly service affecting failures occur.

Reg will explore how this award-winning approach not only provides best value but improves safety and reduces our carbon footprint.

Remote asset condition monitoring is a key component of reliability centred maintenance. It enables systems engineers to predict how long components and systems will last and when they might fail. This enables Telent to act before failure to avoid unscheduled outages and reducing the cost of repair.

Throughout his presentation Reg will demonstrate how Telent has implemented its strategies and how it is saving money for its customers today.

NICK HUGHES

SALES DIRECTOR, HITACHI RAIL

team has grown rapidly with a host of new depots on the East Coast main line joining Hitachi. At every site, new modern technology is installed to drive up quality and standards.

Hitachi is far more than trains. Its digital solutions can transform passenger experiences. In Japan, the company’s digital signalling systems have been running for decades, allowing bullet trains to run at unprecedented speeds and frequency. Hitachi’s product offering can shape every part of the journey, including how stations run and allowing the spread of smart ticketing to new parts of the country.

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Integrating Systems for Safety Critical Applications 13:10 Wednesday 15/05/2019

It is a recognised and established requirement within the rail industry that all hazards associated with the malfunction of safety-critical software-based systems are identified and reduced to an acceptable level. Have you ever wondered how this is achieved on a project?

Sella Controls has been providing safety critical systems to the high hazard industries, including rail, nuclear and oil and gas, for over 40 years. It has developed and deployed applications such as selective door opening systems and safety isolation controls using industry standards that include the CENELEC EN 5012X suite of standards and IEC 61508 to provide a framework for the specification, design, verification and validation of safety systems.

Optimising Lifetime Asset Costs using the Digital Railway 13:50 Wednesday 15/05/2019

The advent of the Digital Railway is delivering far beyond modernising train command, control and signalling systems designed in a pre-digital age. Breakthrough technologies applied to all aspects of the railways - from remote performance monitoring of trackside and onboard friction management to digital asset monitoring and digital asset maintenance - are releasing real lifetime value through proactive and pre-emptive management.

In his presentation, Dr Mark Aston will consider how technological innovations on the digital railway are helping to optimise network lifetime costs for operators and network owners.

Bridges with hot-rolled sections for railway lines 14:30 Wednesday 15/05/2019

Filler beam bridges using hot-rolled steel sections at close centres and filled with concrete meet all requirements of small and medium span railway bridges. Therefore, filler beam bridges have been used for many years with considerable success, particularly where construction depth restrictions are relevant for the design. Moreover, they are perfectly suitable for use within high-speed railway lines.

Since the late 1970s, various railway companies have established standard designs with guidelines, supplemented with calculation tables that correspond to their own rules. With the introduction of the Eurocodes, some of these rules have become outdated. However, since, on the one hand, there is a

Rail Engineer | Issue 173 | April 2019

CHRIS PARR

TECHNICAL DIRECTOR, SELLA CONTROLS

This presentation will provide an insight into the techniques and measures used to ensure safety critical systems are designed, specified and commissioned such that they provide the level of reliability and functional safety required. Using real world examples of projects, Chris Parr will take his audience through the types of safety studies that are required to identify and mitigate hazards and the design techniques that can be used to ensure the software and hardware are appropriate for safety critical applications. In addition, the presentation will discuss how the increased use of certified commercial-off-the shelf components in safety critical applications on the railways can lead to a streamlined safety assurance process.

DR MARK ASTON

CHIEF TECHNICAL OFFICER, LB FOSTER

He will focus on three specific ways that the digital railway will help to optimise asset lifetime costs for network owners and operators.

DENNIS RADEMACHER

BRIDGE DEVELOPMENT LEADER, ARCELORMITTAL EUROPE - LONG PRODUCTS

growing interest in this form of construction and, on the other hand, a requirement for higher productivity in analysis and execution, there is a need for calculation tools which enable quick and reliable designs.

For these reasons, new design tables for filler beam bridges have been developed for use on the German high-speed railways for speed up to 350km/h. Design engineers now have a quick and direct assessment of all relevant cross-sectional data of single-track singlespan bridges for a span range of 5 to 35 metres, without costly statics. The tables and the software, with which the tables were generated, will be shown in the presentation along with comments on their relevance to the UK rail network.

RAILTEX PREVIEW

Stabilising cuttings using steel mesh on Network Rail's Cambrian programme 12:30 Wednesday 15/05/2019

Geobrugg country manager Duncan Ecclestone will present a case study on the use of the stainless steel TECCO® System in the protection of the Cambrian Rock Cutting campaign on the coastline in mid-Wales.

This high end C3 environment led to an in-depth life cycle cost assessment. Although initial material costs are higher for stainless steel mesh, plates and anchor bars, this was more than outweighed by the increase in effective design life.

This presentation will provide an overview of the tests required for both design approval and routine testing as part of a manufacturing quality control process.

BRE undertakes testing in accordance with BS EN 13230-1:2016, including static bending tests, dynamic bending tests and fatigue bending tests. In addition, BRE undertakes additional tests referenced in the standard, relating to durability of the concrete, including abrasion resistance of fine aggregates, freeze-thaw resistance and water absorption of concrete.

REGIONAL MANAGER, GEOBRUGG

In a project framework drive led by the Network Rail design delivery team from Bristol and contractor Alun Griffiths, it was agreed to move away from just doing the norm and instead to achieve the best possible design life and solution available.

Testing of concrete sleepers and bearers to BS EN13230-1:2016 15:50 Wednesday 15/05/2019

DUNCAN ECCLESTONE

NEIL ABBOTT

DIRECTOR OF CONSTRUCTION, FIRE & BUILDING TECHNOLOGY GROUP, BRE

Following the presentation, CEEQUAL is presenting awards to a number of project teams involved with Network Rail, Midlands Metro, Transport for Greater Manchester (TfGM) and Crossrail to celebrate their achievements and promote high environmental and social performance.

Devolution and the Digital Railway A national approach to local needs 10:30 Thursday 16/05/2019

KEYNOTE

Following his ‘100-day review’ of Network Rail, new chief executive Andrew Haines announced that many centralised functions would be devolved out to 13 routes operating in five regions. This included the Digital Railway, which had been seen by many as THE WAY to improve signalling and control, and boost capacity, on a national basis. So how will it now proceed in a devolved environment?

Stuart Calvert, the new managing director of Group Digital Railway, will address just that subject in his keynote address to Railtex. Traffic management is still seen as the way to go, but what of ETCS? Will it be level 2, level 3, or something partway between? And

STUART CALVERT

MANAGING DIRECTOR, GROUP DIGITAL RAILWAY, NETWORK RAIL

how will the regions differ in their approaches?

Stuart Calvert is the man with the answers, so it will be highly interesting to hear what he has to say.

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Innovation in collaborative ground risk management using Geospatial Information Systems

11:10 Thursday 16/05/2019

GERARD McARDLE

SENIOR ENGINEERING GEOLOGIST, TSP PROJECTS

The development of digital ground models has become more widespread over the last few years.

TSP Projects has developed innovative ways of using available technology, working with industry partners such as the British Geological Survey, to improve how information and ground data is managed, assured and shared across organisations.

If project information and ground management objectives are set and aligned at the start of a project, improved project outcomes can be realised, such as reducing the programme by early identification of ground risk, increasing productivity in design and construction and developing more accurate cost

Rail track - real performance 11:50 Thursday 16/05/2019

The rail industry faces many challenges - mostly doing more with less: »» more trains - less headway »» more life - less cost »» more distance - less time When it comes to steel rails, this means that British Steel works with infrastructure owners to develop rails that deliver more life with less maintenance.

The company’s research boffins are consistently on the case, developing more durable steels, but lab testing, however sophisticated, can only reveal so much about product performance.

So take a step out of your business attire to don some orange and have a look at examples of real rail

Hydrogen-powered trains how they help replace diesel 12:30 Thursday 16/05/2019

The rail industry has been set a challenge by government, to replace pure diesel trains by 2040.

Whilst bi-modes and battery EMUs/DMUs may suit mixed routes with sufficient electrification, there are huge parts of the network that will never be, and were never planned to be, electrified. These routes tend to be operated by DMUs, regional trains as Alstom defines them.

It is in this area that Alstom sees the application of hydrogen fuel-cell trains helping the industry to meet the challenge and replace diesel. Hydrogen is an efficient energy store and its use is being considered in a huge range of applications within the emerging concept of the ‘hydrogen economy’. Whether used for home heating, industrial processes or powering cars

Rail Engineer | Issue 173 | April 2019

CALLUM IRVING

GEOTECHNICAL DATA MANAGER, TSP PROJECTS

projections from early project development stages.

This seminar considers the challenges, tools and systems used, such as 3D geological modelling, identification and management of geological and geotechnical hazards, management and assurance of data for use by various parties, efficiencies in collection and the dissemination and use of ground information.

DANIEL PYKE

PRODUCT MARKETING MANAGER - RAIL, BRITISH STEEL

performance: »» High Performance HP335 rail (HPrail®) - heavy freight troubles tired track »» Zinoco® - rail rust reveals hidden horrors »» Multi-Life grooved rail - urban regeneration with a tramway twist Each example explores typical track challenges and how smart steel selection delivers benefits, helping the industry to build stronger railways.

This covers what’s in Daniel Pyke’s talk - more or less…

MIKE MULDOON

HEAD OF BUSINESS DEVELOPMENT, ALSTOM

and other modes of transport, hydrogen offers carbon free solutions to some of the UK’s most pressing climate change concerns.

Fuel cells produce nothing but pure water as a byproduct of their operation, eliminating CO2 and toxic particulates. When combined with renewably generated hydrogen, they offer lower emissions than even today’s electrified routes, dependent on the national grid.

This talk will explain why hydrogen is viable for this application and how it can be delivered, as a system, to the UK rail network. It will also update listeners on the Breeze concept, unveiled earlier in the year by Alstom and Eversholt Rail as they prepare to convert Class 321 units into Breeze HMUs and start replacing the 2,500 DMU vehicles operating on the UK’s regional railways.

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