News May 2020 - Back to basics - IRSE
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News
May 2020
Daniel Woodland Going driverless Back to basics
our new president the Sydney experience interlockings part 2
The Glasgow Subway is an underground
light rapid transit line in Glasgow,
Scotland and on page xx we report on
the Young Rail Tours visit to the depot at
St Enoch. Opened on 14 December 1896,
it is the third-oldest underground metro
system in the world after the London
Underground and the Budapest Metro.
It is also one of the very few railways in
the world with a track running gauge of
4 ft (1219 mm)
The Subway is currently undergoing a
£288m (€336, $370m) modernisation
programme that will see the introduction
Signet is following government guidelines
of all newand putting
driverless oursignalling
trains, new staff and
clients safety first.
and 15 stations upgraded.
You can still call us and we are busy identifying courses that we can deliver on-line. We
have already completed some existing courses so please call or email for more details
and above all please keep safe!
+44 (0)1332 343 585
enquiries@signet-solutions.com
www.signet-solutions.com
Enhancing competence
The UK Engineering Council requires engineering registrants to commit to
Issue 266 maintaining and enhancing their competence through Continuing Professional
May 2020 Development (CPD) activities. Canadian engineering regulators require that licence
holders meet the requirements of a CPD programme. The Institution of Engineers
(India) require professional engineers to maintain CPD at a satisfactory level.
In this issue Engineers Australia require chartered members to undertake at least 150 hours of
CPD over a three-year period. I could go on, but hopefully this makes the point that
CPD is seen by professional bodies around the world as a key element of maintaining
professional competence, and a key requirement for continuing recognition as a
Feature articles professional engineer.
CPD includes formal structured training, courses and distance learning programmes,
Presidential address: 2 but it can also be: informal learning through new work based tasks and challenges;
The challenges of interaction with colleagues, customers and suppliers; private study; relevant
change in complex voluntary work; preparation of papers, lectures and presentations; mentoring…
basically anything that helps you expand your knowledge and maintain up-to-date
command, control and technical skills.
signalling systems
To get the most out of CPD it is best to take time to plan (considering your career
Daniel Woodland
goals and what CPD will assist in achieving them) and reflect (reviewing the learning
Technology trends in 7 you have achieved to consider how to apply it in your work and to help plan
mass rapid transit your next steps).
Alan Rumsey The IRSE puts on a lot of activities to assist with maintaining your CPD. The annual
presidential programme lecture series and technical seminars (generally live streamed
Converting a GoA1 10 and available later as webcasts via www.irse.org) and our major conferences and
commuter railway to a conventions provide some excellent opportunities, as do local section events. Reading
GoA4 driverless metro IRSE News, as you are doing now, engaging in institution committees and tackling
– The Sydney Metro one or more modules of the IRSE Exams are other ways that you can use the IRSE to
support your CPD.
Experience
Steve Allday If you need further advice and inspiration on CPD, why not take a look at the IRSE
guidance document “Maintaining and developing your professional competence” or
Back to basics: 20 my own ASPECT 2017 keynote paper on “Training and Development for Signalling,
Interlocking Part 2 Control & Communication Engineers” – both available at www.irse.org.
Francis How Daniel Woodland, president
News and opinion
Industry news 26 Cover story
Your letters 33
New books 34
A Class 220 Bombardier Transportation
From the IRSE
Voyager 125mph (200km/h) diesel- News
May 2020
electric multiple-unit approaches a set
of clamp lock operated points at Durham
News from the IRSE 30
railway station on the East Coast Main
Creating video 31 Line (ECML) in the UK. Durham is 254
content: some advice miles north of London King’s Cross on
Working from home 32 the way to Edinburgh.
Network Rail is to introduce in-cab ETCS
signalling on the southern section of the
ECML from London King’s Cross to just
north of Peterborough, which will be the
first intercity in-cab signalling railway in
the UK. Siemens are the train control and
traffic management partner and Atkins
rail systems the integration partner,
working with Network Rail to deliver the Daniel Woodland Going driverless Back to basics
interlockings part 2
East Coast Digital Programme. our new president the Sydney experience
Photo Paul Darlington.
1
Presidential address: The challenges
of change in complex command,
control and signalling systems
Daniel Woodland
Head of command, control & signalling
Ricardo Rail, UK
On 23 April, Daniel was confirmed as IRSE president
for 2020-2021.
My engagement with railway signalling began with
some confusion over terminology, back in 1993. London
Underground advertised a graduate training scheme in
‘Communications and Control Systems’, which seemed
perfect for my mix of university course communications
and control theory final year options. It wasn’t until
final selection that I realised exactly what they meant
by ‘control’ when George Clark, my predecessor as
president, gave a talk to the candidates about signalling
for the Jubilee Line extension.
It was quite an eye opener – I had no idea how complex
the control of a railway could be, or that it was all about
communication systems, software and automation. From that
stumble into the industry, I soon discovered a keen interest in
signalling principles – and realised that most railway signalling
implementations were not actually software based and included
only rudimentary automation. design office at Borehamwood. So far, my career had been in
‘conventional’ signalling, but in 2000 I obtained a transfer to
Following completion of my MEng in Electronic and Electrical
the (then Alstom) ‘systems’ team to work for the first time on
Engineering at Loughborough University, I managed a few
the ‘new’ systems – with a role as a systems engineer looking
months with London Underground before being handed an
at principles development and operational scenarios for ETCS
IRSE membership application form by my mentor, Jim Irwin. A
on the West Coast Main Line. At the same time, I commenced
few minutes later I was marched around the corner to obtain
a part-time PhD at Sheffield University on “Optimisation of
a signature from Eddie Goddard (then senior vice-president).
Automatic Train Protection Systems”, enabling me to explore
During those few months I had gone from novice to signalling
some of the theory and implications further. Most of my career
engineer, by attending an intensive London Underground
since then has been involved in some way with ETCS, CBTC
signalling principles course, and was already gainfully employed
and similar systems. As projects and opportunities came and
in the signalling design office – my first ‘job’ being to review
went, I moved to Rail Link Engineering as system integration
a mechanical locking chart for Edgware Road, illustrating the
engineer for Channel Tunnel Rail Link section 2, then back
lesson that some signalling technology was rather old!
to my roots at London Underground as a signalling asset
I set about learning all I could of both legacy and emerging engineer and later head of signalling for the Sub-Surface and
systems, with much help from the IRSE and London then Deep Tube upgrade programmes. That led on to joining
Underground’s IRSE exam study group. Sitting and passing Lloyd’s Register Rail, which later became Ricardo Rail, in 2013
the IRSE Exams certainly gave a boost to my knowledge and as professional head of signalling and train control and later
confidence, and subsequent receipt of the 1996 Dell Award head of command, control and signalling. My responsibilities
boosted my profile in the industry. On completing my graduate with Ricardo have included activities to enhance and monitor
training, I settled to work in the London Underground signalling technical integrity, staff and business development, alongside
design office, developing a specialisation in scheme plans project works as independent competent person, lead assessor
and control tables. However, with a proposed Public Private for ISA/Assessment Body projects and as a technical expert
Partnership on the horizon work began to dry up and I was for consultancy activities in the UK, Ireland, Europe, the
forced to seek alternative opportunities with the GEC Alstom Middle East and Asia.
2
IRSE News | Issue 266 | May 2020
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IRSE NEWS Network Rail
| ISSUE 160
| OCTOBER
Horton DJ Siemens Wong D UGL Infrastructure Australia
Perks SJ Metro Trains Australia
Richardson Neil Network Rail TRANSFERS
Associate Member Member to Fellow
Brouder M Contractor Dam RL Eldyne Group India
Garg N Ansaldo STS Australia Shaw JS Ansaldo STS Italy
Harvey C Systra Parsons UAE Wong WM MTR Corporation Hong Kon
Ivanut D Ansaldo STS Australia Woodland DN London Underground
Miller JR Network Rail (CTRL)
Seegers A Movares Nederland Netherlands Associate to Fellow
Williams AC Parsons Brinckerhoff
Path to presidency as reported in the Membership Matters sections of IRSE News.Network Rail
Toms M
Van Amstel E A
Elected a Student April 1995, Member September 1999 and Fellow in October 2010.E Movares Nederland Netherlands Associate Member to Member
Winfield IA Network Rail Brackley GJ Rail Tech Group
Yemanova E Ansaldo STS Australia Chaplin AJ Network Rail
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Accredited Technician
My IRSE engagements did not end with passing the exams. Ahmed
and
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and chairing two of the reviews. Since Ng CW SYSTRA (Dubai) UAE
Nichols NJ John Holland Rail Australia
The ink was barely dry on the certificate when I was invitedCrossley being
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Invensys Rail as junior vice-president in 2018 I have also Sengupta M London Underground
Gadepalli RK Atkins Rail
to join the Younger Members section committee. I quickly Pearce participated
J Telent in meetings of the Membership Committee and Stubbs AG Network Rail
Topham GH Abbot Risk Consulting (ARC)
found myself organising lectures, seminars and conferences, Phillips International
I On the Up TrackTechnical
Services Committee (ITC). For those of you who
Reilly A Atkins Rail Associate to Member
going on to chair first a two-day conference and then the Sultan don’t
AT know,
London the ITC is a collection
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Cromwell
experts who,
M A Network Rail Signalling Design Group
section. This role led to me joining Management Committee as
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M Network Rail and articles
Student to Member
on topics of
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Professional Development Committee, Recruitment & Publicity Bansal IRSE’s
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Committee and ASPECT Committee. It also led indirectly toBettles the
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involved in three reviews of the examination format, content Saunders atDit. So
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Sidor CJ Railcorp Australia It is with great regret that we have to announce the death of the
Thomas K Ansaldo STS Australia following member:
Varma S United Group Australia
Vempa S Ansaldo STS Daniel served
Australia on the Younger
Steiner MU Members
Member
Weightman A Network Rail Committee for some time. In this photo from
Wright R Wrightlines
Zilberstein MD Symacontech
IRSE
Italy
News in April 1996Membership
Current he is standing second
Total is 4644
from the right in the back row. We use a
26 IRSE NEWS | ISSUE 160 | OCTOBER 2010
somewhat different journalistic style for our
headlines today.
3
IRSE News | Issue 266 | May 2020
Daniel, second from the front on the right hand side of the table, at a With members of the Scottish Section during a visit in 2019.
Council meeting in 2017. Photo Peter Ramsay.
Photo Colin Porter.
through my IRSE activities I have discovered that it is true that • The ongoing technology evolution (with increased use of
‘you get out what you put in’. I have been able to shape the computers, ‘radio’ based communications and software)
direction of institution activities, meet with peers, mentors and • Changes in deployment of technology (with signalling and
mentees, develop both my technical and management abilities, control equipment and the ‘intelligent’ system features
raise my industry profile and – I hope – along the way have also moving from the traditional localised trackside locations to
enabled my fellow members to benefit, along with the wider centralised locations and increasingly on-board trains).
industry, from these activities. I would therefore prefer to turn
• Increased globalisation of solutions (where global standards
the questions around and ask why all IRSE members are not
are not always the same).
clamouring to get more involved in the institution’s activities
and how come so many committees had a space free that I • Increasing use of automation (for all aspects of system
could slot into? development and operation) and
• A general move away from provision of command, control
Besides work and the IRSE, I also became engaged with
and signalling systems solutions by lifelong rail specialists
academia during my PhD studies, and have lectured ever
to the use of specialist service providers for the technology
since on the (initially Sheffield University, but now University
and software development.
of Birmingham) Railway MSc programmes. In so doing, I
believe I have become the ultimate systems engineer – This is obviously too large a topic to cover exhaustively
having completed my first degree in an Electrical Engineering through the year, but I hope that the programme will highlight
department, my PhD in a Mechanical Engineering department key points and assist members in preparing themselves for
and now lecturing on a course (and having been appointed their contribution to our changing industry. The challenge of
as an honorary senior research fellow) with a civil engineering achieving this has become harder with the unprecedented
department. That just goes to show that railway signalling and pandemic that is currently seeing much of the world ‘locked
control truly encompasses multidisciplinary engineering and down’ and practicing ‘social distancing’ to limit the spread
that the badge doesn’t necessarily define who you really are. of novel coronavirus disease 2019 (COVID-19). This virus
will have a big impact on all aspects of our lives through
So, coming back to the 2020/21 Presidential Programme. 2020/21, including the IRSE and my presidential programme.
Over my 25 years in the industry, reality has gradually moved Unfortunately, the AGM and my public inauguration have
closer to that initial introduction to signalling that I received had to be postponed (currently rescheduled until later in the
from George, and through roles working with ETCS, TVM430, year) whilst the Annual Dinner and Members Lunch have been
Invensys DTG-R, Bombardier Citiflo-650 and Ansaldo STS cancelled. It remains unclear at the time of writing how much
CBTC, I find myself with a good working knowledge of the else will be impacted and we are busily planning a shift from
‘modern’ systems he was describing back then. However, along physical to web-based meetings such that, at very least, the
with that knowledge has come awareness that the industry presidential lecture programme will be able to proceed. I will
struggles sometimes with understanding the opportunities outline my aspirations for the year in this address – time will tell
and implications associated with new technologies; and how close we are able to get to that!
particularly with the changes in approach required to manage
safety in complex, generally software based, systems. I now In 2004 the then IRSE president, John Corrie, asked me to
find myself with the great honour of serving as the president of present one of his presidential lectures, on “The Philosophy
the Institution and, on looking back through the themes of my of Railway Control”. John was concerned that the ‘basic
predecessors, note that I am not alone in noticing the industry’s principles’ of what we as railway signalling, control and
difficulties in grappling with new technology. So, building on telecommunications engineers do was not well documented
Markus Montigel’s “Winds of Change” and George Clarke’s and wanted something ‘on the record’ in the IRSE proceedings
“Delivering Change”, I intend through the 2020/21 programme for his year. I wrote the requested paper and a second part
to look at the “Challenges of Change” in complex command, looking at some of the issues with our traditional approaches.
control and signalling systems. These challenges encompass: During my career I have authored (if I have added up correctly)
55 papers that have been presented to, or published by,
professional institutions and societies, mostly railway related
4
IRSE News | Issue 266 | May 2020
(the first one having marginally preceded my joining the IRSE for a generic product, generic application in a particular
and been on the topic of spatial modulation in Rogowski Coils environment and then specific site/project application within
– which, although I have come across several examples of use that environment. In the USA and associated countries similar
by others in the rail environment, I have yet to find an excuse to approvals are carried out against a suite of standards from
apply myself). In all, 28 of these were through the IRSE. It could, AREMA, the IEEE and MIL-STDs. Equipment safety requirements
therefore, be argued that I have had ample opportunity to are generally split into ‘vital’ and ‘non-vital’ i.e. supporting
‘have my say’. So, having set the theme and selected the topics, safety function delivery or not involved in safety. Whilst a
authors and organisers, I am sure that you will be relieved to ‘safety report’ is required, the safety evidences of the generic
know that delivery of the programme is in the hands of others. product are rarely mandatory standalone deliverables within
that, and individual pieces of equipment tend to be assessed
This year’s presidential programme will start on 16 June
against specific standards based on long established custom
with a webcast paper on ‘The forefront of system safety and
and practice. This paper will re-visit earlier ITC guidance based
its application to railway signalling’ by Professor Yuji Hirao.
on recent experience of product introductions and attempted
This paper has been developed by the IRSE’s ITC to capture
approaches at the forefront of safety technologies and introductions in both directions.
management, both in rail and related industries. In order to The University of Birmingham will host/webcast the fourth
realise sophisticated railway signalling systems which contribute paper on 2 December, by Nicholas Wrobel and Robin Hirsch,
to the enhancement of traffic service quality, as well as cost on testing modern electronic/software systems. This paper
reduction, whilst ensuring safety, we need to assimilate will outline the importance of system level testing of critical
potential cutting-edge technologies with the aim of applying systems before releasing the software on to the railway and
them to our systems. The need for this topic to be considered capture the benefits of system level testing in terms of access,
is driven by changes in technology, with systems becoming safety, confidence, reputation, operational reliability and cost.
increasingly large-scale and complex ‘system-of-systems’, The authors will consider factors such as: the requirements
based on software, multi-core processors and even Artificial and typical operating envelope; a framework for system
Intelligence. Safety requirements and safety cases for the level testing; key elements of the test rig; a methodology to
above systems, their completeness to the point of assurance, determine the test scenarios; metrics to measure the software’s
and relations between safety and security are topics of great fitness for purpose’, achievable levels of confidence and the
importance to the future of our industry. I think that Yuji and the number of test runs required to achieve a given confidence
ITC have been quite heroic in taking on such a large topic and I level and to satisfy the engineering safety & assurance case.
am greatly looking forward to the resulting paper.
Paper five, by Alžbeta (Betty) Helienek will be hosted by
The Institution’s convention in Toronto was due to follow the Scottish Section in Glasgow/webcast during January
in September, looking at developments across rail in North 2021. Cyber security has become a critical part of delivering
America. Such a large international gathering is not currently an efficient and safe railway, driven by ever more digitally
feasible, so we are considering options for deferral to a connected systems and the evolving threat landscape. Much
later date – details will be announced as soon as we have a has been achieved over recent years, but even today the railway
clear way forward. finds itself in various stages of cyber security awareness and
The second paper will be in Switzerland/webcast on 30 readiness. As an industry we range from having developed
October, exploring crossover between rail and autonomous and integrated security assurance frameworks (allowing
road vehicles, led by Tom Jansen. Our traditionally efficient safe, secure R&D and project implementations), through to
railway networks are nearing their maximum capacity and no awareness at board level and lack of understanding of
whilst currently available technical solutions such as ERTMS responsibility within safety engineering teams. The paper will
have some potential to optimise railway system utilisation, propose a digital resilience railway maturity matrix, presenting
creating some breathing space, they are not likely to provide a method to categorise, recognise and support organisations
sufficient increase in capacity. The railway industry is also facing with their roadmaps to integrating security into daily operations.
potentially existential threats from increasingly innovative It provides a powerful benchmarking tool in a competitive
competing transportation modes. Recent history has seen the landscape, which in a race to become more effective has also
introduction of advanced driver-assistance systems for cars, and become more vulnerable to technological changes.
in the more distant future self-driving cars and even urban air That brings us on to the final paper of the series, hosted by
mobility are seen as a welcome addition to the transportation the Irish Section in Dublin/webcast on 4 February 2021 and
ecosystem. In the near future major choices will have to be again developed by the IRSE’s ITC. Ian Mitchell will take the
made regarding the strategies to tackle these challenges and lead, supported by a guest author from outside our institution,
one of the major areas of interest has recently focussed on the Nora Balfe (a human-factors expert). They have agreed to
topic of automation. Tom will be exploring what benefits we get tackle traffic management systems and automation in control
by replacing the driver by computers, how we can demonstrate centres. We usually think of railway automation in terms of
the safety and integrity of a self-driving train and its software, replacing some or all of the functions undertaken by a train
and how we can improve our business case by making use of
driver, but there are other aspects of railway operations where
automation knowledge and products from other industries.
replacement of human operators by automatic systems can
Again, no small topic.
reduce costs or improve reliability, performance, capacity
The third paper will be another ITC outing, by Rod Muttram, or safety. With this in mind, what is the appropriate level of
in York/webcast on 19 November. The topic will be cross automation in a railway control centre? How far can the tasks
acceptance of systems and equipment developed under traditionally undertaken by staff with job titles such as ‘signaller’,
different standards frameworks. Within the rail domain there ‘controller’ or ‘dispatcher’ be partially or fully automated? What
are two dominant approaches to securing safety/safety are the benefits and what are the risks? The ITC are currently
approval: In Europe and Commonwealth countries the ‘safety engaging with railways around the world to determine their
case’ approach has prominence with technical approval and experience of automation, its benefits, risks, problems and
acceptance of products following standards in the CENELEC limitations, in order to add to the existing knowledge base of
EN5012X series. This approach often involves approvals the ITC members and inform this paper.
5
IRSE News | Issue 266 | May 2020
equipment, applications
equipment, applications
Systems, management
Signalling the layout
Signalling principles
Signalling & control
Communications
Communications
Safety of railway
communications
IRSE professional
& engineering
October 2020
October 2019
engineering
engineering
signalling &
exam
principles
Module 1
Module 2
Module 3
Module 4
Module 5
Module 6
Module 7
& (pass module 1 + 3
others)
Syllabus for
Modules A-D Certificate in New stand-alone
October 2020
available on railway control
onwards
Computer- Pre-qualifier qualification for
IRSE website based Module A Fundamentals of railway control engineering for Modules engineering signalling, train
&
assessment B, C & D fundamentals control, telecoms
Sample and related fields
questions
coming soon
Advanced diploma
Module C in railway control
engineering
Module B Module B
October 2021
Module C Module D (pass in all 4
Railway Railway
onwards
Principles of railway Applications of railway modules, A-D)
safety & Safety &
&
control & communication control & communication
systems systems also known as
systems systems
engineering engineering IRSE professional
Module D exam
Passes in
Sufficient choice modules 1-7 will
of questions for Exam remains still be valid
“Signalling the “signalling only” or
layout” will be valid “top up” for
“telecoms only” professional
tested within candidates
Modules C and D registration
applications
One of the biggest changes during Daniel’s presidential year will be the
major revisions to the IRSE examination.
In between these events I also hope to arrange some technical with members in these difficult times. However, there remains
visits and seminars, and to visit sections across the globe. much more that we could, and need to, do. It is our intent
Fortunately, as some of you will know, the visits started two through the 2020/21 year to begin a detailed review of our
years ago. We now have far too many sections to get around in value proposition, ‘how we do things’, our governance and
three years, let alone one – a feature of the IRSE that provides election approaches and consider how to better engage with
much of its depth and character. The early start means that and support our global membership. This review, which will
even if I can’t travel much this year, I have managed to meet likely take longer than a year to complete and implement, will
with some of you – and I do hope it will be possible to meet move us from discussing the ‘Challenges of Change’ to effective
with more, even if it’s only via video conference. ‘Delivery of Change’ for our members. The challenges of
COVID-19 highlight the necessity for this and the Institution of
I am very excited that the first significant change to the IRSE
the future will likely be unrecognisable from that of today as it
exam format for 25 years will begin to roll out during this
evolves in response.
presidential year. A new ‘Module A’ foundation level paper has
been developed and a trial exam run with nearly 100 volunteers Embarking on this year as president of the IRSE, I am aware of
from across the world. The first real version is planned for the debt that I owe to my predecessors and mentors. I would
October 2020.This represents a significant evolution for the not have achieved this position without their support and
IRSE, being computer (rather than paper) based and leading to guidance. Recognising that I can’t mention everyone whose
a new qualification “Certificate in railway control engineering influence has been material in my journey, I would still like
fundamentals”. As well as acting as a pre-qualification for to highlight a few key individuals: My mentor, Jim Irwin (IRSE
candidates wishing to sit the full IRSE professional exam in Fellow and past Council member); PhD Supervisor Professor
future, the ‘certificate’ will also provide an opportunity for a Felix Schmid (IRSE Fellow); industrial supervisor Bob Barnard
wider range of industry professionals (such as project managers, (IRSE Hon Fellow and past president); general IRSE guide and
project planners and software developers) to demonstrate font of wisdom Colin Porter (IRSE Hon Fellow, past president
a broad knowledge of railway control and communications and past CEO) and, unfortunately too late for him to know of
systems engineering. Further changes will follow to the existing this acknowledgement, Eddie Goddard (past president) whose
modules, simplifying the exam structure and promoting more calm and knowledgeable influence was an inspiration to all who
cross-discipline (signalling/telecommunications) learning. knew him. Many thanks to all of you, and all of the other IRSE
Modules B, C and D will be launched in 2021, leading to the members who have in both significant and subtle ways helped
qualification ‘Advanced diploma in railway control engineering’ me to become the engineer that I am today.
for those who pass all four of the new modules A to D.
I hope during the coming year to meet as many IRSE
Over the last few years, the IRSE has made considerable efforts members as possible in the circumstances, to make a
to improve our offering and accessibility to global membership, positive contribution to the Institution, its future direction
with webcast of lectures, webinars and electronic voting. This and the benefit that it offers to both its membership and
has given us good experience to assist continuing engagement the wider society.
6
Technology trends in mass rapid
transit signalling
Written and edited by Alan Rumsey on behalf of the
International Technical Committee of the IRSE
The mission of any mass rapid transit system is to • Mechanical interlockings.
provide for the safe, reliable and efficient movement of • Track circuits for train detection.
people. Signalling/train control systems play a critical • Block telegraph instruments.
role in delivering this mission.
• Means to automatically apply the train brakes.
Providing for the safe movement of people requires a signalling/
In the intervening years, as signalling/train control systems have
train control system that includes, for example, interlocking
evolved, the primary influence of technology has been focused
protection, safe train separation assurance and overspeed
on ‘doing things better’; implementing the same signalling
protection; all of which require knowledge of the location of all
principles in a way that further enhances safety, and/or
trains operating within the mass transit rail network.
improves reliability/availability, and/or reduces life cycle costs.
Providing for the reliable movement of people requires a
For example, while the basic interlocking functions have
signalling/train control system that has a high level of system
generally remained unchanged over the years, interlocking
availability, achieved through the use of ‘service proven’
functions have been implemented differently as newer
components and equipment, the provision of appropriate
technologies have become available, with mechanical
levels of redundancy, the ability to support degraded modes
interlockings being replaced with relay-based interlockings;
of working in the event of equipment failures, and effective
relay-based interlockings being replaced by solid-state
maintenance and diagnostic provisions.
interlockings; and then by processor-based interlockings, in
Providing for the efficient movement of people requires a which the interlocking logic can now be either distributed
signalling/train control system that can optimise line capacity, or centralised.
provide operational flexibility, and that includes appropriate
Similarly, while the basic function of track circuits, to establish
levels of automation.
block occupancy, has generally remained unchanged, the
Role of technology technology for implementing track circuits has also evolved
from DC track circuits, to audio frequency track circuits, and
The evolution and availability of new technologies can influence
to jointless track circuits. Alternative technologies for block
the delivery of the above mission in two ways:
occupancy detection have also been developed, such as
1) “Doing things better” i.e. by implementing the same wheel/axle counters.
functions as earlier technologies but in a safer, more reliable,
The more recent development of train-based (as opposed to
more efficient, or cheaper, etc. manner; or
track-based) technologies for train location determination has
2) “Doing better things” i.e. by implementing new functions led to a transition from a fixed block method of control to a
that were simply not feasible or affordable with moving block method of control. This is an example of where
earlier technologies. newer technologies have enabled signal engineers to “do better
Influence of technology to date things”; to implement functions that were not feasible with
earlier technologies. Other examples of “doing better things”
The origins of railway signalling and train control systems can
are where the evolution of technology has supported higher
be traced to the development of the basic principles upon
levels of train automation, up to and including unattended
which the safe movement of trains is assured, such as the
train operations.
interlocking of points and signals to prevent conflicting moves,
and the use of absolute blocks to separate successive trains The evolution of communications technology, and specifically
operating on the line. Initially, these principles could only train-to-wayside and wayside-to-train data communications,
be satisfied through purely manual rules and procedures, as has also enabled signal engineers to “do better things” as
the technology to implement these signalling functions was the datalink bandwidth has increased and as the reliability/
not available. This subsequently led to the development and availability of data communication systems has improved. For
deployment of new technologies to “do better things” such as: example, the means of communicating movement authorities
to a train has evolved from wayside signal aspects to cab
7
IRSE News | Issue 266 | May 2020
Photo Shutterstock/sevenke.
signals (either in the form of fixed speed codes or profile-based
movement authority telegrams). The communication medium Similarly, the various autonomous road vehicle systems
for cab signals has also evolved from communications through now being developed and deployed typically do not rely on
the running rails, to communications through inductive loops, a single sensor technology to establish a vehicle’s location
and now to radio-based communications. and detect obstructions ahead, but rather integrate multiple
An overarching trend in the evolution of signalling/train control sensor technologies – such as cameras, radar and LIDAR, for
systems has been the move from hardware-based to software- example – to overcome any weakness or limitation of any one
based solutions, and this trend can be expected to continue. sensor type. The advances in sensor technology being driven
by autonomous road vehicle applications are now opening
Technology trends up opportunities for signal engineers to potentially develop
In order to address how technology trends may enable signal alternative means of train location determination that may offer
engineers to “do things better” and/or “do better things”, superior safety, availability and performance capabilities, with
we first have to look at the trends with respect to future reduced installation and life-cycle costs.
requirements and expectations for mass transit signalling and Camera technology, for example, is now mature, reliable and
train control systems. relatively inexpensive, and when coupled with infra-red lighting
One trend that is clear is that the requirements will be can perform to some extent even under night-time and poor
increasingly passenger-centric, with an emphasis on minimising weather conditions. When used as a means of determining train
system life-cycle costs. In addition to ensuring the safety of all location and/or obstruction detection, however, cameras do
train movements and the safety of the passenger interchange require complex image processing.
at station platforms, user requirements will be focused more LIDAR (light detection and ranging) technology uses laser light
on improving system reliability/availability and on enhancing to measure the distance to objects in a similar way to radar
train operations. This will include optimising the movement of and can build up a detailed 3D view of the environment around
passengers by maximising the utilisation of the available rail the sensor. LIDAR technology can detect objects 100 metres
infrastructure and adopting higher levels of automation. or so away and can measure distances at an accuracy of a
Key requirements for any future mass transit signalling/train few centimetres. It is claimed that LIDAR is also unaffected by
control system are summarised below, with examples as to adverse weather conditions such as wind, rain and snow. Such
how these requirements may influence, or be influenced by, technology could potentially eliminate the need for track-
technology trends. based transponders and associated train-based transponder
readers, tachometers and other sensors. LIDAR technology
Train location determination is not without its own set of specific limitations, however, as
Requirements to safely and reliably determine the position of it requires a huge amount of processing power to interpret
every train operating within the rail network, with an accuracy millions of measurements every second, and then translate
and precision to meet both the safety and operational these measurements into actionable data. The LIDAR sensors
requirements, will continue to be the foundation of any themselves are also complex devices.
signalling/train control system solution.
UWB (ultra-wideband) communications is an example
The current state-of-the-art in train-based train location of another promising technology for high precision train
determination relies on the detection of wayside transponders localisation determination utilising time-based range estimating
(balises) as an absolute position reference, supplemented by between train-based UWB radios and UWB radios installed
tachometers to establish train location between transponders periodically along the right-of-way. UWB is a wireless
(based on axle/wheel rotations), with other devices such technology capable of transmitting large amounts of digital
as Doppler radar or accelerometers used to detect and data (that would be required for ‘time-of-flight’ calculations), for
compensate for wheel slip/slide conditions. Such train location short distances, over a wide spectrum of frequency bands; all
determination subsystems are implemented using redundancy with very low power.
and diversity techniques, with multiple sensors, to achieve
Thales, for example, is currently testing and evaluating a UWB-
fail-safe design characteristics while at the same time providing
based train positioning subsystem, integrated with its CBTC
high levels of system availability and accurate/precise train
product, at New York City Transit.
location information.
8IRSE News | Issue 266 | May 2020
Interlocking protection life cycle benefits to the operator e.g. through dynamic train
Requirements for interlocking protection, to prevent scheduling that is responsive to actual passenger demands
conflicting routes through interlocking areas, will also continue (that becomes feasible when train timetables are no longer
to be fundamental requirements for any signalling/train constrained by crew schedules in fully automated driverless
control system. systems). This could also likely include conflict prediction and
automatic regulation capabilities to resolve such conflicts.
The trend to move away from interlocking logic being
distributed along the right-of-way to centralised interlockings Technology trends will also support the seamless integration of
is expected to continue, with advances in computer-based signalling/train control systems with other operating elements
and communications-based technologies now capable of of a mass transit system to include platform edge doors,
supporting ‘cloud-based’ interlockings where the interlocking traction power systems, tunnel and station ventilation systems,
logic is capable of being performed off-site. While cloud-based passenger information systems, etc. in a manner that exploits
interlocking may be more applicable to long distance rail, with the operation and safety capabilities of the train control system.
interlocking logic for the entire rail network centralised at one Summary
location, there may also cost-saving opportunities in mass rapid
transit applications. In summary, we can see both trends towards ’smarter trains’,
with more and more of the basic signalling intelligence moved
Siemens, for example, is one supplier already working on these to the trains, as well as trends towards “smarter network
advanced technology alternatives. control”, with more and more of the train management control
intelligence moved to central control. Both of these trends have
Movement authority determination/enforcement
as one underlying objective eliminating or minimising track-
Requirements to establish limits of movement authority for based and wayside-based equipment which is seen to be a
every train operating in the network and to enforce compliance major system cost driver, both from an installation perspective
with these authorities (including enforcement of speed limits and a life-cycle cost perspective.
within these authority limits), will also continue to be key
requirements for any signalling/train control system. An integration/convergence of these two trends may also be
possible where (for example) optimised network management
The traditional/historical approach to achieving these can be achieved through the more sophisticated control
requirements has been wayside-focused. Equipment on the centre systems while autonomous train control concepts
wayside, which today is typically a network of processor-based could be utilised to support degraded mode of operation, if
wayside controllers, collects data on the location of trains communications with central control were lost.
within its control zone, and the limits of a safe route for each
train. These wayside controllers then utilise this information With the evolution of communications technology to provide
to establish movement authority limits for each train. The increased bandwidth, lower latencies and higher levels of
movement authorities are then communicated to each train and system availability, with the evolution of computer technology
train-borne equipment is responsible for ensuring compliance to provide increasing levels of processing power in smaller
with the movement authority limits. and smaller packages, and with the evolution of sensor
technologies, technology itself is no longer a significant
Technology trends are however moving more and more of the constraint on the evolution of signalling/train control systems.
signalling/train control intelligence to the trains, in order to The question is no longer “what does the technology enable me
minimise requirements for wayside and track-based equipment. to do?”, but rather “what is the business case I am looking to the
This specifically includes direct train-to-train communications, technology to deliver?”.
and autonomous train control techniques, where the train
could determine its own limit of movement protection, based Given the endless possibilities that new technologies now
on its knowledge of its local environment, rather than having to offer, without a clear focus on “what is the problem we are
rely on a movement authority calculated and communicated trying to solve”, and “what are the requirements we are seeking
from the wayside. to satisfy”, there is a risk that new technology will result in a
significant divergence in possible signalling/train control system
In the Alstom Urbalis Fluence product, for example, a train designs, leading to an increase in supplier-specific and agency-
receives its mission from central control, but it is the train itself specific solutions that in turn will result in a continued reliance
that computes the track resources needed for its movement, on proprietary, non-interoperable systems. If the industry
The train then requests the wayside controller/interlocking desires to move towards more standardised, global solutions,
to set and lock the required route, and when route status has with a convergence, rather than divergence, in signalling/
been confirmed, communicates directly with the train ahead to train control solutions, then this can only be achieved if there
establish its own movement authority limit. is first a convergence in user requirements that will in turn
With direct train-to-train communications, revisions to provide business-case benefits to both the operators and the
traditional safe braking models may also become practical to system providers.
support ‘relative braking’ and ‘train platooning’ concepts. Finally, while the availability of more sophisticated, software-
Train service management based technologies may offer a range of potential benefits
to signal engineers and mass transit operators, the historical
Requirements to better manage and regulate train movements, challenges associated with the introduction of any new
utilising optimisation algorithms and decision support systems computer-based and communications-based solution will
to ensure stability of network operations even in cases of remain. These include achieving a solution that is both reliable
operations at the capacity limit, can be expected to increase. and maintainable within a mass transit operating environment,
The trend is to move more and more of the train service the development of the safety case for the increasingly
management intelligence to central control, specifically to complex systems, protecting against ever more sophisticated
include the optimisation of train movements in a way that cyberthreats, managing and controlling the inevitable software
provides maximum benefits to the passengers and maximum updates and addressing issues of system obsolescence.
9Converting a GoA1 commuter
railway to a GoA4 driverless Metro
– The Sydney Metro Experience
Steve Allday
This is the sixth and final paper of the Background
2019/2020 presidential programme. The Northwest section of the new route entered
The Sydney Metro is the first driverless service in June 2019. This included eight new
passenger carrying railway to be built stations and the conversion of five existing Sydney
in Australia, the first stage having been Trains underground stations. The alignment
introduced into service in June 2019 is predominantly ‘grade separated’ with the
between Tallawong and Chatswood (Sydney exception being the depot and the Operational
Metro Northwest). The second stage of the Control Centre (OCC) located at the end of the
project involves an element of new build line in Tallawong. It has a total length of 36km,
railway and the migration of an existing comprising 23km new build and 13km conversion
Grade of Automation (GoA ) 1 operated line of an existing underground network.
from Sydenham through to Bankstown to a A second section of Sydney Metro, the City and
GoA 4 operation. Southwest section, which effectively doubles the
The business requirement for the extension size of the network (See Figure 2) was announced
from Chatswood and the building of the Sydney in 2016. This extension will be commissioned
“This paper Metro City & Southwest is multi-faceted. It is to in two phases, the first being the City section
describes provide greater connectivity into the city from in December 2023 and the second being the
the northwest, which is an expanding growth Southwest section in November 2024.
the systems
area, to alleviate existing traffic congestion in the The City & Southwest section runs from
engineering south, thus enabling Sydney Trains to provide Chatswood, in tunnels beneath Sydney harbour
challenges of enhanced services on the City Circle line and at and the city and emerges at-grade from
achieving the the same time increase economic development Sydenham to Bankstown. The first phase is a
opportunities along the southwest corridor.
project” greenfield new build and the second phase a
The Sydney Metro City & Southwest project has brownfield conversion of an existing Sydney
differing challenges. The City section involves the Trains commuter line.
introduction of ‘integrated station developments’
and the Southwest section requires conversion of
Augmentation (City & Southwest
an operational railway, with a key objective being integrated with Northwest)
to minimise the time between the cessation of As the Northwest and City & Southwest sections
existing operations and introduction of the new are to form a vertically integrated, operated and
GoA 4 operation. maintained railway, it was considered that there
would be advantages in extending selected
This paper concentrates on the Southwest section
elements of the Northwest section to reduce
and describes the systems engineering challenges
integration complexity of both the systems and
of delivering the project. These challenges span
OCC and ultimately cost (Although this was
the spectrum of time, logistics, design, integration,
required to be demonstrated due to the scale of
construction, assurance and not least innovation.
’sole sourcing’ involved). The elements considered
to be of benefit to be retained/extended were;
rolling stock, Communication-based Train Control
(CBTC)/signalling, Centralised Control System
(CCS) and radio systems.
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