News

October 2021

Level crossings Compatibility Power supplies

UK evolution making it all work together managing power, part 3
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 This month
Issue 281 The evolving and ongoing
October 2021 story of level crossings
in Britain
Ed Rollings

The IRSE is the professional UK practice and evolution; how have we

institution for all those engaged in got to where we are today?
or associated with railway signalling 3
and telecommunications, train
control, traffic management and Achieving compatibility
allied professions.
Ian Harman

A personal view on the challenges

For fast access to IRSE services of achieving compatibility on
and information relevant to you, interoperable lines.
just scan the QR codes below with
your smartphone. 7
12
Our website, Managing power supply for
for information signalling systems: Part 3
about the Jens Andreas Schulz
Institution and
all its activities The third and final part of the
worldwide. International Technical Committee
paper on power supplies.
16
12
Our sections,
IRSE activities
taking place near
ORR annual review of Data resilience in
you. rail safety on-board networks
David Fenner Mark Gibbs

A summary of the Office of Rail and Considering how Operational and

Membership, Road’s look back on safety in the UK Information Technology can combine
over the past year. to deliver benefit.
everything you
need to know 20 22
about being a
member. The digital AI Careers and recruitment
automated railway opportunities in rail
Our examination, Paul Darlington Asif Ahmed
the ultimate
A consideration of government’s Resources for those looking for the next
railway signalling,
role in driving innovation into the step in their rail career.
communication railway of the future.
and control
qualification. 26 27

Licensing, our Industry News 28

unique scheme
to help you News from the IRSE 32
demonstrate your
competence.
What’s holding you back from professional registration? 34
Governance review questionnaire 36
The IRSE Your letters 37
Knowledge Base, Membership changes 38
an invaluable
source of
information about
our industry.

1
IRSE News | Issue 281 | October 2021

News view: Learning curve

They say being able to work on high-profile is interesting to be working with older equipment,
projects can improve you as an engineer we can’t forget that the railway is an ever-changing
at any level of your career and this is world and it is just as important to be looking to the
something I can agree with. Over the past future and the new technology as engineers.
10 months or so I have been lucky enough
With this will inevitably come new challenges; in the
to work on Werrington Grade Separation
way in which we implement this technology, how to
and King’s Cross Remodelling projects as
train and attract new talent, as well as maintaining
part of the testing section and it has been
it for a safe and reliable railway. We are currently
an incredible learning curve.
in fast moving times and as an industry need to be
The biggest thing that I’ve learnt from it, able to move at the same pace to match it. This
is the breadth of knowledge that you must isn’t going to be a quick overnight change over,
be able to recall at the drop of a hat to but we also must not fall into the trap of thinking
perform engineering tasks and how to carry out operations that it is ‘somebody else’s problem’. That simply isn’t the case,
in a safe and productive manner. Originally a daunting task, this is something we do need to deal with. A lot of people and
but now something I am more comfortable with and willing companies are doing something about it, but it is definitely
to learn more to increase this knowledge. It is true, every day something we should all be investing in when we can.
is a school day!
As I write this many of you may be doing some last-minute
The chance to see a wide variety of technologies that are revision for your IRSE exams. I wish you all the best of luck with
being used on the railway new and old will always keep me on them and hope your hard work pays off. I know how daunting
my toes and will peak my engineering interest. Even though it they can be, but they are worth it!
Elliott Jordan
Chair of Younger Members Section

As explained by Elliott, the remodelling of

Photo Network Rail Media Centre.

London King’s Cross station has involved
technical challenges for all engineering
disciplines to ensure safe, productive delivery.

Cover story
Despite many improvements in level This month Ed Rollings covers the
crossing systems around the world,
collisions at level crossings are still
evolution of level crossing systems
within Britain. The level crossing systems
NewsOctober
2021

the largest single element of train in Britain and throughout the world
accident risk. vary in type and principle of operation,
depending on a number of factors. The
Level crossings are an open interface
article is informative and should be
between the road and the railway,
thought-provoking for level crossing
so there is increased potential for
engineers throughout the world.
pedestrian and road user behaviour
to affect train operations and put Our cover shows an Automatic Half
themselves in danger. The risks, Barrier (AHB) in Cheshire. Behind the
however, can be reduced by the safe train can be seen the original crossing
design and engineering management operators house, which is now a
of level crossings, thereby reducing the private residence. Level cro
ssings
UK evol

number of serious and fatal incidents.

ution Compati
making bility
it all wor
k together Power su
managin pplies
g power,
part 3

2
The evolving and ongoing story of
level crossings in Britain

Ed Rollings

Following on from David Fenner’s excellent summary Context

of the UK Office of Rail and Road (ORR) proposed Because this article is UK focused it is necessary first to provide
changes to level crossing guidance, in this article we readers with some context. The railways spread throughout
take a closer look at the evolution of level crossing the country mainly in the 19th century. Many private and public
systems within the fairly prescriptive safety regimes that rights of way were already established and were intersected by
have applied in Britain in the past. The article does not the railway. Typically, an ‘occupation crossing’ was provided
explore level crossing (grade/rail crossing) practices where the railway crossed a private right of way, and an
in other countries, but it is hoped that it will be ‘accommodation crossing’ was provided where the railway
informative and thought-provoking for level crossing divided a landowner’s private property. In both these cases
engineers elsewhere in the world. the user was responsible for their own safety when using the
Some changes to level crossing system design have been crossing with the means provided by the railway to do so.
as a result of technical failures of components. Many of Public highways were provided with gates. Public footpaths
these failures have come about because of weaknesses at were typically provided with stiles (bear in mind that in Britain
the interface between the technical system and the users the railway is fully fenced to prevent stray animals or people
of the crossing. This paper describes some of the changes gaining general access). A public crossing by definition has
and background to these changes, and is intended to inform to facilitate the safe traversing of the railway by anyone who
and remind level crossing engineers of lessons from the may wish to cross, and the requirement for provision of
past, and to provoke thought about future opportunities for gates or stiles, along with the arrangements for determining
further improvements. The updated ORR guidance allows for when it was safe to cross, were often described in the Act of
more innovative approaches to level crossing system design, Parliament that authorised the railway to be built.
intended to facilitate improvements that will benefit both the
railway and level crossing users.

Downham Market MCB level crossing.

3
IRSE News | Issue 281 | October 2021

Evolution of protection at level crossings This concession helped to address both the general labour
shortage prevailing at the time and the consequential
One of the earliest records of a collision between a train
increased costs of providing staff at crossings.
and a horse-drawn cart resulted in a recommendation that
all engines should be fitted with a steam whistle. One early The crossing at Spath had twin flashing red lights and barriers
requirement was that crossings be fitted with gates to close across the entrance carriageway only. Signs for road users
across the road which were “stout enough to stop a galloping were provided after much discussion between railway and
horse”. Perhaps this was a good functional requirement for the roads engineers about their design and implementation. The
time when equine traffic was dominant! location of the strike-in point (i.e.., where the train initiated
the crossing closure sequence as it approached the crossing)
It was widely accepted that the railway had priority at any was also a matter of some debate. Although the line speed
intersection based on the acceptance of the inability of a train was 45mph (72km/h), not all freight engines were fitted with
to stop on sight or to deviate from its line of travel. Eventually speedometers at that time, so it was thought prudent to err on
it was recognised that some standardisation was desirable. the safe side and position the strike-in point based on a speed
In 1839 the government legislated for gates to be provided of 60mph (96km/h). This marked the birth of what is known as
at public highway crossings and that “good and proper the automatic half barrier system.
persons” should be employed to operate them – an attempt at
specifying a competence requirement! These gates were to be Managing the risks at automatic crossings
normally kept closed across the road, but in another Act (1842) In 1968, after the installation of several crossings of this type, a
permission was granted in certain circumstances for the gates tragic accident occurred at Hixon Automatic Half-Barrier (AHB)
to be normally closed across the railway. This became much crossing, not too far from the original installation at Spath
more common as motor vehicle use increased. (irse.info/q1g9h). The immediate cause of the collision
was that a lorry carrying a very heavy load travelling at
As road and rail traffic increased so did the risk at level
2mph (3km/h) was struck by a train. No one accompanying
crossings. Interlocking of gates with nearby signals helped
the exceptional load realised the need to telephone the
to manage some of the risk, particularly in respect of (mis)
signaller to enquire if there was sufficient time to cross at
communications between crossing keepers and signallers.
an automatic crossing with such a slow-moving vehicle.
The provision of repeat block indicators to aid crossing keepers
The inquiry into the causes of this accident brought about
to know when to expect a train also helped in this respect.
a number of changes, including the provision of an amber
Even with this aid, the time for different types of trains to arrive
warning light for road users (also to be provided at manned
after entry to the block section could vary considerably, and a
barrier crossings), extension of the first train strike-in to 37
crossing keeper could easily forget or become distracted.
seconds with two independent means of initiation, provision
An Act of 1863 required railways to provide accommodation of treadles for the second train strike-in at 52 seconds, neon
for crossing keepers, and it also enabled the Board of Trade ATC (Another Train Coming), Public Emergency Telephone
to require railway companies to take their lines over or under System (PETS) provision, and changes to the crossing signage.
the road. It was advantageous for the railway companies not These changes were made retrospectively to Automatic Half
to provide accommodation and pay for staff to operate the Barrier crossings, and where applicable to Miniature Stop
gates, so some voluntarily provided bridges, which reduced the Light and Open Crossing Flashing Light crossings – the latter
number of level crossings provided on new lines. being a forerunner of the Automatic Open Crossing (Locally
Monitored) (AOCL).
Level crossing development then remained largely static
for the next 100 years, focussing mainly on introduction of Later, ‘power off’ detection was provided for the neon lights
technology rather than functionality. Readers will recognise and a programme was commenced for fitting switches to
the same set of basic problems then, that we face today. disconnect the electricity supply to the neon units to prevent
Not only did the volume of road traffic increase significantly harm to firefighters when using water near the high voltages.
during that period, but the speed, size and types of vehicles all Should an AHB crossing be obstructed by a failed road vehicle,
changed too. All these factors led to periodic re-appraisal of the only way of protecting a collision with an approaching
the suitability and effectiveness of level crossing systems. For train is to call the signaller as AHB crossings are not monitored.
instance, the debate about how long an amber light should The PETS was a specially designed telephone system which
be displayed to road vehicle drivers (to warn them to stop monitors the availability of the line and telephone. Faults
because the crossing is about to start the closure sequence) such as a vandalised handset are alarmed to the signaller who
is central to the discussion on 3 seconds versus 5 seconds. will caution trains until the PETS is restored to full service.
Vehicle size, weight and speeds have all increased over time Generally only AHBs are provided with PETS
which suggests a longer warning time is appropriate. However The increased strike-in times necessitated development of
braking systems, road surface adhesion and the science of tyre ‘signal regulation controls’, as the local signal box had been
performance have also improved, which perhaps indicates that removed as part of the conversion to automatic operation
a longer time is not necessary. (except of course at locations where a signal box was still
required for block purposes). If there was a stop signal
Drivers for further change between the strike-in point and the crossing it became
During the 1950s the increasing volume of road traffic led necessary to ensure that the crossing would not operate while
the Ministry of Transport to look for more effective ways of a train was stopped at the signal, and conversely to ensure
managing the road-railway interface. This resulted in the sufficient time for the crossing to operate once the signal was
introduction of barriers at staffed crossings (i.e., where there ready to clear. This design requirement has been relaxed in a
are crossing keepers). This provided no benefit to the railway recent standard for Overlay Miniature Stop Lights (MSLs) where
and following a study of level crossing practices across a joint decision between the operations and design teams
Europe, the UK government passed an Act in 1957 allowing allows a signal at which a train would rarely be stopped to exist
the authorisation of both automatically operated and remotely in the warning area. Overlay MSLs provide a cost-effective
operated crossings. A provisional set of requirements was aid to users at footpath and bridleway crossings in areas of
published and the first of these automatic crossings was plain line, where complex interface to the signalling system
brought into use in February 1961 at Spath, in Staffordshire. can be avoided.

4
 IRSE News | Issue 281 | October 2021

Automatic Open Crossing, Locally

monitored (AOCL). AOCL crossings have
now been retrofitted with half barriers
and are known as AOCL-B.

The introduction of these features following the Hixon Big Data and Artificial Intelligence are two areas which might
accident demonstrate how wide ranging the effects of an facilitate significant developments in level crossing warning
accident at a level crossing can be, even in this case where the and protection systems. Of course, new technology can
technical operation of the crossing was not an issue. Human bring with it new risks to users, such as visual and hearing
behaviours and actions in normal and crisis situations all have distractions from mobile telephones and similar devices,
to be considered when designing level crossing protection which we as level crossings engineers have to be aware
systems. In this case the speed, length and ground clearance of and act upon.
of large vehicles, especially those outside of the normal
requirements for road vehicle construction compliance, had Audibility of approaching trains
not been fully appreciated. As is said, ‘to every rule there is an The train whistle, which was an early means of risk mitigation
exception’, and therefore the unusual situations have to be at level crossings and has been perpetuated ever since, is
considered and accounted for by the designer. now being phased out as an acceptable means of warning
crossing users, even though it has evolved into the modern
Innovation opportunities horn. This phasing out is due to increased train speeds and
The introduction of the new ORR guidance supports noise pollution (affecting railway neighbours), making it less
innovation and development in crossing systems, particularly useful as a mitigation. A train horn sounding at approximately
in the design of the human interface, whereas in the past 400 metres from a crossing is borderline effective for the user
innovation has been limited to adopting new technology of the crossing, but it generates considerable noise to nearby
to provide similar or identical functionality. For example, residents. These factors, combined with the dependence
mechanical treadles have been superseded by electronic on the human driver to actually operate the horn at the
versions; light units have progressed via halogen lamps to appropriate time, make it ineffective at the point of need.
LED units; and relays are being replaced by computer-based Finding a cost-effective and simple replacement solution
controllers. It is instructive for the level crossing engineer is challenging.
to understand why changes have been made to avoid
repeating the mistakes of previous generations. Modern safety Visibility of approaching trains
management practices involving hazard identification and Until the late 1960s and early 1970s, the front ends of trains
risk assessment should identify weaknesses. It is also useful in Britain were almost universally dark (often black). The
to revisit previously untried design proposals to consider increased speeds that became possible with the widespread
whether new materials or components may now enable the introduction of diesel and electric traction led to front ends
introduction of good risk reduction ideas that were formerly being painted yellow. This was principally to enhance staff
rejected as impracticable. safety, as much trackside work was carried out when trains
were running, using a system of Lookout warning, or staff
It is always a debatable point whether the limitations of
looking out for themselves when working alone. The large,
technology have led a person to make an error, or whether
yellow front ends made an approaching train much easier to
a better understanding of human psychology would have
see at a distance. The same rationale applied to users of level
resulted in a better solution being found. Ergonomics has
crossings where the user was responsible for checking no
advanced greatly in recent years but still we have near misses
train was approaching. Following privatisation in the 1990s,
and accidents where, in retrospect, we might have foreseen
as train operating companies wished to emphasise their own
the risk had we understood the users’ potential actions or
branding, colour schemes extended to the front of trains and a
reactions better. This is an area that is ripe for engineers,
revision of standards allowed the large yellow front end to be
together with ergonomists, to explore given the increased
reduced. Subsequently a further standards revision mandated a
freedom for innovation afforded by the new guidance. It
minimum area of yellow.
should of course be noted that some elements of level
crossing designs are governed by road traffic and other laws, Modern trains also have more powerful headlights, and these
so the relaxation of the ORR guidance is not a panacea for are now arranged to provide a distinctive triangle of light which
unregulated change! is visible at a considerable distance. An accident at Bayles

5
IRSE News | Issue 281 | October 2021

and Wylies crossing near Nottingham in 2008 (irse.info/tc1zf) Crossing gates on public roads are fitted with a red light
may have been partly a result of a user becoming confused showing along the railway when the gates are open to road
between the headlights on a train and the headlights on a tram users, and along the road when open to the railway. Lifting
running on tracks parallel to the heavy rail line. These two lines barriers have been equipped with boom lights to reinforce
operated at different speeds. That said, the introduction of their presence to road users, but no equivalent exists for train
powerful headlights has been generally beneficial – so much drivers. This is less of an issue where signals are provided on
so that failure of a train headlight now requires supplementary the approaches to a crossing, but it leaves a potential safety
instructions to train drivers on how to proceed so as to ensure risk at automatic crossings where signals do not normally exist
the safety of those who are dependent on seeing it. in close proximity to a crossing. There have been proposals
to make boom lights flash to draw their attention to road
Consistency for road users users more effectively. However, road traffic law in the UK
One of the benefits of the prescriptive level crossing guidance has very specific definitions for the use of red flashing lights
in Britain has been the consistency of appearance and on highways, and currently those definitions do not extend to
presentation to crossing users. Anywhere in Britain where a barrier boom lights, which therefore have to remain steady red.
pedestrian or motorist encounters a railway crossing, they are Work is ongoing to increase the size of boom lamps.
likely to recognise it as a crossing because it has similar signs
and lights to others they have used. Some of this consistency Stop signals at level crossings
will not change as it is governed by road traffic laws and other Historically a level crossing was not considered to be an
legal regulations, such as the ‘Private Crossings (Signs and obstruction in the overlap of a signal. However, stop signals
Barriers) Regulations’. The latter is a good example where were normally placed at least 50 yards (~46 metres) before
detailed instructional signage text is prescribed for the benefit a crossing. In the case of a crossing with a station platform
of crossing users. In a society where time is valuable, crossing adjacent (on the approach side), the stop signal could be
users must be presented with concise impactful messages that placed 25 yards (~23 metres) before the crossing. This
result in clear understanding of the actions required of them. was reasonable when an outer home signal would exist in
Similarly, whether it is a private or public crossing, users may semaphore signalled areas and the signaller would ensure
not be familiar with English as a first language. It has long been the train was brought under control before clearing the
the case that in Wales signs have to be bilingual, resulting in outer signal. This closed loop control system of the signaller
sometimes long texts and oversized signs that can be difficult acting on their observation of the train’s speed is not so easily
to locate in an ideal position. Maybe the future lies with greater replicated accurately in multi-aspect signalling.
use of pictograms, or even information transmitted directly to
the intending user or their vehicle. Crossing operator controls
Level crossing gates were opened by the signaller either by
Level crossing gates were equipped with a large red roundel
pushing them or by operating a wheel in the signal box. Either
or ‘Bullseye’ as a universal ‘stop’ symbol, but unavoidably this
way, the signaller had direct visibility of the crossing and any
has been diminished with the introduction of barriers. Initially
approaching users. This directness is lost with the operation
barrier skirts were fitted with droppers forming broad alternate
of barriers by a remote push button. There have been systems
red/white vertical bands. This has now all but ceased because
where a ‘one shot’ operation of the button would lower, or
of the cost of producing the coloured material specified – a
raise, the barriers, allowing the signaller to attend to other
prime example where a refresh of the specification could
duties at the same time, whilst a ‘stop’ button enabled
possibly add benefit by allowing modern more cost-effective
emergency intervention. The alternative of ‘Push and hold’ was
materials and techniques.
introduced to keep the signaller’s attention on the crossing to

Crossing users must be presented with

concise messages that result in clear
understanding of the actions required.

6
 IRSE News | Issue 281 | October 2021

avoid damage to the barriers or a vehicle or person as a result All this was accompanied by a fresh set of templated typical
of an obstruction. ‘One shot’ operation was re-introduced circuits bringing consistency to the technical aspects of
after auto-raise was instituted to provide consistency with the design as well as the user interface. This helped drive
Department of Transport requirements of the time. efficiencies in design, operator training, maintenance and
faulting as well as equipment procurement. The downside, of
There have been several instances recorded of vehicles
course, is that such standardisation inhibits innovation.
‘running the red lights’ or pedestrians or mobility scooter
users not reaching the far side of the crossing before being Safety for pedestrians
hit by a descending barrier boom, even though lights and
The 1981 requirements were later supplemented with
audible warnings are provided to alert them to the crossing
a new section on provisions for pedestrians following a
operation. Perhaps in future it will become normal to provide
parliamentary report titled ‘Pedestrian Safety at Public Road
barrier edge detection systems similar to that provided on
Level Crossings’ (the Oppenheim report – see irse.info/moy3l).
sliding train doors.
This supplement introduced red light signals for pedestrians
Other controls have been introduced at various times, for use in selected situations, required that the audible
including a ‘crossing clear’ button, provided originally to warnings continued when the barriers were down at half-
allow a signaller to set a route over the crossing before the barrier crossings, with an enhanced ‘warble’ rate to signify
barriers were lowered rather than to enforce continuous another train was approaching the crossing after the first
observation of the closure sequence. The automatic switching one had passed.
off of the picture on CCTV monitors when the barriers were
Another output of the Oppenheim report was to end the use
raised was added in order to preserve the life of the cathode
of wicket gates in association with vehicle crossings. It was
ray tube monitors (this is less of a problem with modern
former practice to provide wicket gates to allow pedestrians to
displays, of course).
continue to cross for some time after the main gates had been
1979 Working Party Recommendations closed and signals cleared for a train to pass. This practice was
also applied at automatic half barrier crossings even though
In 1979 a working party was assembled to review the usability
the time between crossing operation and arrival of a train
and safety of level crossings. The outcome of this review
would be much less. There have been cases where the wicket
was that a number of features implemented after the Hixon
gates were in diagonally opposite corners of the crossing,
accident were relaxed in revised requirements published in
thereby requiring the pedestrian to take a longer route across
1981. Among them was a reduction in strike-in times, changes
the railway. This was particularly absurd at half barrier crossings
to the road traffic light sequence timings, removal of the neon
where half the carriageway was open anyway, and only seems
ATC signs, and changes to signage. Also permitted was the use
to have served to encourage users to walk in the road! At
of single device strike-in, the opportunity to use Automatic
staffed crossings where barriers replaced gates it became
Open Crossings (Locally monitored) (AOCL) on double line
accepted practice to eliminate the separate pedestrian gates
railways, and the introduction of Automatic Open Crossing
and use the barriers to span both the carriageway and footway.
(Remotely monitored) (AOCR), which is similar to an Automatic
Half Barrier crossing without the barriers (both these types of The removal of the pedestrian gates introduced a time
crossings are considered in more detail later in this article). The disbenefit to pedestrians as they were now stopped by the
opportunity was also taken to introduce bi-directional controls main barriers. I can personally bear witness to this when on
with time releases, enabling more efficient working during line occasions I was late for school, the local level crossing having
blockages and engineering work. had its main gates and wickets replaced by manned barriers!

A remotely controlled CCTV crossing

with full barriers on both sides of the
road. The footpath is clearly marked.

7
IRSE News | Issue 281 | October 2021

How often do we see the impatient user leaping over the to the railway and provide a sign to encourage users to cross
barriers? What is the acceptable time a user is willing to wait, quickly. Along with other control changes this precipitated the
especially when they cannot see a train approaching? Some change of name to Miniature Stop Light (MSL) crossing.
research has suggested as little as 3 seconds!
Originally the warning lights on MWL crossings were just
Wicket (pedestrian) gates at crossings adjacent to a signal- 50mm in diameter, and they were in fact commercially
box were not interlocked with signals but could be locked by available road vehicle rear lights! Such a small light aperture of
pulling a lever at an appropriate time nearer the arrival of a the MWL should not be entirely dismissed as poor design, as it
train. Usually, the wickets would be on the side of the crossing enabled many crossings to be equipped with a warning system
that was closest to the signal-box, to avoid the need for the whereas a bespoke railway solution would inevitably have cost
rodding to the locking mechanism to pass under the road. The more and therefore be less widely deployed. Modern overlay
tragic accident at Elsenham in 2005 in which two teenage girls MSL crossings have light apertures of 200mm which more
were struck by a train (see irse.info/4vqsi resulted in a general readily meet the expectations of society today.
examination of the management of pedestrian gates near
stations and alongside highway crossings. The report highlights Communications between users and signallers
the advantages and disadvantages of locking pedestrian gates. The report into an accident at Moulinaern in Scotland, in 1953
(see irse.info/mougr), includes some interesting remarks
Safety at MWL crossings about use of the telephone by a road user to gain permission
An accident at Naas level crossing in Gloucestershire in 1979 to cross the railway. Providing a telephone may seem an easy
(see irse.info/tg9op), involving a collision of a passenger solution but carries with it risks of miscommunication and
train with a lorry, resulted in a decision to replace Miniature misunderstanding. It also increases the signaller’s workload. As
Warning Light (MWL) crossings on public roads with a more a result of expanding areas of signalling control, a signaller may
conspicuous method of advising vehicle drivers of the status find themselves supervising many crossings. Sometimes these
of the railway. A key finding of the Naas investigation was that may have very high levels of seasonal use, for example during
the miniature lights could not be easily seen by drivers of some harvest times when used by farm vehicles or when special
types of vehicles. For example, if their height was optimised for events are taking place nearby.
a private car, the hoods would make them almost impossible
Emergency PETS telephones accessible by the public are
to be seen by the driver of a lorry seated much higher and with
provided at automatic half barrier crossings. These obviously
a cab corner pillar in his field of view.
provide a first point of contract with the railway authority in
Due to financial constraints at the time only six such crossings the event of an incident. They also meet the need for users
were prioritised for immediate conversion. One option was to obtain permission to cross when circumstances make it
to use an AOCR crossing, which in effect is an automatic necessary, for example when driving a long or low vehicle
half barrier crossing without the barriers. AOCR crossings or herding animals. Telephones are not routinely provided
subsequently became non-preferred for reasons we will at crossings that are controlled or supervised by a signaller,
explore later, and at the time of writing only one example now and once the barriers are down and the crossing is clear
remains, in Scotland. the signaller is unlikely to give any further attention to the
crossing. As a road user or pedestrian how would you notify
Another feature of MWL crossings was that the secondary light
the railway authority if you noticed something amiss? Provision
unit would be placed on the far side of the railway from an
of a sign with details of the crossing and a telephone contact
approaching user. This sometimes resulted in a user stopping
number goes some way to address this, while at the same time
on the crossing when the lights changed to red while they
discouraging nuisance calls that would otherwise probably
were crossing. This being an obviously dangerous situation, it
occur if a handset was provided.
was then decided to place the light unit only on the approach

A user worked crossing with a Miniature

Stop Light (MSL) on a minor public road.

8
 IRSE News | Issue 281 | October 2021

Non-barriered crossings Gated crossings operated by staff

Often referred to as ‘Open’ Crossings, these types of crossings Where a level crossing still has gates, and the crossing is in
rely on the road user to obey signs or lights. At its most basic frequent use, they may be operated from a nearby signal box
an open crossing may have ‘Give Way’ signs and associated using a hand wheel to drive the gates via mechanical rodding.
road markings. Railway line speeds would typically be low, of This mechanism also controls the road-side and rail-side
the order of 10mph (16km/h) and road traffic infrequent. stops which lock the gates in their required position. The
operating rods need substantial ducts under both the track
As has already been said, the 1979 Working Party report and
and the road, which in turn necessitates closure of the road
subsequent 1981 Regulations introduced two new types of
for maintenance. While barriers do not require such extensive
crossing – the Automatic Open Crossing (Locally monitored)
ducts for the cabling, engineers should nevertheless seek to
(AOCL) and the Automatic Open Crossing (Remotely
avoid similar maintenance “liabilities”. One option on modern
monitored) (AOCR). Each was provided with the twin flashing
crossings is to digitalise the control functions for the barriers
red road traffic lights that had been in use at barriered
and lights thereby reducing the volume of cabling to a power
crossings for some years. The locally monitored variety
and digital connection.
(AOCL) required the train driver to observe a lineside light
indicator which indicated whether the crossing equipment was Wheel worked gates are efficient in the sense that the signaller
operating correctly, and to check that the crossing was clear can undertake the gate duties without being absent from the
before proceeding over it. This required the train speed to be signal box. It also ensures that the signaller is not exposed to
restricted to that at which the driver could see the crossing danger from road traffic, or even abuse from road users, both
clearly and bring the train to a stop before the crossing if of which are risks where the gates are worked by the signaller
necessary. By contrast, in the case of the remotely monitored pushing them to their required position and then locking
(AOCR) crossing, the driver was not required to check the them in place using a key-lock arrangement. There have been
crossing was clear, and alarms to a staffed monitoring point accidents caused by vehicles trying to beat the closure and
were provided in the event of a crossing malfunction. These hitting the gates and signaller in so doing. Some very serious
features enabled train operation at higher speeds. Furthermore, injuries have been sustained by signallers when hand pushing
in addition to cost saving on level crossing equipment, AOCRs gates. The prevalence of these types of accidents is perhaps
also avoided the expense of civil engineering work to provide indicative of a wider issue in society of impatience and an
a clear exit route for vehicles, as would be needed with unwillingness to be delayed by other people and events. This is
Automatic Half Barrier crossings. an added characteristic for level crossing engineers to consider
in their designs.
Following a series of accidents at AOCL and AOCR crossings,
culminating in one at Lockington in 1986, an inquiry was Crossings operated by train crew
established under the chairmanship of Professor Peter
Train crew operated crossings are provided with gates or
Stott to review their use. In his report (Automatic Open
barriers which span the full road width. These are normally
Level Crossings: A Review of Safety, irse.info/60wie) he
closed across the railway and open to road, and the crossing is
recommended reconsideration of AOCR provision and the
protected on each approaching railway line by a ‘stop’ board.
introduction of constraints on the amount of road and rail
The highway may have twin flashing lights in the case of
traffic permitted on AOCLs, defined as the ‘Traffic Moment’
barriers or, if gated, will have a red 600 mm roundel displayed
based on a multiplication of the road and rail traffic volumes.
on the gates towards road users.
The UK’s Rail Accident Investigation Branch (RAIB) conducted
The privatisation of Britain’s national rail network led to a
their own investigation in 2010 into 62 further accidents at
reluctance by operating companies for their train crews to
AOCLs (see irse.info/8g0th). It found that the lack of barriers
undertake crossing operation. Train crew operated crossings
was a significant contributor to the number of accidents.
are mostly, although not exclusively, found on freight lines
The report recommended improvements in understanding
where the service is sparse. Their use can lead to difficulties
human behaviour at crossings and how this translated into risk.
where driver-only operation of trains is otherwise desirable.
Following this a retrofittable barrier solution was developed
and a programme of works implemented. This was a good Remotely operated crossings
example of a significant reduction in risk being achieved by
Before the introduction of Closed Circuit Television (CCTV),
adopting a cost-effective and functionally adequate solution,
some crossings were operated by a crossing keeper who did
whilst accepting some engineering compromises as part of the
not have control of block signals but in some cases had local
design and implementation.
protecting signals at the crossing. As it was not a full signaller
As an aid to motorists, the UK’s Department for Transport role these people were paid less! Crossing keepers would
mandated the fitting of red/white chequered edges to road act as a signaller’s local agent and take instruction from the
traffic signals to help to make them more obvious, especially signaller (who was in the remote signal box controlling the
where sunlight might make the black backboard with white signals) regarding when to operate the crossing. As with any
edge difficult to see. Incidentally the same requirements verbal communications there was always the possibility of
apply to similar lights at fire stations and airfield protection misunderstanding. Where signals were suitably located on
lights. There is further discussion on the topic of motorists the approach to a crossing, a slotting arrangement could be
being aware of and being able to see lights and signs in the implemented to prevent the signals being cleared unless the
report into an accident at Halkirk (irse.info/bdaqe). A few crossing keeper had operated the slot to confirm the crossing
accidents have been partially attributed to sunlight – glare was closed to road. In some cases, block instruments are
reflecting off lighting backboards and washing out the provided to enable a crossing keeper to know when a train has
lights or swamping the lights and backboard from behind. entered the block section. This relied on the crossing keeper
Introduction of improved technology, including the use of LED being alert and acting promptly when the indications require
arrays, has improved the displays. Will the next improvement him to close the crossing.
be transmission of the information direct to the person or
to the vehicle?

9
IRSE News | Issue 281 | October 2021

Left, RADAR used to detect large objects on a crossing.

LIDAR was introduced alongside RADAR to detect smaller objects.
Right, the MCB-OD crossing being protected by the system.

Some local boxes with crossing keepers still exist on some LIDAR was therefore introduced alongside RADAR to cover
lines in Britain, but the advance in electronics in the 1960s these residual risks. LIDAR is an acronym for “light detection
saw CCTV deployed to allow barrier protected crossings to and ranging”. The technology uses eye-safe beams (laser or
be remotely supervised, meaning that the need for crossing infra-red) to detect obstacles.
keepers was much reduced.
After initial problems such as build-up of snow or encroaching
Initially there were limits on the practical distance over vegetation giving false positives, the RADAR/LIDAR
which CCTV systems would work and vulnerability to combination has proved very effective. A second-generation
traction interference and lightning effects were common. system is now under evaluation which may allow only a 3D
However, the installation of higher speed digital transmission RADAR to be used. Many lessons have been learned during the
and multiplexing, followed by the use of fibre optic cables, development of obstacle detection.
overcame many problems, and generated cost efficiencies in
cabling requirements. This enabled vastly improved capacity to Train detection and level crossings
back-haul video at improved quality. Train detection systems play an important part in the proper
operation of level crossings. Automatic level crossings depend
The benefits of this technology have not yet been fully
on highly reliable train detection, not just the function of clear
exploited. Even with the improved picture quality now being
or occupied, but also the time to change state and the change
achieved, mistakes can still be made by the signaller failing
to the crossing control system. The suitability of track circuits
to see a person or object on the crossing when giving the
alone in this respect can be variable, depending on the track
‘crossing clear’ indication to the signalling system. This mainly
circuit type and the wheel rail contact efficiency. Track circuits
happens when the object/person is semi-obscured by crossing
are therefore now always supplemented with treadles or some
equipment or similar obstruction. Human factors experts have
other means of precisely detecting the passage of an axle.
developed improved techniques using a ‘figure of eight’ scan
to view the monitor, which helps to reduce the risk of objects Just as important as having highly dependable and timely
being missed. Geofencing to partition the scan area and to information about a train approaching an automatic crossing,
raise alarms if movement between segments is detected would the control system must have highly dependable information
seem like an obvious solution. However, there is difficulty about when a crossing can be cleared for road traffic after
in demonstrating the safety integrity of such a system and the passage of a train. Use of track circuit sequencing to
if implemented as an aid, the human operator may become release the crossing requires careful management. Examples
dependent on it, leaving an unaddressed safety risk. have been seen where successive track circuits operated
from different power sources have momentarily failed and
This brings us to the most recent development for determining
recovered in an order which wrongly allowed the release
whether a crossing is clear, namely the ‘obstacle detector’.
function to be initiated. This can have potentially disastrous
A serious accident at Ufton Nervet in Berkshire in 2004
consequences, particularly where it is used to open an
(irse.info/f4ou0) prompted a review to see if any improvement
automatic level crossing.
could be made to AHB crossings. The outcome was to use
RADAR to detect large objects on a crossing. RADAR alone Axle counters, where the processing is carried out locally to
was, however, insufficient to detect smaller objects and the crossing, is a good example of technology development
children or anyone who may have fallen down on the crossing. which supports the critical timing and accurate position

10
 IRSE News | Issue 281 | October 2021

sensing requirements for level crossings. Of course, they have worked crossing, can have a major impact – and even more
the problem that they are single point detection devices at the so if telephones have failed at multiple crossings. The same
strike-in point and trains don’t all travel at the same speed as applies to any failure at one crossing or multiple crossings;
they approach the crossing. Various configurations of track significant delays can occur while keeping users and trains
circuit and treadle can be used to attempt to predict train safe in accordance rules and procedures. This is another
speeds, to adjust the operation of a crossing to get a more example of where the level crossing engineer has to consider
constant strike-in time. Axle counters are capable of measuring safety and performance in the same equation. How might we
train speeds but do so only at the point of detection. develop criteria not only for affordable safety but affordable
performance too?
Level crossing predictors, using the moving train shunt, widely
used in other countries, have been implemented in the UK, Crossing failures
but there are some significant differences in the application
Inevitably, when systems stop working correctly, some form
environment. Predictors of this type work best where heavy
of human intervention is often the fallback solution, and this
axles producing a good continuous rail wheel contact are
can be particularly problematical in the case of level crossings.
in use, where the contact strip on the rail head is constant
Failure brings with it not only a sudden increase in workload for
through consistent bogie behaviour, and where track is
the operator but perhaps a need to use a set of skills which are
relatively straight. Predictors when operating as intended
less frequently exercised. Whilst safety related communications
provide the desirable optimised warning time regardless of
with railway industry colleagues can be managed safely
speed of an approaching train, even taking into account an
to a considerable extent by a disciplined approach, giving
element of acceleration or deceleration.
safety-related instructions to members of the public at a
However, some notable events have occurred such as a train level crossing, under stressful circumstances, can be quite a
shunt appearing to move away from the crossing when the different matter.
train is actually approaching the crossing, due to different axles
Not only does a technical failure necessitate human-based
along the length of the train making better contact at any given
methods of keeping trains and people safe at level crossings,
time. Other causes of problems have included different wheel
there are also challenges with the restoration of normal
profiles operating on a different part of the rail head, and/or
operations. This is true both in failure circumstances and
vehicles on a curve using a different part of the rail head due
also when engineering work at or near crossings results in
to speed variation. Even the introduction of new rolling stock,
the crossing being taken out of use. Because of the complex
especially with pristine wheel profiles operating differently to
controls sometimes found at crossings, care is required when
older or well-worn wheel sets, has caused problems.
restoring to normal service. It has been policy for some years to
Trials have also taken place using acoustic signature recording provide ‘wrong direction controls’ to avoid having to manually
of approaching trains. This has given promising results once operate crossings during single line working. Resetting controls
a database of reference signatures has been established. now includes measures to help ensure the correct sequence
However, safety validation of such a system to the required will be activated for the first train to arrive from any direction.
level is challenging. This was not always the case and used to depend on a
technician correctly carrying out resetting procedures before
Maybe the future lies with radio-based location and speed
handing the system back to the signaller.
reporting. GSM-R is used in ETCS as part of a location
reporting tool, although the latency (time delay) between the Conclusions
train and Radio Block Centre may be more than is tolerable or As with signalling generally, the evolution and development
desirable for effective crossing initiation. of level crossings has been driven to a considerable degree by
Risk management and commercial impact lessons learned from accidents. The particular challenge of
level crossings, however, is that they interface with the public
Serious incidents at level crossings attract the public’s attention
and with road users, who are not generally knowledgeable
because crossings are a prime interface with the general
about railways and who sometimes lack the discipline that is
public. The relatively small number of such incidents does
needed in all other spheres of railway operation. Add to that
not produce large volumes of data on which to act or to
the fact that the road operational environment is not constant
understand better the reasons for them. One tool in use is the
(changing traffic volumes, speeds and types), and it is not
All Level Crossings Risk Model (ALCRM), originally developed
difficult to see why crossings need particularly close attention
to prioritise crossings for remedial action based on risk. It
throughout their life-cycle. The following conclusions,
is now widely used to estimate objectively the individual
although not necessarily new, can be drawn from this article:
and collective risk at crossings. As the data supporting the
risk model has increased it has become possible to use it • Innovation brings risk unless fully and properly analysed.
in conjunction with Cost Benefit Analysis to determine the • Understanding of human factors, in relation to both users
merit of expenditure versus safety benefit. This allows a more and operators, is still not complete.
objective demonstration of meeting the UK legal requirement
• Engineers tend to focus on the operation of technology,
of managing risk to ‘as low as reasonably practical’ (ALARP).
but do not always pay sufficient attention to its ultimate
Of course, judgement still has to be exercised alongside
intended purpose, its operating environment, and the
the information from the model, as there may be factors
people who will interact with it.
at any particular crossing which are not encompassed in
the model itself. • Level crossings present an ideal opportunity for the
application of systems engineering skills, especially at the
The commercial and customer focus that has come with rail user interface.
privatisation has included the introduction of penalties for
• Engineers need to understand why changes have been
poor train running performance, which has brought its own
made to level crossings systems to avoid repeating the
pressures to the management of crossings. For example, the
mistakes of previous generations.
need to implement ‘stop and caution’ instruction, whereby a
train driver has to proceed at reduced speed through a block
section if a telephone has been reported as failed at a user

11
Achieving compatibility

Ian Harman

I am responding to your question in June’s IRSE news previous (to HS1) infrastructure interfaces needed further
following Stephen Dapre’s excellent article ‘Big trains, development to meet the needs of HS1.
little trains’, to share my experiences in attempting to The ET – HS1 Interface at Cheriton was the most complex,
achieve compatibility between different signalling and involving a change of train protection system parameters –
traction systems when developing the design of what although the cab signalling system and train protection system
is now the UK’s High Speed 1 (HS1) line. This involved itself is common to both, i.e. TVM430 (but ET is treated as a
interfacing between the infrastructure of HS1 and the different country to France in TVM430 cab signalling and has
that of Network Rail (NR) and Eurotunnel (ET). The its own specific speed codes), a change in traction system
interfaces for the initial part of HS1 were at Cheriton (although both ET and HS1 are 25kV railways), the need to
(ET Folkestone Control Centre and NR Ashford IECC), change the train’s on-board clock (for the data recorder) to/
Dollands Moor Freight Connection (NR Ashford IECC) from GB time due to the hour’s difference between GB and the
Ashford East and West Chords (NR Ashford IECC) and rest of Europe, a change in rule book, a change in legislation
the Waterloo connection (NR Victoria Area Signal – and, of course, not forgetting the minor issue of a change in
Centre – South Eastern Panel.) spoken languages of each country a Eurostar must transit. The
It was recognised fairly early on in the project that it was going HS1- NR interfaces at the Dollands Moor Freight Connection
to be necessary to codify the interface arrangements that allow and at Ashford East and West required a change in rule book, a
Eurostar Class 373 and Class 92 locomotive hauled freight change in signalling system to/from UK lineside signalling with
trains to transit each of the infrastructure interfaces without AWS and TPWS, the need to change the train speedometer
slowing down and, in doing so, not causing the train driver to to/from km/h to mph as appropriate to the direction of
become overloaded. This process was also needed to enable travel (HS1 uses metric, NR imperial) and (at the Waterloo
the appropriate requirements to be included in the contracts connection only) the traction changeover also includes the
to be let by Union Railways (the HS1 client organisation) for the transition to/from 750V DC third rail for transit to/from the NR
HS1 signalling and traction systems and also for the alterations DC electrified lines to/from London (all other interfaces being
to the NR (formerly Railtrack) and ET infrastructure interfaces 25kV AC- 25kV AC OHLE). In the case of some of the interfaces
which Union Railways were empowered to carry out as a “third it was necessary to dual sign the infrastructure in both mph
party”. The alterations to the on board TVM430 system on the and km/h to cater for known degraded modes of operation
Class 373 trains and Class 92 locomotives – for example to if the train has failed to change over properly at a transition.
include the speed codes needed for HS1 – which unlike the All of the interfaces required necessary aspect sequencing
changes to the infrastructure, were to be carried out by SNCF information to be exchanged between the different signalling
in their works at Helleme near Lille. interlockings involved (ET is equipped with SNCF PRCI (Poste
Toute a Relais Commande Infomatique) interlockings, the
Such infrastructure transitions had already been developed NR Interlockings at Ashford IECC and Victoria Signalling
for the ET TVM430 cab signalling system to (what was then)
Centre were then Solid State Interlockings, and HS1 was to be
Railtrack Interface at the British end of ET and also between equipped with the (then new) SEI (Systeme D’Eclenchement
the TVM430 cab signalling system of the SNCF LGV (Ligne Integre) electronic interlockings, which combines the trackside
a Grand Vitesse) Nord and the SNCF and SNCB national elements of the TVM430 system and the interlocking functions
signalling systems and their national train protection systems. in a common processing unit, with a relay interface to lineside
This was for the final parts of the Eurostar’s journey into Paris field objects such as points and lineside personnel protection
and Brussels and to enable Class 92 locomotives to access switches. All of the interfaces also required alterations and
SNCF’s Calais Freight Yard. The logic underpinning these
enhancements to enable information to be exchanged to

12
 IRSE News | Issue 281 | October 2021

Photo Pixabay/Erich Westendarp.

A Class 373 Eurostar service in its

natural habitat on the French side
of the Channel tunnel. Ensuring
compatibility with legacy
infrastructure and equipment
on the other side of the Channel
posed a wide range of challenges.

enable each of the traffic control centres of HS1, NR and same time there was always the challenge of being mindful of
ET to be suitably aware of approaching trains for traffic the need to enable the train driver to be able to manage each
regulating purposes given the planned line speed of HS1 of the transitions safely without excessive workload, given
(300km/h-186mph). that each interface to HS1 required a traction system change,
a signalling and train protection system change, a rule book
The reason for changing the pantograph setting between ET
change, and sometimes a change in legislation and spoken
and HS1 – whilst both being 25kV OHLE electrified railways
language. It was also necessary to be alert to make sure the
– is that, on high speed lines, the pantograph will tend to rise
train driver wasn’t burdened with tasks that the technical
under aerodynamic pressure as the train speed increases,
design found too difficult (or may have overlooked).
and so, on high speed lines, the contact wire is placed at a
constant height (5.08m above rail level) and a height restraint It was also important to recognise that at the ET-HS1 interface,
bolt is engaged into the pantograph to stop aerodynamic and when considering cross-accepting French High Speed
forces creating excess pantograph to contact wire forces. For Line technology into GB, there was a need to consider
the transit of Eurotunnel, or other locations such as at Lille compatibility between the French statutory requirement for
Europe, the contact wire is much higher above rail level than safety to be proved “GAMAB” (“globalement au moins aussi
5.08m, therefore it is necessary to withdraw the pantograph bon”- roughly translated to be at least as good as or better
height restraint bolt, which is achieved by changing the on- than an existing system) and the GB statutory requirement
board traction setting to enable the height restraint bolt to for risks to be controlled “So Far As Is Reasonably Practicable”
be withdrawn. Another small item of compatibility concerned under the Health and Safety at Work Act 1974 – through what
the third rail shoes that were still required until the second is now the Railways and Other Guided Transport Systems
phase of HS1 into St Pancras was complete. These had to (Safety) Regulations (ROGS).
be retracted when not in use, due to their potential to foul
At the time of this work Eurostar Class 373 trains were
certain earlier types of point machine on SNCF’s High Speed
equipped with up to seven different train protection systems
Line between Lille and Paris. There are many aspects to
(GB AWS and TPWS, SNCF KVB (Kontrol de Vitesse par Balise),
compatibility!
SNCF TVM430, ET TVM430, SNCF/SNCB “Crocodil”, SNCB
One of the main challenges, of course, was to achieve TBL1 Automatic Train Protection) and up to six different
compatibility between the differing signalling philosophies traction systems (25kV AC HSL, 25kV AC ET, 25kV AC GB, 3kV
underpinning the various national signalling systems, including DC SNCB, 1.5kV DC SNCF, 750vDC GB.) Not a simple train!
TVM430 cab signalling system in France (and in ET and the ETCS has now taken the place of GB AWS and TPWS only on
SNCB High Speed line in Belgium) and the underpinning logic current Eurostar Trains– so ETCS hasn’t saved much on-board
on which they are built. It became apparent to me that the equipment yet. Each of the Eurostar drivers has to be dual
SNCF signalling system (whether mechanical, colour light language English and French (as do the signallers – although
or cab signalling) is essentially based on permissive block I did once experience a situation where an SNCB signalman
principles whereas the GB signalling system is based on was Flemish, and didn’t speak English – I think they got by
the principle of absolute block, and this was a fundamental in French) and drivers need to know the signalling systems
difference to be recognised and included in the thinking, and and operating rules of four different national railways -GB,
where necessary taken advantage of where this could produce ET (treated as a separate ‘country’ for TVM430 signalling
a safe improvement in performance. Indeed, the signalling system and rules reasons), SNCF and SNCB. So not only
of HS1 adopts SNCF’s permissive signalling philosophy with did the trains have to be compatible with the systems over
the appropriate rules to cover the residual risks (and also which the trains operated, so did the train drivers (although
its systems for protection of engineering work – which it is I think this does challenge one of the justifications for ETCS
disappointing have not been deployed further in GB). At the as a multi system train with a multi-system driver like a

13
IRSE News | Issue 281 | October 2021

Eurostar, a Thalys or an ICE from Brussels to Germany or a orders for alterations to the trains. I was the member of the
Class 92 locomotive transiting ET between GB and France Union Railways client team for HS1 with responsibilities for
doesn’t need to change driver or locomotive at each of the the command and control systems, the late Richard Stokes
national borders each train crosses). It is therefore the case had responsibility in the Union Railways team for operations,
that drivers can be and are successfully trained to manage the HS1 project management team – Rail Link Engineering –
and interpret the operating and signalling requirements of included representatives from Systra – the consulting arm of
more than one country in an acceptably safe manner and it SNCF – Francois van Deth, Gilbert Moens and Phillipe Prestat,
is not necessary to change drivers, locomotives or signalling and Eurostar’s traction inspectors Phil Bassett and Jamie Lester
systems to move trains from one country to another. Indeed, spent many hours thrashing out the details of how the
there are many other factors that may govern the need to interfaces needed to work in such a way that the drivers could
change driver or locomotive than the signalling system at a sensibly manage them whilst making sure there was adequate
border. As an aside, the commissioning of HS1 was nearly information to enable each of the interfaces to be properly
derailed when it was discovered while planning route learning designed and engineered. The result was a series of “signalling
prior to the opening of HS1 that whilst there were about 35 principles” – in reality a series of engineering specifications
or so GB Eurostar drivers who were all “captive” and only – covering the differing elements of each of the interfaces
drove Class 373 trains, the SNCF drivers and SNCB drivers – the result of a true railway “entente cordiale” between all
were not, and drove Eurostar trains as well as national trains those involved (although it has to be said there was inevitably
as part of their roster. There were therefore just over 600 some “Entente Discordiale” along the way). It is also of note
SNCF and SNCB drivers to be trained to operate over HS1. that the GB “posa” (proceed on sight) aspect was identified
The problem was circumvented by training an initial cohort of in consequence of these meetings, as the committee felt at
train drivers from each national company and adjusting their the time that it was not feasible to cross-accept or develop a
duty rosters for a period until they were all trained. Another safety justification to adopt the SNCF “feu de franchisement” (a
area of “compatibility” to be thought about when building single steady white light displayed to a driver as an authority to
a new railway. pass a signal or marker against an “absolute stop” cab display
The basic premise of each of the HS1 transitions to the in a failure or recognised degraded mode scenario) under the
adjoining railways was that the traction changeover should not GB “SFAIRP” regime and instead a flashing GB subsidiary signal
take place at the same time as the signalling transition, even (two white lights at 45 degrees) was selected as the “feu de
though the changeover between the signalling system on the franchisement” for HS1, which was subsequently adopted in
train was automatic but under driver supervision through on- GB more generally as the GB “proceed on sight” aspect.
track and on-board equipment (a malfunction of which would As part of achieving satisfactory compatibility, those of us on
cause an emergency stop of the train), whereas each of the this small committee each had to develop a deep appreciation
traction changeovers requires manual actions to be taken by of each other’s signalling system philosophies, legislative
the driver, thus having distinct workload implications. requirements, risk management processes, underpinning
As far as the trains are concerned, the cab-lineside signalling standards and procedures. I have to say one of the greatest
and train protection system changeovers are monitored by the pleasures of the task was a number of cab rides between
on-board ‘arming monitor’ subsystem – this is activated by Waterloo, Brussels and Paris – courtesy of Phil Bassett and
kVB spot data transmission beacons (Class 373 trains) or APC Jamie Lester of Eurostar – to observe in fine detail how
(Automatic Power Control) magnets (Class 92 locomotives) at everything worked in practice. I also received a substantial
the track side, and makes sure that only one train protection education in SNCF signalling courtesy of Richard Stokes and
system is active at a time, and that the transition between my colleagues from Systra and Eurostar – for which I was
train protection systems is completed within a set distance of and still am extremely grateful, and which set me up well for
initiation, otherwise an emergency brake application is made. a subsequent role in the UIC (International Union of Railways)
Such a signalling transition needs to take place other than and as part of the INESS (Integrated European Signalling
when a traction changeover needs to take place, should not System) project – which has since morphed into EULYNX. This
take place near a block section transition, or other location multi-system knowledge was a great aid in managing the many
where there is a need for information to be transmitted communication difficulties that inevitably arose in our little
to the train by means of the UM2000 coded track circuits multi-national committee in arriving at a full understanding
-with which HS1 is equipped and by which TVM430 data is of how to make each of HS1’s interfaces compatible with the
transmitted from infrastructure to train. adjoining railways, whilst taking account of the fundamental
differences between each country’s signalling and operating
The traction changeover is initiated by observance of lineside
arrangements and legislative requirements.
signs, leading to the driver opening the main circuit breaker
at the appropriate location, which (whilst the train is coasting) One other part of the compatibility conundrum with HS1 was
lowers the appropriate pantograph (if on overhead line power) compatibility between HS1’s autotransformer electrification
or retracts the third rail shoes, the driver operates the traction system and Network Rail’s (Railtrack’s) signalling and
selector switch to the new setting, waits for an indication telecoms Systems. Prior to HS1, the established orthodoxy for
from the train that the new setting has been registered, then immunising different electrification systems was set out in the
closes the main circuit breaker, which deploys the appropriate BR standard BR13422 – still accessible on the RSSB website.
pantograph (a Class 373 has separate pantographs for AC and However, due to the higher fault currents arising with HS1’s
DC) or the third rail shoes according to the traction selector autotransformer electrification, it became apparent that more
switch setting. immunisation work than BR13422 was going to be needed,
It can therefore be seen why traction transitions and signalling particularly to maintain acceptable voltages in fault conditions
transitions on HS1 need to be segregated. below 430V RMS as set out in BR13422 – which was borne out
during testing. Furthermore, it was decided that for trains to
To try to sort all this out, a small committee was set up to transit Ashford, it was necessary to run the 25kV electrification
develop how each of these interfaces was to work and through Ashford Station, as the chords weren’t long enough
be engineered to enable the necessary information to be to include the necessary transition to and from third rail
included in the relevant infrastructure contracts or work without adverse performance impact (although this decision

14
 IRSE News | Issue 281 | October 2021

Photo Siemens Mobility.

The new generation of Class 374 Velaro e320 trains arrived some 20 years after the original
Eurostar rolling stock. Whilst not needing to deal with third rail traction, these are still fitted
with a traction system capable of using 3kV, 15kV and 25kV overhead supplies, and a wide
range of national signalling systems, as well as ETCS.

subsequently gave rise to other compatibility issues with Class I also believe some of the difficulties with international
373 deployable doorsteps and platform clearances at Ashford!). signalling in Europe have arisen from the limitations of
To cater for the dual (AC and DC) electrification in the Ashford language – is ETCS actually a signalling system when it does
area, an earthing and bonding strategy based on ongoing use not actually include the interlocking, field objects or signalling
of the existing DC principles at Ashford – leaving the running control system (human-machine interface)? Projects such
rails electrically “floating” – was developed (to minimise the as Eurointerlocking and INESS foundered – in my view – on
risk of station and structural metalwork corrosion due to DC the lack of a proper international lexicon of terminology, an
stray currents had the normal AC earthing of the running rails explicit agreed international definition of a signalling system
been used.) Soulé Spark gaps were adopted for protection and its constituent subsystems and/or a proper understanding
against AC faults (these devices can be envisaged as rather like of where the responsibility for managing the risks of running
car spark plugs which flash over when the voltage across them a rail transport system actually lie and even why railways
exceeds a certain value.) The third Rail/25kV OHLE interfaces have rule books.
on the Waterloo connection and at Dollands Moor were
I fear we will continue to struggle with achieving a truly
protected by a standard arrangement of isolating transformers.
international signalling system until there is some clear basic
My time with HS1 was an incredibly interesting, exciting, and terminology that translates properly between the different
challenging period of my career, in which I was privileged countries– this, in my view, would be the first step towards
to take part with my valued colleagues and friends from a truly internationally compatible signalling system. It is
Eurostar and Systra. instructive to note that in some languages, there is no specific
word for the term “safety.”
It was also an object lesson in the complexities that arise at
national borders to achieve safe, compatible through working, Perhaps our International Technical Committee would like to
and in which the signalling only plays a very small part reflect on these matters?
(fortuitously none of the work on HS1 needed to get involved
in rolling stock compatibility, vehicle gauging or dynamics –
that would have added many more layers of complexity).
My experience does occasionally make me reflect on the
value of ETCS to cross-border working – one of its often-
stated benefits – and make me think those benefits are grossly About the author ...
overstated. At any international border, there is so much else
Ian Harman had a near-40 year career with British Rail,
to think about to achieve true compatibility and interoperability
Railtrack and Network Rail in a range of positions, and not
between abutting national systems and their individual
all signal engineering related.
characteristics and statutes than, in essence, a relatively
small subsystem that is essentially a speed display and train He retired from Network Rail in 2012 from a position of
protection subsystem itself dependent on other subsystems to railway system engineer, where he was the UK member
achieve its functions. That is not to say that the economies of of the UIC Signalling Panel of Experts and a workstream
scale in having a pan-European signalling system (or is ETCS leader in the INESS project, carried out safety verification of
more properly the cab signalling and train protection part of Network Rail projects as “Competent Independent Person”
a signalling system rather than a complete signalling system?) under the ROGS regulations. He was also an authorised
may be worth realising. Whether the costs in implementing signatory for rolling stock compatibility certificates.
what is only a part of a complete signalling system justify the
Since retirement, Ian has been a part time consultant
overall benefits to be achieved, I am presently somewhat
working in railway safety legislation, independent safety
sceptical (see Phil Hingley’s recent article on the complexities
and interoperability assessments. He was also the IRSE’s
in transitioning to ETCS that can arise as an example).
International Convention co-ordinator from 2012 to 2018.

15
Managing power supply for
signalling systems: Part 3

Jens Andreas Schulz

on behalf of the IRSE International Technical Committee

This is the third article of a series of three which focuses In Germany, solar cells are used in conjunction with level
on several challenges as well as proven measures crossings and for the LED-based night illumination of
taken within power supplies for signalling installations. mechanical signals which used propane lamps in the past.
The first part (May 2021 IRSE News) focused on As everybody knows, diesel generators must be tested
management and migration matters and the second frequently, which causes a lot of noise and dust emissions. In
(July 2021) onto more technical matters. This part new projects, the use of diesel generators as fall-back power
focuses on some new developments, especially in source is therefore challenging. DB AG therefore developed
Germany and Switzerland. a hot standby 50Hz generator, which is driven by a 16.7Hz
Environmental matters catenary-powered motor.
Nowadays, many talk about climate change, therefore we start The use of fuel-cells was also intensively analysed within many
with renewable power matters. One of them is the use of solar railways, but two challenges hinder the use of such equipment.
energy, nothing new for some IRSE members, but a relatively One of them is the potential fire/explosion risk from hydrogen
new matter for others. Two examples are: power, the other is just a logistic one: how to transfer the
fuel (hydrogen and oxygen) to remote places which have no
In Switzerland, so called ‘Mini-LEU’ (an ETCS lineside
road connection?
equipment unit with reduced functionality) are powered
by their own solar panels in order to avoid 230V having However, analysis is ongoing about the use of supercapacitors
to be provided over some kilometres. However, the Mini- and lithium-ion batteries.
LEU is backed by a lithium battery in order to deal with
days without sun.

Mini-LEU used on the SBB/CFF/FFS network.

16
 IRSE News | Issue 281 | October 2021

S&H thermo-flasher. DSI alternating flasher.

A good example is the ongoing UIC (International Union The second challenge is to protect the cable, as well as to
of Railways) project “Methods of energy storage for railway provide staff safety, because a fuse protecting a 400V AC
systems”, in which eight railways are engaged. powered component over a distance of 6,5 km needs nearly
a minute to release. The use of earth-free power concepts
Another environmental matter is the use of mercury within
(IT, Insole Terre) is therefore common, which is indeed the
the power supply because of its toxicity. The preferred way
approach taken in German style interlockings.
of actuating flashing signal aspects in older power supplies is
to use special flashing-indicator devices. ‘Thermo-flashers’ The third challenge associated with centralised system designs
and ‘alternating flashers’ are tried-and-tested in service, is the need to reduce the number of wires used to control field
but the use of mercury in these devices require them to be elements. It is not surprising that German style interlocking
transported and stored in accordance with specific conditions. use complex control circuits compared to British ones,
Furthermore, disposal matters are to be considered. Since because despite the long distances it was not allowed to lower
both types use mercury, electronic circuits have been used safety requirements (e.g., by using a common return wire).
exclusively in recent years. A further factor to be considered is the use of Class C relays
according to UIC 736 signalling relay classification, but this
Note: One major advantage of thermo-flashers is they have
is another story.
no moving mechanical parts and their design also provides a
preferred failure mode, i.e., if a thermo-flasher fails (e.g., due to Two examples: A simple turnout is usually controlled within
failure of the heating coil), the lamps will remain dark. German style interlocking by a standard four-wire interface,
rather than interfaces using up to eight wires common
The use of power-bus based power supply elsewhere. Some relay interlocking signal control circuits
Power-bus based power supplies have been used in some require demodulation and monitoring functions at the affected
countries for some decades. They use a higher voltage level signal. No question, the latter approach does not support
in order to limit the voltage drop caused by longer operation trouble shooting!
distances. They matched well with decentralised signalling
An intermediate step taken is decentralised interlocking
installations (such as interlockings). Such power-bus concepts
modules and/or the use of object controllers. However, power
are not common in German spoken countries until recently.
supply principles usually remain unchanged. A significant
The only exception is the 750V AC power-bus used to feed
step forward comes with the introduction of independent
LZB trackside components.
communication networks and power distribution networks
However, the need to lower lifecycle costs as well as technical allowing sophisticated power-bus concepts.
developments lead to a significant change. It makes sense to
take a closer look at the reasons for the ongoing change first. Power-bus design matters
Choosing between AC or DC based electric power-bus
Historically, German style interlockings have been
concepts is a very good question. AC usually promises lower
characterised by their centralised system architecture
life cycle costs, noting that public power networks provide
associated with large distances to the field elements, which
AC. However, it is not easy to design and operate an AC based
can be up to 6.5 km (in some cases much more). What are the
power-bus based on redundant power sources, which can
resulting challenges?
be geographically distributed. From the technical perspective,
The first one is to provide electric power under the restriction DC based system designs are more suitable because there
that the solution taken must avoid unacceptable voltage drops is no need to synchronise power frequency. However, a
and must be affordable in terms of cable cost. The usual further option is to implement electric power networks, which
compromise taken is to increase voltage levels up to 400V AC. combine an AC and DC power-bus-like power distribution.

17
IRSE News | Issue 281 | October 2021

Power source 1 Power source 2 HVDC battery

e.g. 800V

Rectifier Rectifier

DC/DC
converter
Power bus 400V DC

DC/DC e.g. 48V DC

Inverter converter for OC nearby

e.g. 400V AC
to other power distribution
points or OC nearby
Power Power
distribution distribution e.g. 400V AC
point point and 48V DC

Simplified power bus – tree topology.

What voltage level should be chosen? Here, several aspects The ‘tree-like’ topology enables power to be distributed
must be taken into consideration, the components available from a central power source (or a given power-bus) to
on the market as well as their technical compatibility. Another power distribution points along the station/line. Consumers
aspect is the dielectric strength of the cable used, especially if are then supplied from the power distribution points. The
cables have to be re-used. This usually limits the voltage to less main advantages are reduced life cycle cost (due to reduced
than 1000V (AC or DC), sometimes to 500V only. wiring). Fusing is normally not very challenging but, in
some cases, compromises have to be made (e.g. about the
Further aspects to be taken into consideration are the overall
selectivity of fuses). The challenge here is to combine given
system life cycle cost based on both the signalling and the
physical redundancies within the power supply with the
electrical power expenditures. Therefore, voltages between
geographical layout of a given station or line. In other words,
400V and 650V (AC or DC) are common.
do not feed all station-entrance turnouts from a single power
Once the basic power distribution concept is clear we need distribution point.
to look at the environmental conditions. One of the first
The ‘line-like’ topology enables power to be distributed from
questions here is of course if we are trying to feed signalling
a central power source (or a given power-bus) directly to
components onto a non-electrified, a DC-electrified or
consumers which are distributed along the station/line. The
an AC-electrified line. Then we have to check the earthing
main advantages are again the reduced wiring. The challenge
concepts (e.g. of the cable mantle shield) and the cable mantle
here lies within fusing as well as interference matters (e.g.
type itself. Another aspect to be considered is the number of
the maximum tolerable touch voltage). Therefore, it may be
traction returns provided.
necessary to provide an intermediate galvanic separation.
However, in some cases inductive and/or capacitive influences Again, it is recommended to combine the advantages of power
and/or stray voltages may exceed given limits of the maximum supply related redundancies with the geographical layout of a
tolerable touch voltage under normal operation conditions, given station or line.
which may limit the range of the power-bus or require
As previously said, in some cases it may be necessary to
additional measures (e.g. the use of galvanic isolation).
provide an intermediate galvanic separation within the de-
See July 2019 IRSE News for an article on the adoption of
centralised power distribution network or power-bus. This can
‘Class II’ double insulated power supply components by
be done in case of AC by dedicated insulation transformers
Network Rail in the UK.
or in case of DC by dedicated DC/DC converters which both
A further impact usually lies within the power-bus topology fulfil the required insulation requirements. However, additional
itself, which can be ‘star like’, ‘linear’ or even ‘like a tree’. All monitoring devices have to be provided in case of IT power
three topologies have certain advantages and disadvantages. concepts, which leads to the question of how to distribute
their status messages.
The simplest topology may be the ‘star-like’ topology because
here consumers are fed independently from the same power Another opportunity is to include the optical fibres needed for
source. The concept is usually robust against faults/ failures data transmission purposes in the power cable to the object
in case redundant and/or independent power sources are controllers (or power distribution points) to reduce wiring cost.
provided. Another advantage is that there are usually no fusing
challenges. However, life cycle costs are comparable to those Current developments
of centralised power supply concepts. Note, the use of a star- As railways are driving innovation of their system and
like power bus topology may lead to costly implications within operations forward, power supply concepts and technology
the wiring layout where a group of nearby object controllers is have to be thought of in parallel. This section therefore
to be supplied. provides a short insight related to ongoing developments. We

18
 IRSE News | Issue 281 | October 2021

start with a joint project of DB AG and SBB/CFF/FFS which • The provision of 400V DC is based on independent line
was undertaken in order to define a specification for power topologies. 48V DC is provided centrally where signalling
supply concepts, suitable for de-centralised interlocking consumers are located next to the primary power supply.
configurations. Later we take a short look into the power • Field elements are supplied using field connection boxes,
supply-concept chosen by DB AG for their so called ‘digital which also contain rectifiers and inverters (if necessary) in
interlocking’. an n+1 configuration for local consumers.
As previously said, there is an urgent need to reduce life • Local DC/DC converters as well as rectifiers (if there
cycle costs and to increase power supply system flexibility. are any) must be able to bridge a short power drop
Therefore, power supply experts from DB AG and SBB/CFF/ (up to 20ms) until the local fuse switches off affected
FFS analysed possible power supply layouts for future de- components in case of short circuits.
centralised interlocking system designs in 2014. The basic idea • All power supply components are hot-swappable.
was to provide a mixture of AC and DC based power supply
• Fusing is provided in accordance with regulations in force.
which is ‘purpose orientated’. That means the intention was to
Specific functionality such as selectivity is provided as far
provide a standardised power supply-layout for decentralised
this is possible. Some parts of the 400V DC power-bus use
interlocking architectures, suitable for small and large stations
disconnectors instead of fuses. This is justified by both, a
as well as for isolated signalling components such as block
rule-exception based on the precondition that the power
signals and level crossings.
source is physically limited (see DIN VDE 0100-430 for
Note, it was never the intention to replace 230V or 400V AC details) as well as by the low probability of short circuits
consumers by DC ones. Therefore, there was a need to provide between wires assuming that cables are laid in cable trunks.
AC and DC for some consumers simultaneously, noting that • DC/DC converters must be able to switch off power
a turnout object controller needs DC for the electronics, too. within five seconds (or reduce their power output) in
However, it was foreseen to generate AC locally in cases where case of a short circuit within the DC power-bus and to
AC consumption is considered low. prevent an automatic “return to normal operation mode”
The AC part of the analysed power concepts more or less following repair.
followed the conventional approach already taken. An • Galvanic isolation points are provided in case given
innovative aspect was the intended 650V DC power-bus, limits are exceeded.
which was intended to be fed by a mixture of power sources • There is an advanced earth and lightning protection
such as the public network, the catenary (on electrified lines), concept implemented.
power generators, batteries and to include railway-related
Many of the new features explored in the previous project are
power supplies already available such as GSM-R base station
incorporated in this concept for the ‘digital interlocking’, but
and autonomous level crossings.
two are not – obviously there is actually no need to use DC as
‘Points of power’ were foreseen to provide power access for the single power source, and digital frills such as the remote
the field elements. The new concept is providing power at controllable electronic fuse are not implemented. Therefore,
least from two independent sources and from both sides. the author of this article believes the new power concept
Therefore, some kind of electronic fuse was intended, able to could be characterised as an extended conventional approach
switch on/off incoming power as well as the power output to which is based on the experiences gained during the past. It is
the field elements independently. This triggered cyber-security definitely not ‘a jump into cold water’.
concerns noting that this switching is nowadays also possible
remotely. Another question was how to switch on such an Conclusion
electronic fuse after a total power-off scenario. Field elements There is no doubt, power supply heavily influences RAM
have to be powered from the point of power which provides performance of railway signalling installations (in terms of
DC and/or AC at the right level using a mixture of topologies effective maintenance trouble shooting as well as satisfying
and components. reliability and availability objectives), and in a few cases also
functional safety matters. However, there are several factors
Some years later, DB is re-using these project deliverables
which influence life cycle costs of both the signalling power
within the innovative power supply concept for the so
supply as well as the signalling system itself.
called ‘digital interlocking’. The concept applied can be
characterised as follows: Another aspect to be taken into consideration in signalling
and/or power supply projects is that even a simple change may
• The use of a primary 400V DC power-bus, which is fed by
lead to large-scale refurbishments of the power supply due to
multiple sources such as the public network, the 16.7Hz
changed requirements and/or the power supply already being
catenary, stationary/temporary diesel generators as well
at the physical limit.
as a buffer-battery of up to 800V. The primary power-bus
is also prepared to be fed by an external DC power-bus The International Technical Committee therefore recommends
(< 1000V DC) as well as by fuel cells.
• Follow proven best practice as well as to note
• All rectifiers are implemented in an n+1 system actual developments.
configuration. They are able to work under a wide range of
• Be aware of main cost drivers, to understand their
power frequency inputs (from 15Hz up to 60Hz).
underlying reasons and dependencies.
• The primary 400V DC power-bus is ‘earth free’ and
• Coordinate signalling projects with power supply ones,
monitored accordingly. The rectifiers are required to
especially within brownfield projects,
provide the necessary insulation.
• Adjust specifications and regulations in a timely manner in
• The provision of 230/400V AC is based on a mixture of star
case it is necessary.
as well as tree topologies.
• Inverters are implemented in an n+1 system configuration.
They are able to burden the neutral conductor which
provides the basis for 230/400V based power concepts.

19
ORR annual review of rail safety

David Fenner

Annual Report of
Health and Safety
on Britain’s Railw
ays
13 July 2021

In July the Office of Rail and Road of some of the drainage assets in the
(ORR) issued its annual review of surroundings, a topic covered in other
railway safety for Great Britain parts of the review. The effects of more
(irse.info/qmzvi). Here David Fenner frequent severe weather and the need to
provides a very useful synopsis be better prepared is a recurring topic.
of the report for members based The chief inspector also comments
in Great Britain. on the increase in level crossing
The ORR report has four main sections; fatalities and uses this to highlight the
revised level crossing risk management
1. The chief inspector’s overview,
guidance issued in June 2021.
2. The regulators view of H&S across
the rail sector, The Platform Train Interface (PTI) is
an ongoing concern with incidents of
3. An overview of the Rail Accident
this type leading to four improvement
Investigation Branch (RAIB),
notices being issued through the
4. A section on enforcement actions. year. Here the inspector wants to
The report identifies that there are three
Section two is the largest, and divides see more collaboration between all
primary challenges ahead:
the whole of the railways of Great Britain parties involved in the design and
in to a number of sections. The main operation of new vehicles to ensure the 1. The PTI and management of
line railways have separate sections for minimisation of risk. passenger flow through stations.
the infrastructure manager (Network 2. Track and depot worker safety. Whilst
The major freight train incident was the
Rail), passenger train operators, freight near miss events have reduced by
derailment and subsequent fire involving
train operators and organisations 40 per cent there were tragically
a trainload of petroleum products in
such as Transport for London (London two deaths of trackside staff
Wales. Fortunately, no one was seriously
Underground). There are then separate during the year
injured but there was considerable
sections to cover heritage railways and
environmental damage. Again, the full 3. The need to more effectively manage
the Channel Tunnel.
cause is still under investigation. lineside infrastructure especially
The chief inspector’s overview during extreme weather events.
The chief inspector also comments on
Unsurprisingly two issues dominate the work of the Light Rail Safety and Introduction
the opening of this section, namely the Standards Board (LRSSB) established The introduction discusses the way
impact of the Covid 19 pandemic and following the serious tram derailment the ORR set about making their safety
the accident at Carmont where three at Sandilands and on the role of assessments. The corner stone is their
people were killed when a train collided Pam Warren, who as a survivor of the process defined as RM3 (described
with an earth slip during or soon after Ladbroke Grove rail accident of 1999 has in the November 2017 IRSE News).
extremely heavy rain fall. Whilst the final now been asked to review the progress This ranks the risk management
reports are still under preparation part made and lessons learnt twenty years maturity of an organisation against a
of the fault clearly lay with the condition after the crash. five-point standard:

20
 IRSE News | Issue 281 | October 2021

1. “Ad hoc”. The management of risk of the year, a significant improvement. similar to those of the passenger train
is undocumented, changeable Network Rail was also commended operators. A key topic is the freight train
and uncontrolled for the engagement of external derailment mentioned earlier.
2. “Managed” Process exist and are experts on the subjects of climate and
The report also mentions two
repeatable but may not be used with earthworks management following the
operational incidents of interest. A SPAD
the discipline needed. Carmont accident.
of more than 200 metres caused by the
3. “Standardised” There are well defined Four people were killed at level crossings driver not being fully informed about
standard processes used in the during the year despite significant the capabilities of his train resulted
business but these reflect current historic improvements in the way in the train having insufficient brake
knowledge and practice Network Rail monitor and manage risk capability for the speed it was travelling.
4. “Predictable” management use at such locations. The ORR has some Another SPAD, this time in excess of
process metrics to amend and adapt concerns about the performance of 2000 metres, was caused because a
processes to meet the evolving all Regions in evaluating and actioning train departed a yard with the brake pipe
needs without loss of performance level crossing risk consistently now that and main reservoir cocks closed on the
responsibility is no longer centralised. locomotive. Working practices in the
5. “Excellence” there is a process of
yard were a factor in this incident.
continual improvement. In terms of human factors and
These measures are used through the ergonomics the report comments on Other public railways
report to illustrate the level of safety signaller fatigue and workload issues
There are a number of further headings
maturity of several organisations across and safety critical communications.
covering the various elements of London
different aspects of the safety spectrum. There is a recognition that more needs
Transport with the PTI again being a
to be done in those areas but also that
Also covered in the introduction is the significant issue. The report then moves
progress is being made.
change to the way harm is calculated. on to tramways where the major topic of
Previously the Railway Safety and Passenger train operators interest is the prevention of overspeed
Standards Board (RSSB) used fatalities, and assurance of driver alertness arising
One section here covers all main line
major injuries and minor injuries as from the Sandilands tram accident in
passenger train operators. Overall, the
separate classifications with different 2016 (see the article about light rail
RM3 maturity scores are better than
weightings. The new arrangement is safety in the June 2019 IRSE News).
Network Rail and more consistent
more closely aligned with the Reporting It is reported that all tramways are taking
but there are still some important
of Injuries, Diseases and Dangerous forward plans to address the issues
operational issues of potential interest.
Occurrences Regulations (RIDDOR) raised. There is also reference to LRSSB
and only uses fatalities and injuries as There are outstanding issues related as a source of support and guidance on
separate classifications but with an to the Platform Train Interface (PTI). all tram related issues of safety.
adjustment to the weightings. Of interest to signal engineers is the
fall in Signal Passed at Danger (SPAD) Heritage railways
The report then focusses on different risk. Based on monitoring of significant The field of heritage railways is wide and
elements of the railway. SPADs (i.e. those with a risk ranking comment is made about the wide range
>19) the risk index fell to 26 per cent of of results against the RM3 standard.
Network Rail the 2006 baseline from 76 per cent the From an operational perspective,
There were four events highlighted in previous year. Similarly other indicators around 50 per cent of all dangerous
the year under consideration, namely of driver alertness such as failure to occurrences on heritage railways are
the derailment at Carmont, the death call at a station also fell. Whilst this is either derailment or a SPAD.
of an employee at Eastleigh rail welding acknowledged as being down to better
depot and two track worker fatalities. management the report also notes the Remaining sections
The conclusion is Network Rail has reduction in train miles operated as The remaining section of the report
variable performance against the a result of the Covid pandemic. The summarises the relationship of the ORR
RM3 criteria and particularly needs to report highlights three events that relate with other rail safety organisations such
improve control of risk to the trackside to such operational issues, a reset and as those for the channel tunnel, and
workers, enhance the resilience of the proceed SPAD, a buffer stop collision the Rail Accident Investigation Branch
infrastructure (in particular to climate- and a significant overspeed initiated by (RAIB). Lastly, the report summarises the
related events) and improve monitoring cruise control. enforcement action taken by the ORR to
of risk control measures to ensure ensure the safety of the railway, rail staff
they are robust. Main line freight operators and members of the public. There is too
It was noted that track work using Similar to the passenger operators, much detail to include in this summary,
unassisted lookouts declined to 10 freight companies are covered as so to learn more read the full report.
per cent of all such work by the end a single group. The RM3 scores are

Keeping it snappy irse.info

Remember when you see an irse.info link in IRSE News,
this is your easy way to visit a webpage. Instead of having
with irse.info to type a long, sometimes very long, address just put the
irse.info address (e.g. irse.info/irseexam) into your web-
browser, or click on the link if you’re reading the magazine
online, and you’ll be at the right site in no time.

21
Digital resilience in
on-board data networks

Mark Gibbs

Operational technology (OT) has revolutionised the Rail applications

management, monitoring, and control of critical Within the rail industry, the implementation of OT systems has
infrastructure such as water treatment, power grown exponentially in recent years, with data communication
generation and transportation systems. Increasingly, technologies playing a key role in the onboard train control
there is a trend to converge operational systems with IT architecture. Obvious examples are the fully automated
solutions. By sharing resources this enables significant Docklands Light Railway and the European Train Control
efficiency savings to be realised, but at the same time Systems currently being deployed throughout the UK to
creates several challenges, especially in relation to help increase the range of available services and capacity
network security, and IT/OT convergence on retrofit of the existing rail network. With increasing research into
systems creates the need for data network segregation autonomous vehicles and demand for technological
to ensure cyber security. innovation, the implementation of OT systems in railway
IT systems are typically focused on the end user and are vehicles and network infrastructure will continue to grow. As
required to optimise their performance and prevent data a result, this increases the network of interconnected cyber-
privacy from being compromised. In contrast, OT systems physical systems and the level of security required.
are dedicated to the reliable and safe operation of industrial To support these solutions, the rolling stock industry is rapidly
and critical infrastructure, with secure and time-sensitive moving to packet-switched communication networks,
communications essential to command-and-control actions. using Ethernet and IP to transmit data in on-board train
While both technologies are complementary and have control applications. Prior to the use of Ethernet and IP, the
converging interactions, they have very different priorities Train Communication Network protocol was used, with the
regarding cyber security. Multifunction Vehicle Bus (MVB) applied within the vehicle and
a Wire Train Bus (WTB) connection between vehicles. Both

Reliable and safe operation

End user focused of mission critical
infrastructure
Prevents data privacy
from being compromised Information Operational Management, monitoring
Technology Technology and control
Chief Information Officer,
computer science and IT OT
Engineers, technicians
information systems and operators

22
 IRSE News | Issue 281 | October 2021

Innovation Latency
Remote
Public Passenger Driver only condition
Speed Availability
address Wi-fi operation monitoring
Cost Safety

Passenger Systems Train data

Selective
IT CCTV information OT recorder
door
thinking opening

Configurability Reliability
Automatic Train
Seat control &
passenger Stand alone Integration CBTC
allocation monitoring
counting
Data privacy Security

MVB and WTB are based on serial communications and were As engineering professionals, building in digital resilience
deployed at a time when on-board implementations of IP should be at the forefront of our thoughts when designing
networks were limited to IT systems, such as CCTV and on- systems and integrating them within larger systems (system of
board entertainment. a system). Guidance to the industrial community on IT security
has been available for some time in the form of the standard
Bombardier Transportation (now Alstom) pioneered the
IEC 62443, however a standard specific to the railway industry:
integration of intelligent IT/OT devices into a single physical
CLC/TS 50701:2021 Railway applications – cyber security’ was
data communications network using Westermo managed
released in July 2021. Whilst consistent with IEC 62443, the
Layer 2 and 3 Ethernet switches. This revolutionary train
new specification offers tailored guidance, requirements and
network, based on IP communications, carried multiple data
recommendations to ensure that the reliability, availability,
types needed for control, security and passenger information.
maintainability and safety characteristics of our railway systems
This included data for surveillance cameras, passenger
and operations are not compromised in the event of an
announcements and to control the operation of the train
intentional cyber attack.
doors, propulsion and lighting.
Systems thinking
Interconnected infrastructure
A core consideration when planning any modification to
Mixed system IP based architectures are now standard in new
onboard systems and data networks, is to take a holistic
rail vehicles, however there is increasing demand to retrofit
view of the threat landscape that encompasses wider railway
operational and safety critical systems onto legacy fleets,
operations. This will ensure that appropriate cyber security
such as Driver Controlled Operation (DCO). The associated
methods and practices are utilised, implemented or changed
convergence of new OT systems with existing IT systems
at every level. One overarching holistic approach is to employ
requires careful network design and a clear digital resilience
systems thinking analysis, which requires a wider view be taken
strategy, particularly when the same physical network is shared
on system interactions and how these might change over time
across multiple systems with many stakeholders.
and with respect to other larger systems. Systems thinking
In most cases, on-board technology such as the passenger provides a structured approach to managing complexity, is not
comfort systems and operational command and control, specific to any one industry, engineering discipline or technical
will be connected `off-train’ to a server, either at a control environment, and can be applied across a range of scenarios
centre or in the cloud using a service such as Amazon Web where interactions take place.
Services (AWS). With so many on-board systems requiring
When looking to protect an on-board system, it is important to
connections to the internet, it is common for a single mobile
consider wider system interactions, not only for those systems
communications gateway to be used for both operational
that share the same physical network, but also remote sensors,
and non-operational data transfer. When creating a digital
systems at the trackside, and connected servers in operational
resilience strategy, this introduces further complexity.
control centres and the cloud. Keeping a system resilient is
Increasing threat horizon not a one-off activity. The potential for changes to the threat
profile over the life of the system must be acknowledged and
Our railways, the systems used to operate them, and the
input from those responsible for sensing the global threat
organisations involved are increasingly coming under
picture should be considered. In addition, it is important to
attack from cyber threats. Notably, in 2020, the Swiss train
evaluate emergent system and subsystem firmware releases
manufacturer Stadler was subject to ransom demands after
and ensure that applicable releases are applied to the systems
its IT system was attacked by malware. However, with IT and
fleet-wide, ensuring resilience is up to date.
OT convergence and interconnectivity, there is an increasing
risk that cyber-criminals will be able to attack the operational
systems that manage and control our railway.

23
IRSE News | Issue 281 | October 2021

Photo Shutterstock/Creativan.
Threats, such as the KRACK
attack, change regularly and
require a fast response.

Systems thinking in practice separation can be applied for a single system or subsystem that
A continuous monitoring and response approach is especially will limit the exposure of a security breach to a specific part of
applicable to an IP network where the threat profile can the network to which the attacker has gained access, limiting
change regularly and requires a fast response. A vulnerability the damage that can be done.
exploited by attackers recently was the key reinstallation To take the approach a step further, micro-segmentation
attacks, known as KRACK. This focused on the inherent divides the wider network into multiple Virtual Local Area
weakness in WPA2 authentication and allowed attackers to Networks (VLANs). Adding firewall rules at a system level is
steal data that was previously assumed to be encrypted. This standard practice for creating a secure network and this allows
event required a fast and positive response and demonstrates traffic within a subnet related to a single system to move freely
the need for continuous management of the threat without security rules. By introducing further security measures
environment to ensure legacy systems are protected against across a system at a functional or sub-system level, this limits
emerging vulnerabilities and threats. lateral threat movement to a very specific system segment and
To combat new threats and risks, Westermo has a dedicated provides a level of granularity and complexity which makes
product security incident response team to rapidly respond to further breaches more difficult for an attacker.
any reported vulnerabilities. As well as reacting to reports, the Conclusion
cyber security domain is monitored for common vulnerabilities
With further convergence of IT and OT rail systems, coupled
and exposures that could affect networking products in any
with an increase in targeted cyber threats to our railway
way. All vulnerabilities are quickly assessed, and necessary
network, the need for a holistic and coordinated approach in
firmware updates or mitigation published online. Security
the protection of our transport systems and assets has never
advisories are published for moderate and high-risk issues.
been greater. The global cyber security threat landscape is
Network segregation and micro-segmentation constantly evolving. It is vital that digital resilience processes
In a complex system of systems, there needs to be a controlled enable our industry to sense and react to emergent threats
and methodical approach whenever new interconnected with a controlled response and a holistic view of the systems
functionality is introduced to that existing environment. and segments affected.
It should not be assumed that existing elements within For more information on Westermo train and trackside
legacy systems are secure, especially when introducing OT solutions go to irse.info/o3txn and to receive security advisory
functionality into a potentially less secure IT environment. emails about products go to irse.info/kvazb
In the UK, there is a significant amount of rolling stock that
is over 30 years old and still uses its original serial-based
communications. These vehicles will have been modified About the author ...
throughout their working life, with various IT and OT systems Mark is the train networks director at Westermo UK, which he
added, some of which will be standalone systems, while others joined at the start of 2020.
will have functional or physical connectivity on-board and
to the wayside. Alongside a technical team in the UK and global rail experts,
Mark is responsible for UK rail strategy, sales and marketing,
To protect functions that are essential to the safe and reliable shaping the future of railway network technology.
operation of the railway, it is necessary to segregate IT and OT
systems through technical and procedural methods. This is a With a background in systems engineering and technical
core principle of the CLC/TS 50701:2021 standard and a carry- management, and extensive experience in developing on-
over from IEC 62443. Segregation limits access to a critical OT board safety critical systems including driver only operation
system, blocking the path of an attack through a potentially and automatic selective door opening. Mark is passionate
compromised and less secure IT system or network. In about systems thinking and how we use technology to
addition to segregating IT and OT systems, additional internal securely join up infrastructure.

24
 IRSE News | Issue 281 | October 2021

Wednesday October 5, 2021

Paul Hendriks
will present
Presidential programme Big Data
2021-2022
For more details visit www.irse.org

Can you carry the flag with us?

At Signet Solutions we are proud to have established The sort of person we are seeking will be:
ourselves over the last 25 years as the leading • Ideally someone with a good level of signalling
provider of signalling technical training in the UK and technical knowledge – but of course we will
internationally. provide all necessary support in your technical
To meet demand from our customers, we would like to learning if this is required in a particular area.
strengthen our team with another full-time or associate • Confident in communicating, leading and
signalling training consultant. inspiring others – again we will provide any
The role will principally involve designing and specific training and qualification in training
delivering our highly regarded signalling technical and assessment techniques.
training. • Someone with a sound engineering understanding
The role will be based at our training centre in Derby, of software, electrical, electronic and mechanical
central UK, but the right candidate who may be better control systems.
located nearer to our regional customers would be • Comfortable working in a small flexible team.
considered.
• Self-motivated to work and produce results with
We can offer an appropriate package of attractive minimal supervision.
salary, healthcare, etc.
• Adaptable to new ideas and technologies.
If this sounds like the role for you, we would be
• Able to foster excellent relations with
delighted to hear from you on:
our customers.
Telephone us at 01332 343585 or
• Flexible to accommodate occasional working
e-mail [email protected]
away from home within the UK and worldwide.

+44 (0)1332 343 585

[email protected]
www.signet-solutions.com
25
The digital AI automated railway

Paul Darlington

In 1930 John Maynard Keynes, an English economist, whose • Suppliers need a consistent workflow. ‘Boom or bust’ just
ideas changed the theory and practice of macroeconomics increases costs as companies need to expand or contract
and the economic policies of governments, estimated which is never cheap.
that within two generations automation and technological • We need competition to drive innovation and creative
advancement would result in everyone working two days per engineering and new ways of working, but new suppliers
week. He predicted that we would enjoy a much higher level and engineers need to understand the fundamental
of leisure time with more automation and efficiency. requirements for rail operations. This is where professional
80 years later we are experiencing much higher levels institutions like the IRSE can help with their extensive
of leisure time and while the working week is less than it knowledge base.
was in 1930, we are not all working a two-day week yet. • Requirements should be intelligent and remits and
Maynard Keynes’ theory did not take into account that specifications must not be too prescriptive. They need
products, services, and goods are consumed at a much higher to explain why things need to be engineered, rather than
rate, and that (arguably by some) productivity gains have not designed in detail.
been shared equally across society. But let us leave that one • Specialist contractors need to be involved early in any
for economists and politicians for now. project. Sometimes infrastructure managers can spend
In rail however we can use increased automation and years and large budgets ‘developing’ engineering projects,
advanced technologies to better meet customer needs, whilst only to find when the contractor comes on board there are
delivering safety and cost efficiencies. In the UK, the Williams- better ways of achieving the projects objectives.
Shapps Plan for Rail and the creation of Great British Railways • Infrastructure managers need to stimulate cooperation and
will be the largest transformation in a generation. Hopefully, teamwork. It’s unlikely one contractor can do everything
this will be an opportunity to structure the railways to better as railways are a ‘system of systems’ and it needs everyone
embrace digital technology innovation and creativity to better aligned to the same objectives.
meet customer needs, whilst also generating taxpayer benefit. • Other industries are investing vast budgets on AI and
One issue that the report identified was that passengers intelligent connected infrastructure and for example,
wanted a ‘one network’ that was simple to use, reliable, and rail’s R&D budgets for autonomous trains will dwarf what
cost effective. This is likely to be the same in many countries. the road vehicle industry is spending on autonomous
Staffing and maintenance accounts for around two thirds and battery / hydrogen powered vehicle development.
of operational expenditures, with retailing costs at about We need to adopt commercial off the shelf solutions
10 per cent. So, the following could have positive impacts with the minimum of change for rail. Rail has an
on the key cost drivers underpinning finances and subsidy excellent safety culture, so in turn rail could help other
requirements for rail: autonomous industries.
While we as engineers can do all this, it will need politicians
• A fully digitised and intelligence-led customer experience
and governments to ensure the productivity and economic
– enabling passengers to identity travel options, get travel
benefits from automation and technology advancement
information and pay fares.
are equitably shared across society. It will not be easy and
• Intelligent biometric travel authentication. Security and governments will need to take a lead role in aligning the
personal data aspects will need to be carefully managed, AI digitalisation and work-force strategies, and be ready to
but AI driven account-based travel authentication could support, re-train and up-skill the sector’s workforce for a
remove the need for any kind of ticketing infrastructure. future digitalised automated railway.
• AI could also benefit operations, including signalling and
Funding needs to be consistent and redirected towards
control operations, and trials for autonomous trains are
innovation projects. Bureaucracy with introducing new
underway in various parts of the world.
systems needs to be focused and to add value, and not impede
• Better reliability, with assets that report their condition innovation and creativity, but still delivering a safe railway.
and request targeted interventions, together with robotic
manufacturing and automated maintenance procedures. What do you think?

26
Careers and recruitment
opportunities in rail

Asif Ahmed

The last 18 months, with a number of Covid-19 The UK is the site’s core market, but overseas companies also
extended ‘lockdowns’ around the world, has given use the site to attract talent to help them with their major
many engineers the time to reflect on their career and infrastructure projects, light and heavy railways across the
provided the time to look to the future and perhaps for globe. In fact, some of the core transferable skills of many
the next step on their career ladder. rail staff are so sought after that non-rail businesses have
also been known to use the site, particularly in the highways
Despite the slow return to rail use by passengers, throughout
and construction sectors. At any one time there are typically
the world there is still a strong case for rail investment and
thousands of jobs listed and the opportunities are available to
career opportunities, especially as attention is turning with
all jobseekers that have completed the registration process –
concern to the issue of climate change. In the UK alone
currently over 250,000 candidates.
rail produces a fraction of the carbon dioxide emissions
than the equivalent road journey and a freight train takes The majority of these have also uploaded their CVs to a
about 76 lorries off the roads. This translates to 1.66 billion candidate database which is searchable by employers and
fewer lorry kilometres a year, reducing road congestion and recruiters, and allowing hiring managers to also reach out
carbon emissions. to them if they’re suitable for a vacancy. The site regularly
accumulates more than one million page views each month.
With a positive look to the future, in UK major projects such as
HS2, Great North Rail Project and Transpennine Route Upgrade Once someone registers their account, they can set up a
are pressing ahead. While the Williams-Shapps Plan for Rail number of targeted job alerts. Job alerts allow someone to
(‘Great British Railways’) heralds a new era of better integrated find out about fresh job listings. These can be tailored to
and more customer-focused operations on Britain’s railways. certain types of work, preferred locations and can include
It’s a similar situation around the world which will create many keywords to focus on, for example, particular employers or
opportunities for signalling and telecoms engineers. salary requirements. Every day we send around 130,000 job
alerts via email.
RailwayPeople.com, is the UK’s largest dedicated rail job
site, and has recently experienced an uplift in job listings It’s important to keep your CV and profile updated. As
enquires, and we are optimistic this will continue well into recruiters can reach out to you if you’ve uploaded your
2022. We are already in discussions with a number of rail details to the CV database, and, as your activity level is visible
companies from across the industry regarding requirements to recruiters, it’s important to keep on top of it, and get
for the projects ahead. Launched in 2001 by parent company your up-to-date profile at the top of the list! Of course, you
Rail Media, the job portal is a one-stop shop for candidates can withhold your profile and only apply for job adverts or
looking for that next step in their railway career. As well as companies that are of interest to you, but why would you
engineering and project manager roles, recruitment and talent not tell the perspective employers how good you are at your
acquisition teams upload a wide variety of railway vacancies, job and that you are open to sensible jobs offers to allow
from CAD technicians to train drivers, brick layers and employer to contact you with exciting career opportunities?
signallers, such is the breadth and depth of organisations that
If you are one of those in search of new opportunities over
utilise the job board.
the coming months, I wish you the best of luck. The near
future looks promising and if you’re starting your new job
search you’re stating it in the best place. If you would like more
information on RailwayPeople.com, whether you’re a recruiter
or a candidate, please email [email protected]

27
IRSE News | Issue 281 | October 2021

Industry news

For more news visit the IRSE Knowledge at its destination. By further tracking It will be the first time in Europe that a
Base at irse.info/news. freight across onward modal transitions regional train fleet has been equipped
such as road haulage, end-to-end with ATO at Grade of Automation level
Main line and freight freight journeys can be tracked, and 2 (GoA2) in combination with ETCS.
ERTMS for Plovdiv-Burgas line efficiencies optimised. GoA2 involves fully automated starting,
Bulgaria: National Railway Infrastructure driving and stopping, retaining a driver
‘TRACO’ will provide real-time
Company (NRIC) has begun installing who can intervene in the event of an
location monitoring of intermodal
ETCS Level 1 on the 293km Plovdiv – emergency. This increases the capacity
freight pathways down to container
Burgas line. The project includes the of the network by driving trains to the
level. This will give all parties involved
installation of electronic interlockings, optimal journey profile and saves energy
reliable arrival prediction tools in order
installing a new train control and CCTV by regulating traction and braking forces
to facilitate optimised intermodal
system, and deploying ETCS Level 1 on connectivity between road, rail and port. ECML Online Key Management
the 271km Manole – Burgas section ‘TRACO’ will provide the integration of
of the line. A new TMS will also be UK: Thales are to develop and
previously disparate data sets through
introduced in Plovdiv while a system to implement a new signalling
accurate location information and
monitor rolling stock will be installed on communications system, known as an
real-time delay prediction algorithms,
the full 293km Plovdiv – Burgas section, Online Key Management System (OKMS),
which will reduce transition times and
along with GSM-R and new passenger on the East Coast Main Line of Network
create efficiencies.
information systems. Rail. The system will be trialled in late
Partner Nomad Digital will supply a 2022 and should go live in 2023. Thales
The Lev 185m (£81m, €95m, $112m) connectivity solution to support data say the new data security solution will
project is being implemented by transmission from the vehicles and play a key role in the safe and smooth
the Plobur Consortium, comprising provide a GNSS (GPS) feed for the running of a modernised rail network, by
GP Group, Marmet, Bombardier TRACO platform. They will also supply securing critical data exchange between
Transportation Italy and Bombardier a tracking solution that can be used on trackside equipment and in-cab ETCS.
Transportation Poland (now part of wagons and freight containers to help
Alstom). The work is part of phase 2 The new Thales OKMS will build on
deliver the project objectives.
of the Plovdiv-Burgas railway offline key management technology that
line rehabilitation project, which The ‘First of a Kind’ competition was has been developed by Thales in the
is part funded by the European launched in 2018 and is delivered UK and Germany and deployed in both
Union’s cohesion fund. by the ‘Small Business Research Poland and Israel. However, this version
Initiative’, a collaboration between will incorporate new online connectivity,
GPS freight tracking the Department for Transport and adding a greater level of automation.
UK: Incremental has won the Innovate UK. The partnership runs This will enable control keys and
government-backed funding several competitions each year and is instructions to be issued more effectively
competition ‘First of a Kind’, for its freight committed to providing financial support than on current networks, which rely on
train location tracking solution, ‘TRACO’ for innovative and ambitious projects it a human interface.
(TRAnsition COnnectivity for trains and believes will modernise and transform
the rail industry. City and urban railways
trucks). TRACO will use its GPS system
to provide intermodal tracking of freight CBTC for Kunming Changshui
GoA2 for Luxembourg
across rail, road and ports to provide International Airport metro
accurate location information and Luxembourg: The country’s national
railway (CFL) has chosen Alstom to China: On July 26 Kunming Changshui
intermodal freight tracking capabilities. International Airport metro project,
equip its 34 new Coradia regional
Due to the practice of freight trains trains with Automatic Train Operation was successfully put into operation by
spending idle time in depots and (ATO). The high-capacity double-deck HollySys. The project consists of three
sidings, they are often situated in ‘blind trains, ordered in December 2018, will stations, one stabling yard and one
spots’ on the network. This solution gradually enter commercial service on control centre and is China’s first metro
will be the first of its kind within the Luxembourg’s national network, as well system using an interconnected CBTC
rail freight industry to track the unit as in Belgium and France, at the end of signalling system.
anywhere, in real-time. This will enable 2021. The equipment will be installed at HollySys, with its experience in train
the logistical supply chain to be aware Alstom’s Signalling Centre of Excellence control systems, integrated supervisory
of its progress, respond to any delays or in Charleroi, Belgium. control, industrial internet platform and
disruptions and predict the train’s arrival

28
 IRSE News | Issue 281 | October 2021

position, speed and acceleration data

to train control systems. In NYC, UWB
is the primary positioning sensor used
by the Humatics Rail Navigation System
(HRNS), a replacement for railway
odometry sensors such as tachometers,
transponders, and doppler radars.

Communication and radio

6GHz spectrum for Wi-Fi
Europe: The European Commission
has formally released 480MHz of 6GHz
spectrum for Wi-Fi. The announcement
came in the form of publication of the
new rules in the Official Journal of
the European Union. This means that
every EU member state must update
its national frequency allocation plans
to reflect the 6GHz decision before
Vehicle commissioning before opening of the Kunming Changshui International Airport metro. December 1, 2021. However, the
decision applies only to LPI (Low Power
smart urban rail platform, served as integrated supervisory control of rail
Indoor) and VLP (Very Low Power
the signalling system integrator of the transit signalling, power supply, E&M
portable) devices, unlike for example
project. Based on the characteristics equipment, vehicles, platform screen
the US and Canada, where standard
of airport metro, it has provided the doors, passenger service facilities and
power operation for indoor and outdoor
project with a safe, intelligent, green other equipment, making it truly achieve
devices is permitted.
and diversified integrated metro control integrated linkage and one-stop service.
system solution, a fully-autonomous The EU is still lagging much of the rest
[Thanks to our colleagues at the IRSE
CBTC signalling system, as well as TIAS of the world as far as unlicensed 6GHz
China Section for sending us this item of
(Traffic Control Integrated Automation spectrum allocation is concerned. The
news. Please do send us industry news
System) integrating the autonomous ATS US, Brazil, Canada, Chile, Costa Rica,
from your area or region, we will be
(Automatic Train Supervision) system and Korea, and Saudi Arabia have already
happy to consider them for inclusion in
supervisory control system. announced allocation of the full 1.2GHz
future issues of IRSE News.]
of spectrum in the 6GHz band to
During the project, HollySys has
Ultra-Wideband Wi-Fi and many other countries are
independently completed assignments
train positioning expected to follow.
ranging from product development,
integration design, production and USA: Humatics has been awarded a Satellites to address rural
manufacturing, installation supervision $14m (£10m, €12m) contract with broadband communications
to interface management and field partner Siemens Mobility by the New
commissioning, providing the client with UK: BT and satellite operator OneWeb,
York Metropolitan Transit Authority
“one-stop” integration services. which is partly owned by the UK
(MTA) to develop an interoperable Ultra-
government, have announced they will
With “passenger travel service” as the Wideband (UWB) solution.
work together to bring ultrafast low-
core, and on the premise of ensuring This follows a 2019 pilot project which latency broadband speeds to some
operation safety and information determined the effectiveness of using difficult to reach rural areas. OneWeb
security, the CBTC solution greatly UWB in conjunction with CBTC systems. has already launched a total of 254 small
improves the intelligence level and The work will deliver an interoperable Low Earth Orbit (LEO) satellites and their
efficiency of the dispatching centre, UWB specification to be used initial plan is to build a constellation
station, yard and depot, train operation in New York City. of 648 satellites, which they predict
and maintenance management in four is enough for a reasonable level of
aspects: automatic train operation, Humatics expects to build upon the
coverage by the end of 2022. The
intelligent dispatching, smart travel and 2019 UWB pilot, where 5.5 miles of
new network could potentially deliver
intelligent operation and maintenance. track and four trains were fitted with
ultrafast broadband speeds (100Mbps+)
UWB technology which passed train
The CBTC is linked with real-time flight and latency times of under 40ms.
control functional testing, and was
information to accurately respond to safety certifiable by independent OneWeb have further approval for a total
passenger flow, while timely giving assessors having accumulated over one of 2000 satellites and 1280 of those
instructions on the passengers’ million hours of operation. The pilot will be a second-generation model that
travel direction and route. The ATO demonstrated that the UWB equipment could sit in a higher Medium Earth Orbit
system ensures the train’s stability can replace several pieces of traditional (MEO) of 8 500km, but would require
when entering the station, accurate CBTC positioning equipment, and is much more investment. The first initial
stopping, unmanned automatic easier to install and maintain, reducing commercial (beta) broadband services
turnaround operation and automatic operating costs. are due to go live across parts of the
turnaround operation on the double UK, Alaska, Canada, Northern Europe,
turnaround tracks. The TIAS integrates UWB along with sensors such as Inertial
Greenland, Iceland, and the Arctic seas
signalling and vehicles, integrated Measurement Units (IMU) and Global
in November 2021.
supervisory control, communication Navigation Satellite System (GNSS)
and various other systems and realises are used together to provide precise

29
IRSE News | Issue 281 | October 2021

5G 26GHz band railway testing densely populated areas. Introducing identified, supervised and managed
this local connectivity in railway stations, to an acceptable level by the railway
France: Mobile Network Operator airports, stadiums and elsewhere will system duty holder.
Orange, SNCF, and Nokia have been bring new services to users and provide
testing 26GHz connectivity at Rennes CLC/TS 50701 takes into consideration
even more capacity in these highly
station. This was assisted by the French relevant safety related aspects (EN
localised areas with a very high density
electronic communications regulatory 50126) and takes inspiration from
of network connections.”
authority (Autorité de régulation different sources (IEC 62443-3-3,
des communications électroniques Data and cyber security CSM-RA), adapting them to the railway
et des postes — ARCEP) issuing a context. It covers numerous key topics
special 26GHz band trial licence for
Free flow of data assured such as railway system overview, cyber
experimental purposes. UK: Personal data will be permitted to security during a railway application life
flow freely between the EU and UK, cycle, risk assessment, security design,
The higher 26GHz band is limited by following the EU’s recognition of the cyber security assurance and system
the lower coverage it can provide and UK’s now-independent data protection acceptance, vulnerability management
the fact that millimetre wavelengths standards as adequate and aligned with and security patch management.
can be blocked by any kind of physical those within the EU.
obstacle between the transmitting CENELEC is the European Committee
antenna and the mobile device, but The decision by the European for Electrotechnical Standardisation and
its greater bandwidth allows higher Commission means that British is responsible for standardisation in the
data throughput. organisations may continue to receive electrotechnical engineering field.
personal data from the EU and wider
The consortium said early testing European Economic Area without Passenger information
revealed outstanding performance, with the implementation of additional
peak throughput of nearly 1.8 Gbit/s.
Survey reveals passengers
data security measures to align UK
After a software update on the network want improved info screens
protections with GDPR and the Law
and some optimisation, the downlink Enforcement Directive. at stations
capacity exceeded 4 Gbits/s, and uplink UK: A survey from Transport Focus
capacity levelled at around 250 Mbit/s. A statement from the UK government has revealed that passengers prefer
said that all future changes to data white-on-black information displays
The trial then looked at the experience protection regulations will be based
that could be offered with 5G in the rather than the orange-on-black LED
on encouraging innovation: “The dot matrix boards. Transport Focus,
26GHz band. This involved a device government’s approach will seek to
downloading media from smartphone working with Network Rail and the Rail
minimise burdens on organisations Delivery Group, asked passengers about
connected to a server via a mobile seeking to use data to tackle some
application. The future availability of the information provided at stations
of the most pressing global issues, during spring 2021.
such services would mean users could including climate change and the
download content more or less instantly prevention of disease.” While the LED orange-on-black
before departure and then view it when dot matrix boards are familiar and
traveling without being connected to John Foster, director of policy at the CBI, recognisable, passengers felt that
the ground system. added: “This breakthrough in the EU-UK more modern white-on-black displays
adequacy decision will be welcomed were better. They compare favourably
The use-case testing also looked at by businesses across the country. The
SNCF business requirements, focusing with the displays on passengers’ own
free flow of data is the bedrock of the electronic devices.
on augmented reality for maintenance. modern economy and essential for firms
With the help of glasses designed by across all sectors, from automotive to Anthony Smith, chief executive of
Rennes-based AMA, the system trialled logistics, playing an important role in Transport Focus, said: “Good information
would enable a technician working at a everyday trade of goods and services.” at a station is all about delivering
self-service terminal to submit a request His views were echoed by Julian David, smooth, hassle-free journeys to
for remote support. Images captured CEO of techUK, who reiterated that passengers. Clear, accurate information
by the glasses would be transmitted in “the free flow of data is essential to all is crucial. We look forward to seeing
real time to an expert who could then business sectors”. the research used to shape ongoing
superimpose comments or notes on the improvement in station information in
technician’s field of view for guidance. New cyber security standard the coming years.”
A spokesperson said “Over and above Europe: CENELEC has published CLC/
TS 50701 “Railway applications – Cyber Decarbonisation
all the lessons we are learning from
this project, it is also proving to be a security”. CENLEC say the technical Slow rail electrification
successful driver of co-innovation. We specification is a major landmark progress
have even decided to pick up the pace for the European railway sector, as
UK: Parliament’s Public Accounts
by drafting a new project proposal, this it aims to provide requirements and
Committee (PAC) has said the UK’s rail
time away from the railway station. The recommendations to handle cyber
system lacks “strategic direction” and
aim is to bring this 5G connectivity in the security in a unified way.
have expressed disappointment at the
26GHz band to the two SNCF techno This technical specification applies to slow progress of rail electrification.
centres in Rennes, where we will explore communications, signalling, rolling
new use cases for local technicians The PAC urged the Government to make
stock and fixed installations domains.
based on Industry 4.0 solutions. From a “tough choices” and determine priorities
It provides references to models and
technical perspective, the first 18 months for the future of rail, and to implement
concepts from which requirements
of experiment have reinforced the idea measures to ensure a net zero railway
and recommendations can be derived
that 26GHz band for 5G would be a and that electrification of the network
that are suitable to ensure that the
valuable add-on for deployment in is the key mechanism for delivering
residual risk from security threats is

30
 IRSE News | Issue 281 | October 2021

rail decarbonisation. This will require The government is also outlining seven AT&T to run its mobility
significant investment of between £18bn strategic technologies in which they network on Microsoft’s Azure
(€21bn, $25bn) and £26bn (€31bn, believe the UK already has a competitive
$36bn). The report also found that advantage: advanced materials
for Operators cloud
the current National Rail contracts do and manufacturing; AI, digital, and USA: Mobile Network Operator AT&T
not fairly distribute risks between the advanced computing; bioinformatics says it will move its 5G mobile radio
government and operators, or provide and genomics; engineering biology; network to the Microsoft cloud “Azure
incentives for operators to deliver electronics, photonics and quantum; for Operators”. This will start with AT&T’s
efficient passenger services. energy and environmental technologies, 5G core, the software at the heart of the
and robotics and smart machines. 5G network that connects mobile users
In March, MPs said the UK would need and IoT devices with internet and other
to undergo a 30-year programme of Business department figures put services, and similar to an interlocking
electrifying its railways “as a matter of government spending on R&D in in railway signalling. AT&T say this will
priority” if it is to succeed to achieving 2021-22 at £14.9bn (€18bn, $21bn). enable them to increase productivity and
its Net Zero carbon aims. A broad The government aims to increase total cost efficiency while focusing on the
programme of electrification was public and private R&D investment to delivery of large-scale network services
under way until 2017, when it was 2.4 per cent of GDP by 2027. that meet its customers’ needs.
cancelled by the then transport secretary
Other aspects of the strategy include: In turn, Microsoft will gain access
Chris Grayling.
proactive government procurement to to AT&T’s intellectual property and
Innovation and R&D provide an early market for innovative technical expertise to grow Azure for
new products; consultation on changes Operators. Microsoft will also acquire
Chinese and European to regulations; introduction of new ‘high AT&T’s carrier-grade network cloud
rail innovations potential individual’ and ‘scale-up’ visa platform technology and team, which
Europe: A report by the European Union routes to attract talent from abroad; and AT&T’s 5G core network runs on.
Agency for Railway (ERA) says that in development of an online finance and
total numbers, China produces the innovation hub in the next year. AT&T say they will continue to
most innovations in the railway sector. operate its network and retain its
Earlier this year, a House of Lords customer relationships, but by using
However, it goes on to say that most of committee criticised the government
these patents are filed only domestically, Microsoft’s hybrid and hyperscale
for vagueness regarding its innovation infrastructure, they can substantially
and when looking at innovations brought strategy. It said that it was lacking a
to multiple countries, the EU takes reduce engineering and development
detailed plan and sufficient funding for costs. Microsoft say they will make
the lead. The ERA analysis of multiple reaching R&D ambitions.
countries looked at the European the platform applicable to other
carriers through Azure for Operators
Union, the United States, China, Japan, Companies and products
and South Korea. and invest in an ecosystem to enable
New consultancy for signalling simpler and faster transition of network
ERA observes that the number and telecoms workloads to the cloud.
of Chinese inventions has grown
UK: This summer has seen the formation Mobile network operators are expected
substantially over the last decade,
of a new trains, signalling and telecoms to spend $900bn (£649bn, €763bn)
and in terms of absolute numbers has
strategic consultancy business with worldwide between 2021 and 2025
overtaken those by European railway
the aim ‘to approach from a different in mobile capital expenditures, 80 per
innovators. Within Europe, the vast share
angle’. Bringing together international cent of which will be in 5G and much
of patents is filed by German applicants,
experience on light rail, metro and of it could run on cloud infrastructure.
accounting for more than half.
heavy rail applications, Tilt Consulting is Could we in the future also see rail
The study was conducted by the Joint looking to build partnerships across the signalling infrastructure managers move
Research Centre of the European industry and to play a part in developing signalling control systems to a similar
Commission (JRC) and the European the next generation of engineers cloud approach?
Union Agency for Railways (ERA). It joining the industry.
builds on data from 2000 – 2017 from Alstom investing in the world’s
The company says they have been
the Patent Statistical Database (PATSTAT)
built on four key values: inclusion
first cyber security campus to
as provided by the European Patent include a dedicated rail focus
– embracing diverse partnerships,
Office, which includes most patents
harnessing better outcomes for France: Alstom is investing €100k
from around the world. The report can
all, innovation – imagining a fresh (£85k, $118k) in Campus Cyber SAS,
be found at irse.info/5task
perspective to inspire the future, a French company supporting the
UK to increase R&D spending independence – delivering confidence wider Paris “Campus Cyber” initiative.
from impartial reliable advisors, As a shareholder, Alstom will become
UK: The government has published
and integrity – valuing professional an associate member of the campus,
a plan to help the UK keep up in the
experience, building trusted a centre aimed at unifying the cyber
“global innovation race, backed by an
relationships. Jointly headed by former security community and developing
increase in annual public investment
Council member Martin Fenner, synergies between various industry
in R&D to £22bn (€26bn, $31bn) The
together with Ken Chan and players. Alstom say joining this campus
government say they will lay out
Chris Beavis, Tilt can be contacted at will enhance existing rail systems’ cyber
“innovation missions” to set direction,
[email protected] security capabilities and help drive the
urgency and pace on issues confronting
rail industry towards a cyber-safe future.
the UK. These will be determined by the
new National Science and Technology
Council and supported by the Office for
Science and Technology Strategy.

31
IRSE News | Issue 281 | October 2021

News from the IRSE

Blane Judd, Chief Executive

IRSE Licensing auditors

IRSE Licensing is recruiting auditors and audit team Audit team leaders must also be an IRSE member or have
leaders to join our existing audit team carrying out a comparable level of experience.
audits of our assessing agencies. Being an auditor Auditors will be paid per audit (currently £1500 for the
with the IRSE is a rewarding role allowing you to lead auditor and £428.40 for an audit team member) plus
make a direct and important contribution towards reasonable expenses. On average an auditor will carry out
the safety of the railways. You will be provided three to four audits a year.
with training and will have access to regular
professional development. For more information about the role, please visit
irse.info/bznv5
To be an IRSE auditor you must:
To apply please email your CV and a copy of your auditor
• Hold a recognised auditor qualification qualification to [email protected]
• Have current knowledge and experience of the IRSE
Licensing Scheme Closing date: Monday 15 November 2021
• Be fully aware of the ISO17024, ISO 9000 and ISO
19011 standards, and the IRSE Licensing Standard
and Procedures.

What does it take to be an IRSE What does the role involve?

licensing auditor? Every agency has an interim audit each year with a full
Communications manager approval audit every five years. At present there are 28
Lindsay Jones spoke with assessing agencies and seven IRSE auditors so on average an
John Colvin, who has IRSE auditor will do four audits a year each taking up to two
been an IRSE licensing days of our time.
auditor for 21 years. We must check that everybody is working to the standards that
John spent 29 years at London will allow the IRSE to gain accreditation from UKAS and more
Underground as a general importantly make sure that people being awarded licences are
manager in charge of signalling actually competent to do the work.
installation and maintenance A person holding an IRSE licence can only carry out the work
and was responsible for 2500 he or she has been taught and mentored to do, so it is very
staff. More recently he was important that we ensure both the workplace and competency
involved in the multi-million-pound Jubilee and Northern Line assessments cover all the competencies required for that
resignalling project and Crossrail via his own consultancy. He particular licence.
was a member of the licensing committee for 16 years.
What qualifications and skills do you need?
What is an IRSE Auditor, and why do you do it?
You have to have done the lead auditor’s course which is a
It keeps me involved with the railway and I feel I am giving week long course which qualifies you to carry out audits for
something back. It’s an important job and one that helps keep any organisation not just the IRSE.
the railways safe to make sure a tragedy like Clapham never
happens again. I enjoy meeting people – or at least when we You need to have excellent people skills and be able to interact
were able to before Covid-19 – and the feeling that I am able well with others. Strength of character is important too as we
to make a difference. have to be able to stand our ground and not be intimidated if
an audit isn’t going too well.
The United Kingdom Accreditation Service (UKAS) has to check
that the IRSE licensing scheme meets the ISO 17024 standard We have to be knowledgeable in signalling and
which ensures that certification bodies for persons operating telecommunications evidence and be technically competent
certification schemes operate in a consistent, comparable to carry out parts of the audit and understand the evidence
and reliable manner. The IRSE has written procedures to we are scrutinizing. At the same time, an auditor has to know
ensure our scheme meets the standard, so we as IRSE auditors how competency is measured and the current Competence
audit the assessing agencies and interview the competency Assessment Checklists (CACs) we ask the assessors to fill in.
assessors in the workplace to make sure those procedures are This is why an IRSE auditor will probably have a background in
strictly followed. in-depth technical design activities themselves.

32
 IRSE News | Issue 281 | October 2021

Describe a typical audit At present we are conducting audits remotely online, but in
The audit sub committee decide who is going to do which normal times for a face-to-face audit you can be on site for six
audit on what organisation and in which month, depending to eight hours to go through the checklist.
on the date of their last audit. A month in advance we arrange Witnessing an actual assessment being carried out on that day
a date with the assessing agent manager and then the IRSE or another day is an essential part of the audit process. The
sends the paperwork to the auditor which includes the assessment could take place anywhere in the country.
agency’s procedure, how many licences they’ve issued that
year, to whom and at what level. Checklist completed, it’s back home to write up the report
and submit your findings to the audit sub committee who will
The number of licences issued depends on the size of the review the documentation and take appropriate action.
agency or workplace. Some of the smaller ones may put
forward just 10-15 per year whist others may handle hundreds What is the IRSE looking for in an auditor?
of licences a year! From the list supplied, we pick a random We’re looking for younger blood! I’m over 70 now and it’s
selection of licences and ask to see all the paperwork and time to hand over to others. Most of the current team are
documentation associated with the accreditation. over retirement age. Whilst we are very experienced people,
the industry is constantly changing so it’s important to recruit
The first part of the audit is the preparation which is done
experienced younger auditors into the team ready to replace
at home and takes a couple of hours. We print out all of
older auditors as they finally retire.
the paperwork and the 19- page checklist we have to go
through. This checklist is very well structured and easy to Why should a member consider becoming an auditor?
follow, covering every stage of the assessment process It’s all about safety and playing your part in keeping our
from the competency of the assessors themselves through railways safe for everyone concerned. If you enjoy meeting
to risk assessment, the documentation used and how the people and want to earn a bit of extra money, it’s well
assessments themselves are carried out. worth considering.
For example, if the candidate has been trained in a simulated
environment such as a training school and not on the railway,
how are they checking that a person knows how to get on to
the railway safely?

2021 Dell Award presentation

As pictured opposite, past president George Clark was
delighted to finally be able to present the Dell Award in
person to the 2021 recipient Bridget Thomson at TfL’s
offices in London.
IRSE Professional Examination 2021
We wish all the candidates sitting IRSE professional
examinations on 2 October good luck. Registration levels
have been higher than ever before, particularly for our
new entry level Certificate in Railway Control Engineering
Fundamentals (module A), a multiple-choice exam which
provides the first step towards Institution membership.
Visit irse.info/irseexam to find out more about the exams.

High Performing
Railways
Live sessions: 13/10 & 3/11
Content available on-demand from 23/09

2 live webinars
21 expert speakers
On-demand access
Tickets now on sale: www.highperformingrailways.com

33
IRSE News | Issue 281 | October 2021

Professional development
What’s holding you back from professional registration?

Becoming professionally registered

as an engineer demonstrates

Photo Shutterstock/Marek Uliasz.

that applicants have reached
an internationally recognised
standard of competence and have
committed to maintaining the
competence standard in the future.
Why get registered?
Being registered by the Engineering
Council via the IRSE enables successful
applicants to use the internationally
protected titles of Chartered Engineer
(CEng), Incorporated Engineer
(IEng) and Engineering Technician
(EngTech). It provides recognition as
a professional engineer in their field
and will improve career opportunities
and salary prospects. Professionally
registered engineers will potentially
have more influence in organisations the discussion. They will also provide before submission to the IRSE Council
and greater opportunities to connect the opportunity for applicants to for endorsement of the decision. It
with influential and inspirational expand on the information provided can therefore take up to eight weeks
people. It will also provide international in their SoE and clarify any points. The after the interview before the result
recognition of professional competence interview will assess all the UK-SPEC is communicated depending on the
and commitment. competencies, which broadly cover: committee timetable.
A – Knowledge and understanding,
The interview B – Design, development and Professional registration myths
The IRSE is required by the Engineering solving engineering problems, C – Professional registration is open to all
Council to interview all CEng and IEng Responsibility, management and engineers and technicians. However,
applicants for professional registration. leadership, D – Communication and sometimes potential applicants may
The interview will be conducted interpersonal skills, E-Personal and be put off applying for professional
by two registered members of the professional commitment. registration and improving their career
IRSE who are broadly from the same prospects, due to misunderstanding the
engineering or technology discipline During the interview applicants should
application requirements.
as the applicant. An observer from the be prepared to explain the technical
Engineering Council or an IRSE assessor content of their work as the interviewers “I’m too young”
in training may occasionally be present will probe specific competence areas. They may think they are too
at an interview. Applicants will not be expected to young or old. However, it does not
divulge material of a commercially matter what age applicants are.
The purpose of the interview is to sensitive nature, and the interviewers What matters is that an applicant
confirm that applicants are able to will at all times maintain integrity can demonstrate experience and
demonstrate that they meet the required during the process. The interviewers meet all the competences for the
level of competence as set out in the will support the applicants to help registration category they apply for,
Engineering Council’s UK Standard for them identify examples from their which are set out in the Engineering
Professional Engineering Competence work and experience that demonstrate Council’s UK-SPEC.
(UK-SPEC). The interviewers will the required standard of competency.
generally use the applicants Statement The interviewers do not make the final “I haven’t got the right
of Evidence (SoE) as the agenda for the decision on the award of professional qualifications”
interview and will encourage them to registration, but they submit a report to Some may think that particular academic
talk about their experience, drawing the IRSE Membership Committee, who qualifications are essential, but you do
out evidence of competence during consider the report and the application not necessarily need a master’s degree

34
 IRSE News | Issue 281 | October 2021

to become a CEng, nor a bachelor’s want quality, not quantity, to assist

degree to become an IEng. Academic them making a decision. They will
qualifications are just one way to also not necessarily see the use
demonstrate technical knowledge, of technical jargon as a mark of The UK Stand
but many successful registrants have competence and will check an ard for
Professional En
gineering
Competence an
other vocational qualifications, further applicant’s understanding. Applicants Commitment
d

learning, and/or the required work- for CEng and IEng do not have to (UK-SPEC)

based experience. Passing the IRSE talk exclusively about their day job Fourth edition

Exam is one way of demonstrating and while assessors will expect

further learning. applicants to provide details of their
current role, they can also draw
Published Augus
t 2020

“Don’t you have to work on previous roles, placements,

in innovation?” and voluntary work. Questions on
CEng applicants do not have to be ethics and sustainability are to be
working exclusively in innovation. They expected and applicants can fail if
could have technical responsibility they are lacking experience, so make
for complex or high-risk assets in sure you have examples of experience in “There’s no one to guide
order to meet the criteria for CEng these areas which can be discussed. me on when to apply”
registration. Some applicants do not The IRSE encourage applicants to obtain
apply for registration as they do not “I don’t really support from experienced, registered
directly manage people, but to become understand CPD” engineers to help them both with their
IEng/CEng you do not have to be Applicants will also require a development and with their professional
managing people. Applicants could comprehensive Continuing Professional registration application.
instead demonstrate strong technical Development (CPD) record which will
leadership or control of other aspects be discussed with the assessors. An New requirements
of engineering. important feature of a CPD record is that The revised fourth edition of UK‑SPEC
it is personal to the applicant. A CPD will be implemented by the IRSE before
“You’ve got to manage a budget” record should show what has been done the end of 2021. More information
Managing a budget directly is not the as well as identifying future needs, with a about the UK-SPEC competence
only way of demonstrating experience plan to carry out development activities and commitment requirements for
of financial responsibility. Experience and reflect on learning. Reflecting on professional registration can be found
with mergers and acquisitions, what has been learned is a vital part of on the Engineering Council website at
contracts, tenders, legacy and end of continuing professional development. irse.info/jhup7 and in the November
life parts replacement, or experience Learning is not only gained from issue of IRSE News we will cover more
from running your own business or a activities that were designated as on the changes being introduced with
charity also count. ‘development’, and applicants may find the revised fourth edition of UK-SPEC.
that they are learning at least as much
“I haven’t got the time to fill in the Next issue
from day-to-day activities. It is a good
application” idea to keep a brief ‘learning log’ or diary The November edition of IRSE News
Some applicants may think a long and writing in it at least once a week, will include more information about
application with lots of technical and to record the situation, what has how to achieve Engineering Technician
jargon are needed to demonstrate a been learned and what will be done (EngTech) registration as well as further
person’s competence, but assessors differently as a result. guidance on the registration process.

Do you understand Engineering Technician (EngTech)

the difference • Applies proven techniques and procedures to solve
between EngTech, practical engineering problems, and
IEng and CEng? • Applies safe systems of work
Here are the latest
descriptors of Incorporated Engineer (IEng)
each from the • Maintains and manages applications of current and developing
Engineering Council. technology, and may undertake engineering design, development,
manufacture, construction and operation
Are you at the right
level? Should you Chartered Engineer (CEng)
be applying for
• Develops solutions to engineering problems using new or existing
the next level? technologies, through innovation, creativity and change
• May be accountable for complex systems with significant levels of risk

35
IRSE News | Issue 281 | October 2021

Governance

Governance review questionnaire

As part of the governance review sixty-five per cent thought that the • “No need to fix something that is
process, which was explained approach to governance taken by the not broken. By all means review and
in the January 2021 IRSE News, IRSE helps to promote the organisation improve but don’t change things for
the working party reviewing the as a professional and progressive the sake of change”.
governance of the IRSE arranged organisation. On the question of should • “I don’t feel I know enough about
for a questionnaire to be sent to the IRSE ensure that governance is IRSE governance – my ‘none of the
all of the membership with e-mail reviewed on a regular basis, 90 per cent above’ responses are really ‘don’t
addresses inviting them to take part, thought it should. know’. I don’t necessarily think the
either online or to return a hard On the question of how members governance is wrong, but I think
copy by post. The questions were feel the IRSE approach to governance it could be more clearly explained
multiple choice along with a box for compares with other organisations, to members. Perhaps this could
additional comments. only six per cent of responders thought be in a one-off article in IRSE
The IRSE objective is to advance the approach was worse and over News, with updates when there are
the science of railway signalling and 50 per cent said they would like to see significant changes”.
communications within a global a dedicated section on governance • “1. IRSE to be changed into
audience and this involves influencing in the IRSE News ‘INTERNATIONAL institution of
and contributing to many authorities Railway SYSTEM Engineers’ 2.
The comments received included
around the globe. The way in which we Suggestion to have the most
operate and provide support to members • “Wondering why this has suddenly experienced IRSE members
also provides many challenges to the arisen? What actually are the (e.g., Fellows) being the mentor/
Institution’s governance, so it is vital changes proposed? – the questions godfather of one or several younger
we seek the views of members on how are rather vague”. engineers of the IRSE”.
we achieve good governance. We were • “Any change should be kept to the • “Bring in the ‘Global view’. There is
delighted to receive 311 online responses absolute minimum being particularly no such one international body for
and three by post, and a summary of the careful to ensure that inadvertent signal engineers/engineering and
responses received follows. unintended consequences IRSE is very well poised to bridge
We asked if members felt that do not result”. this. Let’s do it”.
governance is an important issue for the • “Answering these questions, suggests • “It is not so much about governance
IRSE, and 90 per cent confirmed they did a negative opinion of governance policy and rules most of which
feel it was important. While 30 per cent within the organisation, which is are statutory or self-imposed
felt the issue was being communicated not the case. I feel the IRSE does a requirements, it is the way that
clearly or very clearly, 30 per cent felt good job of governing, but could do governance outcomes are
it was not so clear or not clear at all, so more in communicating clearly with communicated. The question
we need to see how communications members on issues of governance”. about IRSE News was too limiting.
on governance can be improved • “Governance is an important issue The communications to members
to some members. and should be discussed with the should be embodied in all relevant
membership at regular intervals messages from the organisation as
Ninety per cent thought it was important
including in IRSE News, but not too appropriate e.g., like the use of non-
to ensure that the membership of the
frequently as it can be a rather dry discriminatory language”.
IRSE Council reflects the international
nature of the Institution and over 50 per and to some an irrelevant topic”. The feedback survey results were
cent thought the IRSE Council needs • “As a NZ based member governance reviewed and discussed at the last
to do more with regards to governance in UK is basically invisible. Council meeting and as an initial
and how the Institution is operated as an Australasian section governance is response to the feedback received,
organisation. Only 40 per cent thought much more visible. A short section Council plan to run periodic features in
the IRSE website has enough current in IRSE news perhaps quarterly is a IRSE News, and enhance the website
information on governance, although good idea to explore” content on governance.

36
 IRSE News | Issue 281 | October 2021

Your letters
Competition and to some extent, but in most cases service levels but competition is still
urban transport should probably be considered as alive and well. This occurs at the service
private because they are hired by an delivery level, where (for example)
I refer to David Fenner’s letter in individual for a journey that is specific to multiple bus operators will periodically
the July issue. them. Development of MaaS concepts compete for the operation of a group
The requirement for transport service may give them a place in the public of services. This approach might be
providers to compete is absurd transport sector where population feasible for rail as well, but is not usually
in an urban environment, where density is low enough. done. An intending passenger in the
land availability and use is severely outer suburbs may have no bus service
Also passengers travelling long distances
constrained, and inefficient use of the available to the city centre but a bus
should certainly have a modal choice
available capacity leads to quality of to the nearest station which not only
(road (public or private), rail or air) as
life issues. This was realised as far back accepts the same smart card ticketing as
these modes have very different speed,
as 1933 with the establishment of the the trains, but will calculate the total fare
comfort, access, carbon footprint and
London Passenger Transport Board, based on the end to end journey.
cost considerations which may vary
which absorbed a large number of according to the purpose of the trip. Travel between cities is still very much
private operators into a single entity. a highly competitive environment with
Anyone wishing to travel should always But back to the urban situation. In the
multiple private operators, although
have the choice between public and Australian environment, each major city
dominated by air due to the distances
private modes, but private use should is so far from any other that the urban
involved. In the UK environment, it may
also bring with it charges and taxes and inter-city transport is managed very
be difficult to draw the line between
for the external impacts of making the differently. In most major Australian
where one model finishes and the other
private journey (emissions, congestion, cities you will find that at the customer
starts, but perhaps this gives some
road maintenance, parking etc.) interface there is a unified fare structure
pointers to the issues you should be
and ticketing system, and a reasonably
Taxis and rideshare services blur the lobbying your politicians on.
coordinated timetable. A government
boundary between public and private owned or managed body sets fares and Tony Godber

IRSE News is published monthly by the Chief Executive, IRSE Production, typeset and layout
Institution of Railway Signal Engineers (IRSE). Blane Judd e-mail: [email protected] Mark Glover
© Copyright 2021, IRSE. All rights reserved. Managing Editor, IRSE News e-mail: [email protected]

No part of this publication may be reproduced, Paul Darlington e-mail: [email protected]

stored in a retrieval system, or transmitted in any Contributing Editors Advertising
form or by any means without the permission in For advertising rates and deadlines call the IRSE
David Fenner e-mail: [email protected]
writing of the publisher. London Office +44 (0)20 7808 1180,
Ian Mitchell e-mail: [email protected] or e-mail [email protected].
Website
Ed Rollings e-mail: [email protected] Advertisements are accepted on the basis that
For latest information about IRSE events, news and the advertiser and agency (if any) warrant that the
Assistant Editors
how to become a member, visit our website at contents are true and correct in all respects.
www.irse.org. We welcome all those who are Harry Ostrofsky (Africa)
interested or involved in the fields of railway e-mail: [email protected]
control systems, communications, data David Thurston (N America) Printed by Herald Graphics, Reading, UK
management or systems engineering. e-mail: [email protected] www.heraldgraphics.co.uk

Contributions Mukul Verma (Asia)

e-mail: [email protected]
Articles of a newsworthy or technical nature are
always welcome for IRSE News. Members should Allan Neilson (Australasia)
forward their contributions to one of the editors e-mail: [email protected]
listed. Alexander Patton (Local Sections)
e-mail: [email protected]
If you have a view about something you’ve read
in IRSE News, or any aspect of railway signalling, David Stratton
telecommunications or related disciplines, please
write to the editor at [email protected].

London Office Enquiries – Membership or of a general nature

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

37
IRSE News | Issue 281 | October 2021

Membership changes
Elections Promotions
We have great pleasure in welcoming the following Member to Fellow
members newly elected to the Institution:
Martin Fenner, Tilt, UK
Fellow Neil Horton, Network Rail, UK
David Milburn, WSP, UK Darren Jowett, Network Rail, UK

Associate Member to Member

Member
Andrew Adams, Network Rail, UK
Isaac Appleton, Network Rail, UK
Kevin Bernardini-Cash, Thales, UK
Anne Dangy, Systra, USA
Benjamin Boulter, Network Rail, UK
Jing Li, UGL Pty Ltd, Australia
Amrik Shinji, DSB, Denmark
John Maton, Transport for London, UK
Darrel Liang Hui Wong, Jacobs Engineering, Malaysia
Manas Mittal, Hitachi Rail, India
Ghulam Saghir, Riyadh Metro Transit Consultant, Saudi Arabia
Stephen Scott, Linbrooke Services, UK Affiliate to Associate Member
Vincent Sirianni, Downer Group, Australia Pesala Kahawita, Department of Transport, Australia
Christopher Winter, SNC-Lavalin Atkins, UK

Associate Member Professional registrations

Steffan Devine, Siemens Mobility, UK
Congratulations to the members listed below who have
Viachaslau (Axel) Hil, Kiwi Rail, New Zealand
achieved final stage registration at the following levels:
Amr Said Mohamed Ali Ibrahim, Sener Ingenieria y Sistemas, Qatar
Iain Johnson, Network Rail, UK EngTech
Robert Lyas, Amaro Signalling, UK Daniel Topham, Siemens Mobility, UK
Vishwanath Munavalli, Wabtec, India Oliver Lawrence, Network Rail, UK
Chi Hong NG, MTR, Hong Kong Sikhumbuzo Ncube, Network Rail, UK
Michael Simmons, Linbrooke Services, UK
Vangelis Tsiapalas, SNC-Lavalin Atkins, UK
CEng
Adrian Farish, Metro Trains, Australia

New Affiliate Members

Sandy Arsiandy, PT Kereta Cepat, Indonesia
Sandravadhana B, Alstom, India Past lives
Hadyn Deardon, Network Rail, UK It is with great regret that we have to report that the following
Krishna Vamsi Gummadi, Arcadis, India member has passed away: David Bickell.
Vineeth K, Arcadis, India
Brendan Leis, John Holland Group, Australia
Shu Yan Lo, Ove Arup & Partners, Hong Kong Resignations: David Gillan, Victor Babin, Francois Baud,
Arron Lynch, Network Rail, UK John Overton, Charles Riley, Jonathan Shaw, Peter Barrass,
Saiteja Marupala, Arcadis, India Ian Beverley, Philip Duddles, Norman Fray, Gary Hall, Geoffrey Ledger,
Tyson Moore, Student, UK Kenneth MacKay, David MacLennan, Gary Mint, Pieter Mulder,
George Papadopoulos, Rail Projects Victoria, Australia Michael Benford, David Carrier, Paul Cope, Howard Crawford,
Laurie Patruno, Ramboll, UK Bruce Crowhurst, Scott Cummins, Duncan Grimes, Michael Hanscomb,
Shivendra Srivastava, AECOM, India Ian Mitchell, Stephen Paris, David Quastel, Mark Warburton,
Anthony Hoarau, David Carrington, Ian Dods, Craig Sivorn and
Daniel Topham, Siemens Mobility, UK
Stephen Taylor.

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