IN THIS ISSUE

Leaders’ Debate: Focusing on change

to transform the UK rail industry

Level crossing safety: Raising

awareness and reducing accidents

Meeting passenger expectations

in this era of seamless mobility

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02 2019 EXPERTISE | OPINION | INTELLIGENCE globalrailwayreview.com

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IN THIS ISSUE
Leaders’ Debate: Focusing on change
to transform the UK rail industry

Level crossing safety: Raising

Addressing challenges
with state-of-the-art
awareness and reducing accidents

Meeting passenger expectations

in this era of seamless mobility

ISSUE APR

02 2019 EXPERTISE | OPINION | INTELLIGENCE globalrailwayreview.com

track system techniques

Track systems,
engineering and design
As the rail industry remains under pressure
to improve network performance and resolve
capacity issues, experts explore some innovative
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mode for transporting people and cargo, innovative
techniques and technologies must be utilised to improve
network performance and resolve capacity issues.
SPONSORED BY:

techniques that can help create safer and

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RAILWAY infrastructure managers around the world continue
to face various challenges. Passengers demand on-time
G L O B A L R A I LWAY R E V I E W services and freight customers require well-organised and
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VOL 25 | ISSUE 02 | APR 2019 these requirements, it is crucial that they evaluate and assess
Founder: IAN RUSSELL their tracks – the core structure that enables wheels to roll.
Managing Director: JOSH RUSSELL
Editor: CRAIG WATERS Consisting of numerous elements including the rails,
Junior Editor: TARA NOLAN
Editorial Assistant: EVE DE CLERK fasteners, sleepers/ties and ballast/slab track), plus the
Commerical Director: SAM PIRANI
Sales Director: PETER LINES-TURNER underlying subgrade, tracks can only be a dependable
Senior Business
Development Manager: JESSICA RUSSELL surface for rail to run upon if they are regularly monitored and
Brand Marketing Exec: NATASHA BETTELL
Head of Marketing: JON RAESIDE maintained. Furthermore, a variety of engineering techniques
Design Manager: MARLON RUDDOCK
and harnessing emerging technology are helping engineers
To contact any of the Global Railway Review team,
use the format: initialsurname@russellpublishing.com CRAIG WATERS design, deploy and maintain a new era of track systems.
(i.e. cwaters@russellpublishing.com)
EDITOR Our Track Systems, Engineering and Design In-Depth Focus
cwaters@russellpublishing.com
ADVISORY BOARD MEMBERS on page 13 in this issue shines a spotlight on some of the
SIMON FLETCHER
Coordinator – Europe,
BEN MÖBIUS
Managing Director, VDB –
recent research activity and testing of new solutions. David Clarke, Technical Director at
UIC (International Union (German Railway Industry
of Railways) Association) the RIA explains that the UK rail sector and several British universities are at the forefront
PHILIPPE CITROËN
Director General, UNIFE –
MARTIN PLATZER
Senior Vice-President,
of harnessing innovation to improve track systems and that track designers are changing
(Association of the European Strategic Marketing & Business
Rail Industry) Development, voestalpine
their principles to take advantage of the various new tools available to the industry.
Schienen GmbH
LIBOR LOCHMAN
Executive Director, CER – ANDY KUNZ
$VUDLOZD\WUDǫ FYROXPHVLQFUHDVHWUDFNDQGWUDFNFRPSRQHQWVIDFHJUHDWHUULVNRI
(Community of European President & CEO,
Railway & Infrastructure US High Speed
failure if not monitored and maintained. However, as colleagues from Graz University
Companies) Rail Association (USHSR)
of Technology explain, there is huge potential in the use of distributed acoustic sensing
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Email: subscriptions@globalrailwayreview.com
Website: globalrailwayreview.com executed, then trains risk derailment. Repoint is a revolutionary technology that
overcomes these challenges and Tim Harrison, Loughborough University’s Senior
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Russell Publishing Ltd is registered as a Research Associate, provides more details of the project on page 22 in this issue.
Limited Company in England, Number
2709148 VAT Number GB 577 8978 47 Addressing challenges using state-of-the-art track system techniques will ultimately
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passengers and freight services.
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Published April 2019.

@GlobalRailway
1
 ...the UK is due to leave the European
Union in the coming few months,
changing our relationship with international
markets. This poses an opportunity to reach out
to new markets and for UK rail to export even
more abroad, but it also presents challenges in
XXXXX,
terms of skills retention, the recognition of
XX
standards and in ensuring smooth
cross-border trade

DARREN CAPLAN
Chief Executive of the
Railway Industry Association (RIA)
06

1 WELCOME
Addressing
challenges with
state-of-the-art
track system
techniques
ƑîĿijØîƥĚƑƙȡ/ēĿƥūƑȡ
Global Railway Review 48 INFRASTRUCTURE
Delivering
investment to ensure
4 NEWS
A round-up of the 26 REGULATION & LEGISLATION
Moving to a new
Northern Ireland
continues to develop
latest industry news legal regime for and prosper
global rail freight
6
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EXPERT VIEW /ƑĿŒ/DŽƥĿŞūDŽȡ'ĚƎƭƥNj /NJĚČƭƥĿDŽĚȡ¹ƑîŠƙŕĿŠŒ
Opportunities for ¬ĚČƑĚƥîƑNjHĚŠĚƑîŕȡ T¹
UK rail supply,
in uncertain times 39 EVENT PREVIEW
Railtex 2019
50 ROLLING STOCK
MAINTENANCE
Is there a place
'îƑƑĚŠ îƎŕîŠȡ
ĺĿĚIJɉ/NJĚČƭƥĿDŽĚȡ¤T for robotics in the

8 THE PASSENGER 46 INTERVIEW SPOTLIGHT

With Markus Gross
future of train
maintenance?
What are European Head of Product Line ¬ĿŞūŠcîƑƑĚƥȡ/ŠijĿŠĚĚƑĿŠij
railways delivering ¤îĿŕ'ƑĿDŽĚ¬NjƙƥĚŞƙȡ ƙƙƭƑîŠČĚʁ'ĚDŽĚŕūƎŞĚŠƥ
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to enhance
the passenger
experience?
gĿċūƑgūČĺŞîŠȡ/NJĚČƭƥĿDŽĚ Global Railway Review wants you
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¬ĚŠĿūƑ¡ūŕĿČNjēDŽĿƙĚƑ
Global Railway ReviewĿƙŕūūŒĿŠijIJūƑîƭƥĺūƑƙȦTIJNjūƭƑĚƎƑĚƙĚŠƥîɉƑîĿŕDžîNjūƎĚƑîƥūƑȡĿŠIJƑîƙƥƑƭČƥƭƑĚūDžŠĚƑȡ
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10 INTERVIEW SPOTLIGHT
With Brian Foskett
ƎƑūDŽūŒĿŠijɉČūŠƥĚŠƥîċūƭƥēĿijĿƥîŕĿƙîƥĿūŠȡĿŠIJƑîƙƥƑƭČƥƭƑĚȡɉƑūŕŕĿŠijƙƥūČŒȡƥĺĚƎîƙƙĚŠijĚƑȡɉƙĿijŠîŕŕĿŠijîŠē
ƥĚŕĚČūŞŞƭŠĿČîƥĿūŠƙȡƙîIJĚƥNjɉîŠēƙĚČƭƑĿƥNjȡƙƭƙƥîĿŠîċĿŕĿƥNjūƑƑĚijƭŕîƥĿūŠƙîŠēɉŕĚijĿƙŕîƥĿūŠƙȡƎŕĚîƙĚƙĚŠē
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sūŞîē'ĿijĿƥîŕ

globalrailwayreview.com
2
 GLOBAL RAILWAY REVIEW | Volume 25, Issue 02

LEADERS’ DEBATE
Contents
UK

31 Delivering change to
strengthen the UK
rail sector
In-Depth Focus

LEVEL CROSSING
PARTICIPANTS: SAFETY
Andrew Haines
ĺĿĚIJ/NJĚČƭƥĿDŽĚȡ

56
Network Rail
The battle to increase safety
Maggie Simpson, has not yet been won
'ĿƑĚČƥūƑHĚŠĚƑîŕȡ
In-Depth Focus Isabelle Fonverne,
Rail Freight Group
¬ĚŠĿūƑēDŽĿƙūƑȹ¬îIJĚƥNj
Tim Wood, ʁɉTŠƥĚƑūƎĚƑîċĿŕĿƥNjȡÀT
TRACK SYSTEMS,

60
Northern Powerhouse Rail
'ĿƑĚČƥūƑȡ¹ƑîŠƙƎūƑƥIJūƑ ENGINEERING & Eliminating risk and
the North DESIGN creating a safer railway
Anthony Smith, in Great Britain

14
ĺĿĚIJ/NJĚČƭƥĿDŽĚȡ
Continually improving track Robert Wainwright,
Transport Focus
OĚîēūIJgĚDŽĚŕ ƑūƙƙĿŠijƙȡ
systems for optimum safety Network Rail

63
and efficiency
David Clarke, Remaining a step ahead

54
¹ĚČĺŠĿČîŕ'ĿƑĚČƥūƑȡ¤T of regulations
WEBINAR HIGHLIGHTS

18
Tarvi Viisalu,
Next generation of Fibre optic sensing in railway OĚîēūIJƥĺ̬îIJĚƥNj'ĚƎîƑƥŞĚŠƥȡ
spares services by a new infrastructure monitoring EVR

66
online marketplace and Ivan Vidovic, ¤ĚƙĚîƑČĺƙƙūČĿîƥĚ
advanced 3D parts and Matthias Landgraf, Senior Expert Panel
In association with ¬ČĿĚŠƥĿƙƥȡ¹ÀHƑîǕ PARTICIPANTS:
Siemens Mobility Institute of Railway Engineering
and Transport Economy
Isabelle Fonverne,

59
¬ĚŠĿūƑēDŽĿƙūƑȹ¬îIJĚƥNj

22
EVENT PREVIEW ʁɉTŠƥĚƑūƎĚƑîċĿŕĿƥNjȡÀT
ILCAD 2019 Repoint: The future of
track switching Clare Povey,
OqTŠƙƎĚČƥūƑūIJ¤îĿŕDžîNjƙȡ~¤¤

69 WEBINAR PREVIEW
How to implement
Tim Harrison,
¬ĚŠĿūƑ¤ĚƙĚîƑČĺƙƙūČĿîƥĚȡ
gūƭijĺċūƑūƭijĺÀŠĿDŽĚƑƙĿƥNj
Andrew Knight,
/NJƎūƑƥqîŠîijĚƑȡ¤ūƙĚĺĿŕŕ¤îĿŕ
efficient railway
maintenance through
digitalisation COVER SPONSOR:
TŠîƙƙūČĿîƥĿūŠDžĿƥĺŕƙƥūŞ

70
¤îĿŕƥĚNJǨǦǧǯDžĿŕŕƥîŒĚƎŕîČĚūŠǧǪȹǧǬqîNjǨǦǧǯîƥ
EVENTS DIARY ƥĺĚs/ ĿŠĿƑŞĿŠijĺîŞȡÀeȦGĿƑƙƥƙƥîijĚēĿŠǧǯǯǩȡ
A look at forthcoming ¤îĿŕƥĚNJĿƙƥĺĚÀeɄƙƎƑĚŞĿĚƑĚNJĺĿċĿƥĿūŠūIJƑîĿŕDžîNj
industry events ĚƐƭĿƎŞĚŠƥȡƙNjƙƥĚŞƙîŠēƙĚƑDŽĿČĚƙîŠēČūŠƥĿŠƭĚƙƥū
enjoy strong support from all organisations shaping

72
ƥĺĚÀeɄƙƑîĿŕĿŠēƭƙƥƑNjċNjîƥƥƑîČƥĿŠijŞîŠîijĚƑƙȡ
INTERVIEW SPOTLIGHT engineers and buyers at the highest level.
With Olivia Griscelli www.railtex.co.uk
 /NJĺĿċĿƥĿūŠ'ĿƑĚČƥūƑȡ
qîČŒƑūūŒƙ/NJĺĿċĿƥĿūŠƙ

@GlobalRailway
3
NEWS

THE EDITOR'S PICK OF THE MOST

INTERESTING DEVELOPMENTS WITHIN
THE GLOBAL RAILWAY INDUSTRY

© virgintrains.co.uk
Funding approved
for construction of
Melbourne Airport
Òęĭ\ęĸĪ
INFRASTRUCTURE

Australian Prime Minister, Scott Morrison,

and Victorian Premier, Daniel Andrews have
A member of Virgin staff puts the
signed an agreement setting out the strategic VR technology through its paces
objectives, governance arrangements
and information sharing processes for
construction of the Melbourne Airport Rail
VR technology could help train
\ęĸĪęĸÒɚǰǯíęĭĭęłĸħłęĸŰîłĶĶęŰĶúĸŰȫ
A project team will be established to
Virgin Trains’ future employees
drive the development of a full Business Case DIGITALISATION
for the project, which will not only connect
Virgin Trains has partnered with students from in real-time situations. This includes dealing with
eúĭíłŸşĸúęşŜłşŰŰłŰĔúşÒęĭĸúŰƑłşĪČłş
Solihull College & University Centre to help develop ĪęŰîĔúĸɁşúĭÒŰúôÒîîęôúĸŰŦłĸÒĶłƐęĸčŰşÒęĸȫ
ŰĔúƥşŦŰŰęĶúȾíŸŰÒĭŦłęĸŰúčşÒŰúęŰƑęŰĔŰĔú
virtual reality (VR) technology to aid training in Andy Rennie Scrivens, On-Board Manager,
Metro Tunnel and the future Suburban
health and safety for new recruits. added: “This project gives trainees the possibility to
Rail Loop and pave the way for fast-rail to
The students have created a VR carriage for reach every area of the train, for training new starters
the regions.
Virgin Trains which could be used by trainee staff or refresher training it could be a massive plus. The
eúĭíłŸşĸúęşŜłşŰęŦÒĪúƗŜÒşŰłČ
in the future. ĭęĪúĸúŦŦŰłŰĔúĪęŰîĔúĸęŦíşęĭĭęÒĸŰȰJîÒĸŦúúŰĔęŦíúęĸč
Victoria and Australia’s economic growth.
Garry Hall, Head of Safety for Virgin Trains, ŸŦúČŸĭŰłúƐúşƗłĸúƑłşĪęĸčÒŰúƐúşƗɔĭúƐúĭȫɊ
JĸɔDZǯǰǵɁDZǯǰǶȦęŰĔÒĸôĭúôĶłşúŰĔÒĸDzǴĶęĭĭęłĸ
said: “The carriage is far more realistic than The VR headset immediately transports the
passenger movements and it is expected to
I expected, and the train is very close to the actual wearer to the ‘carriage’ which mirrors a Virgin Train.
ÒĭĶłŦŰôłŸíĭúŰłĶłşúŰĔÒĸǵǶĶęĭĭęłĸíƗ
ŰĔęĸčȫJŰɌŦŰĔúƥşŦŰŰęĶú½ęşčęĸžşÒęĸŦĔÒƐúŰÒĪúĸŜÒşŰ Hand-held devices are used to practice their duties
DZǯDzǷȦÒŦ½ęîŰłşęÒɌŦŜłŜŸĭÒŰęłĸîłĸŰęĸŸúŦŰł
ęĸÒŜÒşŰĸúşŦĔęŜŜşłħúîŰĭęĪúŰĔęŦÒĸôŰĔúŜłŰúĸŰęÒĭ ‘on board’ and deal with health and safety issues.
grow and demand increases. The Melbourne
is massive.” Head of Computing at the College, Mohammed
ęşŜłşŰÒęĭ\ęĸĪƑęĭĭÒĭĭúƐęÒŰúîłĸčúŦŰęłĸ
The students developed software which Mayer, commented: “This is the latest trend in
on the Tullamarine Freeway (the main
recreates health and safety scenarios inside a virtual training employers. Virtual technology can not only
şłÒôîłĸĸúîŰęłĸŰłŰĔúÒęşŜłşŰȺÒĸôŸĸĭłîĪ
îÒşşęÒčúĪęŰîĔúĸȫJĸŜŸŰŰęĸčŰşÒęĸúúŦŰĔşłŸčĔŰĔúęş ôúƐúĭłŜÒŦęĶŸĭÒŰęłĸŰłîşúÒŰúŦłĶúŰĔęĸčŦęĶŜĭúĭęĪú
capacity for the growing population in
ŜÒîúŦęĸ½ȦĸúƑŦŰÒČČîÒĸŰÒîĪĭúŦÒČúŰƗęŦŦŸúŦ ĶÒĪęĸčÒîłČČúúȦíŸŰŰĔęŦîÒĸĸłƑúƖŰúĸôŰłíŸęĭôęĸč
Melbourne’s north-west.
in a virtual setting which can then be deployed an entire train carriage.”

ÖBB orders 61 Vectron MS

© siemens.com

locomotives from Siemens Mobility

ROLLING STOCK

ŸŦŰşęÒĸ=úôúşÒĭÒęĭƑÒƗŦȹzȺĔÒŦłşôúşúôǵǰ½úîŰşłĸe”ĭłîłĶłŰęƐúŦȹŜęîŰŸşúôȺČşłĶ”ęúĶúĸŦełíęĭęŰƗȰîÒĭĭęĸč
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žĔęŦíşęĸčŦŰĔúŰłŰÒĭĸŸĶíúşłČĭłîłĶłŰęƐúŦłşôúşúôŰłôÒŰúŰłǰǯǷȫžĔúĭłîłĶłŰęƐúŦƑęĭĭíúłŜúşÒŰúô
íƗŰĔúÒęĭÒşčł>şłŸŜȦŰĔúČşúęčĔŰôęƐęŦęłĸłČzȦÒĸôƑęŰĔôúĭęƐúşęúŦŦúŰŰłíúčęĸęĸeÒşîĔDZǯDZǯȦŰĔúƗ
are planned to enter cross-border freight services in several European countries.
žĔúĭłîłĶłŰęƐúŦĔÒƐúÒĶÒƖęĶŸĶłŸŰŜŸŰłČǵȫdzĶúčÒƑÒŰŰŦȦÒŰłŜŦŜúúôłČǰǵǯĪĶȱĔÒĸôÒşúúŞŸęŜŜúô
ƑęŰĔŰĔúşúŞŸęşúôĸÒŰęłĸÒĭŰşÒęĸîłĸŰşłĭŦƗŦŰúĶŦÒŦƑúĭĭÒŦ+ž”ȫ

4 globalrailwayreview.com
 GLOBAL RAILWAY REVIEW | Volume 25, Issue 02

Funding allocated for high-speed rail

ŰŸĸĸúĭĭęĸĪęĸč=ęĸĭÒĸôÒĸô+ŦŰłĸęÒ
HIGH-SPEED RAIL

China’s Touchstone Capital Partners have allocated JĸDZǯǰǷȦÒČúÒŦęíęĭęŰƗŦŰŸôƗČłşŰĔúŜşłħúîŰƑÒŦ

ɜǰǴíęĭĭęłĸłČČŸĸôęĸčČłşÒŜşłŜłŦúôŸĸôúşŦúÒ completed, which estimated that the project will
EúĭŦęĸĪęȾžÒĭĭęĸĸşÒęĭŰŸĸĸúĭȰîłĸĸúîŰęĸčŰĔúîÒŜęŰÒĭŦ îłŦŰŸŜŰłɜDZǯíęĭĭęłĸȦęĸîĭŸôęĸčŜĭÒĸĸęĸčȦŰŸĸĸúĭ
of Finland and Estonia. îłĸŦŰşŸîŰęłĸȦŰĔúíŸęĭôęĸčłČŰƑłÒşŰęƥîęÒĭęŦĭÒĸôŦȦ
žĔúŜÒşŰęúŦęĸƐłĭƐúôȾęĸîĭŸôęĸčŰĔúôúƐúĭłŜúş stations, terminals and depots.
łČŰĔúŜşłħúîŰ=ęĸ+ŦŰÒƗşúÒ%úƐúĭłŜĶúĸŰȾÒşú There would be a huge positive impact on
now negotiating the details of the funding, but it has the economies of both countries as a result of the
been agreed that one third of the funding will come ŰŸĸĸúĭȾúČČúîŰęƐúĭƗîşúÒŰęĸčÒĶÒħłşĶúŰşłŜłĭęŰÒĸ
from venture capital (providing Touchstone with area spanning the Baltic sea.
ÒĶęĸłşęŰƗŦŰÒĪúęĸŰĔúŜşłħúîŰȺÒĸôŰƑłŰĔęşôŦČşłĶ JĸDZǯǰǷȦ=ęĸĭÒĸôɌŦeęĸęŦŰúşłČžşÒĸŦŜłşŰÒĸô
ôúíŰƥĸÒĸîęĸčȫ Communications, Anne Berner, said: “The tunnel
Finland and Estonia, divided by the Gulf would, together with the Rail Baltica railway project
łČɔ=ęĸĭÒĸôȦĔÒƐúíúúĸŜĭÒĸĸęĸčŰłîłĸŦŰşŸîŰŰĔú and the Arctic railway line, connect the Arctic
ŸĸôúşŦúÒşÒęĭŰŸĸĸúĭČłşŦúƐúşÒĭƗúÒşŦȫžĔúǰǯǯĪĶɁĭłĸč region with the heart of Europe via Finland. The
tunnel is expected to reduce travel time from a two- ŰŸĸĸúĭîłŸĭôŰĔŸŦíúÒŦęčĸęƥîÒĸŰŜşłħúîŰČłşÒĭĭłČ
ĔłŸşɁĭłĸčČúşşƗħłŸşĸúƗŰłÒŜŜşłƖęĶÒŰúĭƗDZǯĶęĸŸŰúŦȫ =ęĸĭÒĸôÒĸô+ŸşłŜúȦĸłŰħŸŦŰEúĭŦęĸĪęÒĸôžÒĭĭęĸĸȫɊ
Azuma train undergoing tests

LNER announces
new Azuma
trains will enter
service in May
ROLLING STOCK

London North Eastern Railway (LNER) has

announced that new Azuma trains will
úĸŰúşŦúşƐęîúłĸŰĔú\łĸôłĸȾ\úúôŦşłŸŰú
łĸǰǴeÒƗDZǯǰǸȫ

CN to invest more than $5 million The trains have been through rigorous
testing with engineers and technical staff
ęĸɔgłƐÒ”îłŰęÒɌŦşÒęĭęĸČşÒŦŰşŸîŰŸşú ČşłĶEęŰÒîĔęÒęĭȦgúŰƑłşĪÒęĭÒĸôŰĔú
Department for Transport (DfT), ensuring
INFRASTRUCTURE they will meet the standards LNER sets for

ÒĸÒôÒɌŦgÒęĭƑÒƗȹgȺęŦŜĭÒĸĸęĸčŰłęĸƐúŦŰĶłşúŰĔÒĸɚǴĶęĭĭęłĸôŸşęĸčDZǯǰǸŰłŦŰşúĸčŰĔúĸŰĔú customer service.

şÒęĭĸúŰƑłşĪÒîşłŦŦgłƐÒ”îłŰęÒȰęĶŜşłƐęĸčŦÒČúŰƗÒĸôŦŸŜŜłşŰęĸčúČƥîęúĸŰŦúşƐęîúȫ LNER Managing Director, David Horne,

eęîĔÒúĭ=ÒşĪłŸĔȦ½ęîúŠşúŦęôúĸŰłČgɌŦ+ÒŦŰúşĸúčęłĸȦŦÒęôȥɉ=łĭĭłƑęĸčÒşúîłşôîÒŜęŰÒĭ said: “This is what customers up and down

ŜşłčşÒĶĶúęĸDZǯǰǷȦgĔÒŦíúúĸÒíĭúŰłŰÒĪúłĸĶłşúŰşÒČƥîČşłĶôęČČúşúĸŰîłĶĶłôęŰƗŦúîŰłşŦíÒŦúô the country have been waiting for and

łĸîłĸŰşÒîŰŦƑęŰĔłŸşîŸŦŰłĶúşŦȫJĸDZǯǰǸƑúÒşúîłĸŰęĸŸęĸčŰłęĸƐúŦŰŰłíłłŦŰîÒŜÒîęŰƗÒĸôĸúŰƑłşĪ represents a monumental milestone for rail

şúŦęĭęúĸîƗÒĸôŰłĶúúŰčşłƑęĸčŰşÒČƥîłĸłŸşîłşşęôłşŦÒîşłŦŦŰĔúşúčęłĸȫpƐúşŰƑłƗúÒşŦȦgƑęĭĭĔÒƐú ŰşÒƐúĭȫ¾úɌƐúƑłşĪúôƐúşƗĔÒşôÒĭłĸčŦęôúłŸş

ĶÒôúÒɚDZǴĶęĭĭęłĸęĸƐúŦŰĶúĸŰęĸgłƐÒ”îłŰęÒȫɊ partners and suppliers to reach this point and

žĔúgłƐÒ”îłŰęÒęĸƐúŦŰĶúĸŰŦÒşúŜÒşŰłČgɌŦDZǯǰǸşúîłşôɚDzȫǸíęĭĭęłĸîÒŜęŰÒĭęĸƐúŦŰĶúĸŰČłîŸŦúô JĭłłĪČłşƑÒşôŰłčęƐęĸčÒĭĭłŸşîŸŦŰłĶúşŦÒĸ

on enabling growth from all commodity segments, including consumer goods, grain, agricultural, excellent experience every time they travel

ČłşúŦŰÒĸôúĸúşčƗŜşłôŸîŰŦČşłĶÒĭĭîŸŦŰłĶúşŦȦŦÒČúĭƗÒĸôúČƥîęúĸŰĭƗȫpƐúşŰƑłƗúÒşŦȦgƑęĭĭĔÒƐú with us.”

ĶÒôúÒɚǶȫdzíęĭĭęłĸîÒŜęŰÒĭęĸƐúŦŰĶúĸŰȫ LNER customers will witness more seats

gęŦîŸşşúĸŰĭƗôúŜĭłƗęĸčęĶŜłşŰÒĸŰŦÒČúŰƗúĸĔÒĸîęĸčŰúîĔĸłĭłčęúŦÒîşłŦŦęŰŦĸúŰƑłşĪȦŦŸîĔÒŦ ÒĸôĶłşúŦúşƐęîúŦÒîşłŦŦŰĔúĸúŰƑłşĪÒŦ

ŰĔúŸŰłĸłĶłŸŦžşÒîĪJĸŦŜúîŰęłĸŠşłčşÒĶȦ%ęŦŰşęíŸŰúôęşÒşŦÒĸôŸŰłĶÒŰúôJĸŦŜúîŰęłĸŠłşŰÒĭŦȫ Azuma trains are introduced, with the total

These innovations, combined with CN’s investments in locomotives, capacity, infrastructure and train ƦúúŰęĸîşúÒŦęĸčČşłĶdzǴŰłǵǴŰşÒęĸŦȫ

îşúƑŦȦƑęĭĭŦŸŜŜłşŰŰĔúŦÒČúÒĸôúČƥîęúĸŰĶłƐúĶúĸŰłČîŸŦŰłĶúşŦɌčłłôŦŰłŰĔúęşúĸôĶÒşĪúŰŦȫ The trains are being manufactured

gɌŦgłƐÒ”îłŰęÒşÒęĭĸúŰƑłşĪîłĸĸúîŰŦŰĔúŠłşŰłČEÒĭęČÒƖîłĸŰÒęĸúşŰúşĶęĸÒĭŦƑęŰĔĶÒşĪúŰŦęĸ in Britain by Hitachi Rail at its purpose-

Central Canada and the U.S. Midwest and accesses CN’s Autoport facility which handles vehicles for built factory in Newton Aycliffe,

distribution across North America and to Newfoundland. County Durham.

@GlobalRailway 5
 Opportunities for UK
rail supply, in uncertain times
Darren Caplan, Chief Executive of the Railway Industry
Association (RIA), writes that whilst the UK’s economy and its
role in the world is clearly under the spotlight, it is heartening
that research carried out in 2018 shows the UK railway
industry is an even greater economic contributor to the
country than previously thought.

EGARDLESS of Brexit uncertainty, the individual projects go through a stage-gate

R Oxford Economics report of 2018 shows

conclusively that rail is a positive sector
for UK plc, generating over £36 billion in
economic growth, supporting some 600,000 jobs,
securing £11 billion in tax revenue for the
Exchequer every year, and stimulating for every
£1 spent on rail £2.20 of income in the wider
HFRQRP\5DLOLVQRWMXVWDKXJHO\VLJQLǩFDQW
sector in its own right but is essential to the wider
economy. It exports over £800 million too; critical
at a time when the UK is seeking to redouble its
HǨRUWVWRH[SORLWPDUNHWVDOODURXQGWKHZRUOG
As we stand before the new funding cycle,
Control Period 6 (CP6), the industry now faces
challenges but also great opportunity in this period
of political uncertainty.
The challenges
Brexit will clearly provide challenges to the rail
supply sector. The UK is due to leave the European
Union in the coming months, changing our
relationship with international markets. This poses
an opportunity to reach out to new markets and
for UK rail to export even more abroad, but it also
presents challenges in terms of skills retention, the
recognition of standards and in ensuring smooth
cross-border trade.
A new CP6 enhancements process also provides
challenge. The shift to a new Rail Network
Enhancements Pipeline (RNEP) approach, where
approach before coming to market, provides little
visibility for the supply chain on projects other
than those already known in the so-called ‘Hendy
Tail’, hanging over from CP5. Under the RNEP
a project can fail to progress through at any stage
and can take any amount of time to get through
the Pipeline. As such, there are likely to be few
construction ready schemes, meaning the supply
LQGXVWU\FRXOGVHHDVLJQLǩFDQWKLDWXVEHIRUHDQ\
infrastructure work comes to market.
This is exacerbated by the ‘boom and bust’
UHQHZDOVZRUNORDGSURǩOHVZHKDYHVHHQLQ
previous Control Periods, which makes it hard for
businesses to plan, invest and innovate. Coupled
with the Williams Rail Review, and political debates
over systems of ownership, the hiatus risk will
continue to grow over the next couple of years.
The industry also faces a challenge from
government to decarbonise our rail network by
2040. We welcome this challenge but believe it is
RQO\SRVVLEOHLIUDLOZD\HOHFWULǩFDWLRQǁIRUZKLFK
the government’s recent approach can only be
described as heavily conditional at best – is part of the
solution, alongside emerging technologies such as
battery, bi-mode, tri-mode and hydrogen. RIA’s new
(OHFWULǩFDWLRQ&RVW&KDOOHQJHUHSRUWVKRZVWKDWWKH
FRVWRIHOHFWULǩFDWLRQSURMHFWVFRXOGEHSHUFHQW
lower than some past projects, if we have a rolling
10-year programme of projects. The risk is that the
government fail to give that certainty.

globalrailwayreview.com
6
 GLOBAL RAILWAY REVIEW | Volume 25, Issue 02

The opportunities
Despite the challenges and the uncertainty
surrounding Brexit, systemic debates, a new Control
Period and reduced enhancements visibility and
HOHFWULǩFDWLRQFHUWDLQW\WKHFRPLQJǩYH\HDUVVWLOO
hold a lot of promise for the UK’s rail industry.
CP6 contains a record £48 billion in funding for
the operation, maintenance and renewal of the
UDLOQHWZRUNLQ(QJODQGDQG:DOHVǁDVLJQLǩFDQW
sum, and an amount which shows the government
understands the importance of a well-running
rail system. The Williams Rail Review may lead to
radical change in the industry, seeing changes in
the structure of the entire rail sector – potentially
EHQHǩWLQJWKRVHWKDWEXLOGPDLQWDLQDQGHQKDQFH
our railways. The government has even agreed
a Rail Sector Deal with rail as part of its industrial
strategy, showing how it will work closely with
rail in the next couple of years on issues around
sustainability, digitalising the railway, data, and, of
course, exports.
Several major projects, at various stages of
development, will progress over the coming years
too. To name just a few, Crossrail will be completed,
High Speed Two (HS2) construction work should
EHLQIXOOǪRZWKH7UDQVSHQQLQH5RXWHZLOOEH
upgraded, and projects including East West Rail,
Northern Powerhouse Rail and Crossrail 2 will be
developing at pace. All these schemes will bring
PDMRUHFRQRPLFEHQHǩWVLQYHVWPHQWMREVDQG
DARREN CAPLAN joined
greater connectivity, delivering improvements the RIA as Chief Executive
across the UK. in January 2017. Since
The rail network will also see the implementation then he has led the team
of innovative new technologies and processes, with a mission to promote
rail supply sector growth,
spurred by initiatives such as the UK Rail Research
increase the RIA’s visibility
and Innovation Network (UKRRIN), the £92 million amongst political and
partnership between industry and academia. The stakeholder decision-makers
Digital Railway Programme will also be improving and influencers, and ensure
reliability and capacity on parts of the network. the RIA develops into the
very best trade association
it can be for its members.
Conclusion Prior to the RIA, Darren was
'HVSLWHWKHVHXQFHUWDLQWLHVVLJQLǩFDQWIXQGLQJLV for six years Chief Executive
committed and, as the Oxford Economics report of the Airport Operators
shows, now is an exciting time to be in UK rail. The Association (AOA), and
prior to this he worked for
industry is bubbling with new ideas, upcoming
14 years in communications,
projects and innovation. Yes, the industry will also politics and public affairs
see great change over the coming years, but the UK across several sectors
rail supply community stands ready to adapt and including infrastructure,
be bold in its thinking for what will be a period of planning and technology.

real opportunity both now and in the future.

@GlobalRailway
7
THE PASSENGER
What are European
railways delivering to enhance
the passenger experience?
From the Community of European Railway and Infrastructure Companies
(CER), Libor Lochman, Executive Director and Ulrich Fikar, Senior Policy Adviser
– Passenger, explore the options which ensure rail becomes more attractive to
passengers as the expectations of seamless mobility continue to grow.
LIBOR LOCHMAN has been
Executive Director of the CER
since 1 January 2012. Libor
graduated at the Transport
University in Zilina and has
a doctorate in electronics from
the West-Bohemian University
Plzen. He has an extensive
background in control-
command and signalling
systems and has acted as
Director of the Railway Test
Centre – a facility for testing
European rolling stock,
infrastructure and signalling
components in Prague. Libor
joined the Advisory Board
of Global Railway Review
in January 2013 (then known
as European Railway Review).
8
HE RAIL sector plays an important role
T in the EU economy, with 2.3 million
EU citizens directly and indirectly
employed and a Gross Value Added
(GVA) of €149 billion. Rail is also nine times less
CO2 -intensive than aviation for passenger travel.
Passenger rail transport in Europe has been
growing its market share for the last decade.
Railways in the EU transported approximately
nine billion passengers in 2016. Passengers
travelled 489 million kilometres by rail
LQDQGWUDǫ FYROXPHVKDYHEHHQLQFUHDVLQJ
at a 1.6 per cent average growth rate over
the last decade.
Rail is a popular means of transport for European
FLWL]HQV)RXURXWRIǩYH(XURSHDQVWDNHWKHWUDLQ
occasionally, at the very least. Nevertheless, there
is a lot of ground still to be gained.
Passengers nowadays expect seamless mobility;
however, mobility is a highly competitive business.
The train operating companies are therefore
GHYHORSLQJPRUHDWWUDFWLYHRǨHUVIRUSDVVHQJHUV
striving to ensure all their trains and services meet
the highest standards and embracing digitalisation
and innovation that enable them to act as
a mobility integrator.
7RDOORZSDVVHQJHUUDLOVHUYLFHVWRIXOǩOWKHLU
development potential, railway undertakings
need to be able to rely on the rapid deployment
of a stable regulatory framework in
combination with a committed European policy
promoting decarbonisation of transport and
environment-friendly mobility.
Improving the passenger experience
CER members understand passenger experience
is a decisive factor when customers pick a transport
mode in a highly competitive environment.
It can take just one unsatisfactory experience
to change the perception of an overall reliable and
safe product. For example, the recent Rail Market
Monitoring Report indicates that on average
90 per cent of rail passenger services are punctual.
However, another survey by the European
Commission, the Eurobarometer on rail satisfaction,
shows that only 59 per cent of the respondents
DUHVDWLVǩHGZLWKWKHSXQFWXDOLW\DQGUHOLDELOLW\
of railway travel.
Depending on whether passengers choose
to travel on long-distance, high-speed, regional
or commuter services, they carefully consider
a combination of many quality factors, such
globalrailwayreview.com
 GLOBAL RAILWAY REVIEW | Volume 25, Issue 02

Rail has gained modal share LEFT: These figures

Passenger modal share from the EC show that
2011-2016 between 2011 to 2016,
rail modal share
Bus & Coach 9.3% ј 0.5%
compared to other
land transport modes
Railways 7.6% ј 0.6%
rose from 7.0 per cent
to 7.6 per cent.
Tram & Metro 1.8% ј 0.2%
However, the share
of travel by passenger
cars is towering at
81.3 per cent.
Passenger cars 81.3% љ 1.3%

SOURCE: European Commission, 6th RMMS report

DVMRXUQH\WLPHUHOLDELOLW\IUHTXHQF\ǪH[LELOLW\ train journeys involve another mode of transport

and customer information.
The railways are determined to better meet the
need of the individual rail passengers. They are
putting their resources into developing seamless
door-to-door customer services that include,
amongst others, advanced route planning, real-time
WUDǫ FLQIRUPDWLRQPRELOHDSSOLFDWLRQVLPSOHPHQWLQJ
UHODWHGSXVKQRWLǩFDWLRQVDQGWLFNHWLQJ
Ticketing is indeed key: 75 per cent
RI(XURSHDQVDUHVDWLVǩHGZLWKWKH
ease of buying tickets. Nowadays, passengers can
buy train tickets via innovative distribution and
sales channels inxalmost all EU countries, but there
is no room for complacency. Railway undertakings
therefore commit to implement e-ticketing for all
their passenger services and continue to explore
how to best provide dynamic travel information for
the entire journey.
Cross-border journeys and through-ticket systems
are progressively being developed for passengers
who are planning journeys using transport services
from multiple operators.
In 2016, railways and ticket vendors completed
DVHWRIGLVWULEXWLRQVSHFLǩFDWLRQVWKHVRFDOOHG
Full Service Model (FSM), a voluntary industry
initiative between railways and third-party ticket
vendors which is enabling wide distribution of
European railway tickets. 2018 saw an increased
XSWDNHRIWKH)60VSHFLǩFDWLRQZLWKPRUHUDLOZD\
undertakings applying it and thus ultimately
complementing the already existing European
TAP TSI standards. The FSM also contributes
to enhancing service quality, from the provision
of pre-journey information to after-sales support;
it has also been designed to facilitate the
distribution of multimodal products.
Conditions for success
With all the aforementioned arguments it is obvious
that railways must become the backbone of an
intermodal mobility chain, since the majority of
to and from the station. With 83 per cent of
Europeans living within 30 minutes of a railway
station, train stations are natural hubs for
multimodal journeys.
How can we further boost the role of railways
in sustainable mobility and attract passengers?
In February 2019, the CEOs of CER member ULRICH FIKAR is a Senior
companies adopted the association’s policy Policy Adviser – Passenger
agenda for the years 2019-20241 to inaugurate the for the CER. Ulrich has
worked in Brussels for
upcoming new EU legislature with clear sectoral
several years for the
self-commitments as well as requests for ever manufacturing sector.
better accompanying policies. The document Before joining CER he was
lays out how the rail sector commits to continue EU Public Affairs Manager
improving its processes and services and places for Danfoss, a leading
technology company, and
emphasis on customer orientation.
provided advocacy on energy
However, we also need EU policies that are efficiency and digital policies.
consistent and coherent to foster the role of rail For Orgalime, the European
as the backbone of a sustainable European Engineering Industries
transport system and economy. While the Association, Ulrich was an
Adviser on infrastructure
sector is working hard to increase railways’
policies, including smart
competitiveness and to attract more passengers cities and intelligent
to rail, policy-makers need to play a key role transport systems.
in ensuring that fair framework conditions support He gained first-hand
rail’s growth and ability to deliver on the EU’s experience in diplomacy as
a trainee at the cabinet of
modal shift targets. Intermodal competition is
the former President of the
increasing, and it is well-known that the rail sector European Council, Herman
has the highest social, safety and environmental Van Rompuy.
standards compared to other transport modes –
which go hand-in-hand with cost-related distortions
between rail and other transport modes.
$WWKHVDPHWLPHWKHVHFWRUQHHGVHǫ FLHQWDQG
well-maintained rail infrastructure, which remains
a key prerequisite for railways to be able to deliver
DQGFRPSHWHE\RǨHULQJWKHPRVWUHOLDEOHVDIHDQG
environmentally-friendly means of transportation. REFERENCE
8OWLPDWHO\WKHVHFWRULVǩUPO\HQJDJLQJZLWK
passenger associations and is listening to critique
1. www.cer.be/publications/
and ideas from its passengers to improve rail latest-publications/
cer-policy-agenda-2019-2024
services whilst maintaining its core feature of being
DVDIHǪH[LEOHDQGDǨRUGDEOHWUDQVSRUWPRGH

@GlobalRailway
9
INTER VIEW
What evidence is
there that passengers
want an intelligent
journey experience?
The continued growth in
on-train Wi-Fi adoption and
the proliferation of over-the-top
transportation related services
aligns with Mobility-as-a-
Service (MaaS) trends. The
underlying requirement for
MaaS is a comprehensive suite
of applications that facilitates
the planning and payments for
door-to-door journeys.
The current approach
remains fragmented, with
few players truly providing
an integrated view of the
journey. As an example, taxi
booking applications generally
are not integrated into live
train schedules. Therefore,
delays to one leg of the
journey are not automatically
pushed along the service
pipeline (i.e. journey segments
remain in silos). As passenger
expectations develop, so must
service implementations.
Reliable connectivity is
an ‘expected norm’. Being
connected constantly is
simply expected. Now, it is not
just passengers we need to
connect, but a wider base
of stakeholders as this plays
a valuable role in enriching
passenger experience.
To what extent have train
operating companies had to
adapt to meet modern day
passenger expectations?
10
SPOTLIGHT
Nomad Digital’s Product Manager, Brian Foskett,
explains how passenger expectations are developing in
today’s connected world and what digital solutions are
available to train operating companies as they strive to
enrich the passenger experience.
Expectations have continued
WRJURZVLQFHWKHǩUVWRQWUDLQ
Wi-Fi service was introduced.
Reliable, high-speed
connectivity is the baseline
that passengers require.
Train operators continue
to invest in next generation
hardware platforms and
upgrades to the on-train
network, including migration
to a 10Gbit/s backbone.
This continued investment
in infrastructure enables
a new raft of entertainment
services to be deployed. These
include on-train media systems
providing a library of movies
and TV shows, as well as more
recently, the introduction of
live TV streaming for popular
sporting events.
Finally, the insatiable
appetite for information is
being addressed through
multiple channels. These
include Passenger Information
Systems (PIS) screens being
deployed throughout trains
and stations, as well as train
operating company branded
mobile applications that provide
continuous journey updates,
and access to premium
services such as in-seat
refreshment ordering.
What are the main
intelligent digital
technologies and solutions
that train operating
companies want to deploy?
Firstly, train operators
are looking beyond raw
connectivity towards more
advanced passenger services
and the migration towards
MaaS, leveraging highly
granular telemetry and analytic
applications to understand the
on-train historic and real-time
quality of experience.
Secondly, as the proliferation
of systems continues to grow,
cabinet space on trains has
become a critical factor in the
introduction of new services.
It is now a major focus of
train operating companies to
build a roadmap of virtualised
applications that can be
deployed on a common set of
shared hardware resources.
With the introduction of
GDPR and NIS during 2018,
security remains top-of-mind
for train operating companies.
Establishing visibility to
system and passenger
behaviour is an essential
part of a cyber-security
framework, therefore security
tool chains are now a key
discussion topic with all train
operating companies.
What is unique about your
technology and how do
you ensure you stand out
among competitors?
Nomad Digital’s focus
is on the decomposition
of traditional on-board
platforms, decoupling
software from hardware,
and routing software from
applications. In conjunction
with a standardised message
brokering solution, train
RSHUDWRUVFDQEHQHǩWIURP
an on-train data centre
architecture and the exposure
of open APIs to drive new
innovative services.
With the introduction
of virtualised applications
that can be deployed and
managed remotely, Nomad
are breaking the dependency
between hardware and
software; transitioning train
operators’ business models
with the velocity of the internet
by facilitating the rapid build
and rollout of applications
and services.
Exploitation of
comprehensive telemetry
data to provide full insight
of the behaviour of on-train
systems is delivered through
Nomad’s big data analytics
and reporting solutions.
Finally, with our
ecosystem-led approach
to new services, Nomad is
working with best-in-class
partners to bring unique
integrated solutions
to market.
BRIAN FOSKETT is the Product
Manager for software and
applications within Nomad Digital. He
is a telecom and networking industry
veteran with broad international
experience, having worked for major
vendors and within multiple start-up
organisations, including several
long-term foreign assignments in
the UK, USA, France and Germany.
globalrailwayreview.com
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nomad-digital.com
TRACK SYSTEMS,
ENGINEERING & DESIGN
The rail industry remains under pressure to improve network performance and
resolve capacity issues. Crucial for success is the design of permanent way
îŠēɉēĚƎŕūNjŞĚŠƥūIJŠĚDžĚŠijĿŠĚĚƑĿŠijƙūŕƭƥĿūŠƙȦ¤ĚîēūŠƥūǛŠēūƭƥĺūDžĿŠŠūDŽîƥĿDŽĚ
ƥĚČĺŠĿƐƭĚƙČîŠîƙƙĿƙƥĿŠČƑĚîƥĿŠijƙîIJĚƑîŠēŞūƑĚĚIJǛČĿĚŠƥƥƑîČŒƙNjƙƥĚŞƙȦ

SPONSOR:
IN-DEPTH FOCUS | TRACK SYSTEMS, ENGINEERING & DESIGN

Continually improving
track systems for
optimum safety
and Hǫ FLHQF\

The ‘permanent way’ is often seen as a traditional

and well understood technology – surely
there can’t be much new out there? But as
David Clarke, Technical Director of the
Railway Industry Association (RIA) explains,
you’d be surprised – UK railways, their
suppliers and British universities
are at the forefront of innovation
to continuously improve the
track system regarding both
VDIHW\DQGHǫFLHQF\

globalrailwayreview.com
14
 GLOBAL RAILWAY REVIEW | Volume 25, Issue 02

T IS A fact that steel wheel on steel rail remains FIGURE 1

I DQH[WUDRUGLQDULO\HQHUJ\Hǫ FLHQWPHDQVRI

© University of Sheffield
moving heavy loads, be it passenger or freight
trains, due to the low rolling resistance. This
must be carried out safely, dealing with high speeds
and accumulated tonnage and, like their cycling
peers, British track engineers have been rigorously
pursuing marginal gains to reduce the number of
broken rails by approximately 70 per cent in the
last 15 years to levels which are world-class.
The techniques deployed include rail grinding, train
borne ultrasonic testing, hand-held eddy-current
testing, plain line pattern recognition and the rail
defect management system.

Research and testing to prevent

wear and rolling contact fatigue ABOVE: Preparing the rail head for adhesion testing
Managing the rail-wheel interface is key to safety,
train performance and rail life. The University of
6KHǫ HOGLVDWWKHIRUHIURQWRIUDLOZKHHOLQWHUIDFH FIGURE 2

research focused on preventing wear and rolling

© British Steel
contact fatigue while optimising lubrication and
adhesion. Recent projects include; determining
wear characteristics of new premium rail steels,
ZLWK1HWZRUN5DLOXQGHUVWDQGLQJWKHLQǪXHQFH
of bridge locations and track alignment on
rail-wheel adhesion; RSSB new techniques of
low adhesion mitigation (see Figure 1) are
being developed; and new equipment through
the UK Rail Research and Innovation Network
(UKRRIN) with British Steel is driving materials
research. A creep-force model (WILAC) has been
developed for small amounts of water in the
wheel-rail interface that is now being extended
to take account of leaves, and WILAC has been
integrated with the LABRADOR train braking ABOVE: Premium rail performance monitoring is carried out whatever the weather
model. It is hoped that this research will lead to
a better understanding of how to manage rail
adhesion; maintaining safety whilst realising FIGURE 3

DSRWHQWLDOO\VLJQLǩFDQWSHUIRUPDQFHEHQHǩW
© Pandrol

Conventional and even premium rail steel

cannot always meet wear and rolling contact
fatigue performance demands. The University of
6KHǫ HOGKDVEHHQZRUNLQJZLWK%ULWLVK6WHHOVHH
Figure 2) and Network Rail on non-steel rail
coatings applied with a laser cladding additive
manufacturing process. These coatings bring
dramatic reductions in plastic damage from
passing wheels, for example reducing rail
PDWHULDOǪRZDŽOLSSLQJDžDWLQVXODWHGEORFNMRLQWV
that can otherwise form unwanted electrical
connections between signalling blocks. In 2019
this work is moving from full-scale laboratory
VWXGLHVWRLWVǩUVWWUDFNLQVWDOODWLRQ,WLVKRSHGLW
will also be valuable in reducing wear on switch
blades and crossing noses. ABOVE: Robotic positioning of baseplates on prefabricated slab track panels

@GlobalRailway
15
IN-DEPTH FOCUS | TRACK SYSTEMS, ENGINEERING & DESIGN
DAVID CLARKE joined
the Railway Industry
Association (RIA) in 2016 as
the Technical Director. His
role focuses on representing
members’ interests in
the important areas of
safety, technical standards,
technical strategy, research
and innovation. David
is a chartered engineer and
a Fellow of the Institution
of Civil Engineers and the
Permanent Way Institution
with over 30 years rail
industry experience. Prior to
joining RIA, David was the
Innovation Director at RSSB
where he was responsible
for the cross-industry
Future Railway Programme
which is helping to deliver
the industry Rail Technical
Strategy. His earlier career
includes being Deputy
Director, Rail Technical at the
Department for Transport
(DfT), prior to which he was
a Director for two of the
major rail infrastructure
contractors having started
his career with British
Rail. As an engineer he
has been responsible for
structures and permanent
way design, installation
and maintenance, he has
managed all railway
engineering disciplines
including command and
control, electrification
and the technical
specification of rolling stock.
He was heavily involved in
the development of the UK
Rail Technical Strategy.
16
FIGURE 4
© University of Huddersfield
© University of Huddersfield
ABOVE: Track to the Future: Left, trolley developed for 3D shape survey. Right, post processing of results
Reducing track deterioration RIUHSODFHPHQW,QWKLVFDVHWKHFOLHQWKDVVSHFLǩHG
Rail is held in position and supported by either WKHWUDFNVWLǨQHVVDQGWUDFNIDVWHQLQJDGMXVWPHQW
a sleeper and ballast system or a slab track system they require.
and the formation beneath. Track engineers have Pandrol is one supplier who have developed an
always understood that variability in the resilience innovative approach to this challenge. Its Fastclip
of this system caused by deterioration in either or Baseplate provides the necessary adjustment
both the formation or the track system leads to including the ability to be slued to suit the curvature.
poor ride and increased maintenance. Through the This allows the pre-fabricated slabs to be identical
ZRUNRIWKH&URVV,QGXVWU\7UDFN6WLǨQHVV1 Working with a Pandrol-developed robotic system (see Figure
Group and their freely available guide, there is an 3) which will pick baseplates and place them in
improved understanding of how to design and the exact positions and orientations required. The
maintain the track system to avoid these issues. combinations of baseplate positions on a given slab
The guide includes case studies providing practical can be selected at the touch of a button. Scanning
examples of remediation techniques. DVVLVWVDQGFRQǩUPVWKHEDVHSODWHSRVLWLRQLQJ
DQGWKHFRQǩJXUDWLRQRIHDFKVODELVFRGHGLQWRDQ
Focus on effective drainage 5),'WDJWKDWLVDǫ[HGWRWKHVODEEHIRUHLWOHDYHV
(ǨHFWLYHGUDLQDJHLVFUXFLDOWRWKHVWDELOLW\RIWKH the factory, so that the curve or transition where
formation and therefore also railway operation. it is destined to be installed can be recalled at any
3RRUGUDLQDJHFDQOHDGWRǪRRGHGOLQHVDQG time. This robotic installation increases the reliability
expensive service delays, or to instability of the track and quality of the installation on which the ultimate
substructure and embankments with potentially quality of the track alignment depends. It also
deadly consequences. A combination of modelling increases the rates of production and reduces the
and intelligent instrumentation is being developed risks of delays or interruptions.
E\WKH8QLYHUVLW\RI6KHǫHOGZLWK1HWZRUN5DLOWR
monitor drainage assets, including implementing ‘Track to the Future’ research programme
a pilot scale monitoring programme. This will 6LJQLǩFDQWZRUNRQRWKHUPHDQVRIPDQDJLQJWUDFN
enable automated drainage condition assessment VWLǨQHVVSDUWLFXODUO\LQEDOODVWHGWUDFNKDVEHHQ
ZLWKWULJJHUVWRVHQGPDLQWHQDQFHVWDǨWRWKH carried out by the industry supported by consortia
FRUUHFWORFDWLRQSULRUWRǪRRGLQJHYHQWVXOWLPDWHO\ of universities. In particular the ‘Track to the Future’
improving rail safety and service reliability. research programme has investigated measures
LQFOXGLQJǩEUHUHLQIRUFHGEDOODVWZKLFKLVXQGHU
Track stiffness trial on London Underground; Under Sleeper Pads
7KHFRQFHSWRIWUDFNVWLǨQHVVLVHVSHFLDOO\LPSRUWDQW which have been shown to increase the contact
for high-speed lines with, in the case of High Speed area and thus reduce stress; work to improve
Two (HS2), up to 18 trains an hour at 330km/h the understanding of the relationship between
equating to more than 60 MGTPA. Where slab WUDFNVWLǨQHVVVHWWOHPHQWDQGUDLOJHRPHWU\
track is used it is proposed to be in prefabricated deterioration; the scope for recycling a greater
panels around 6.5m-long which is intended to proportion of ballast; and understanding the
allow a balance between factory quality and ease LQǪXHQFHRIXQGHUWUDFNFURVVLQJVRQWUDFNTXDOLW\
globalrailwayreview.com

Another Track to the Future project focuses
particularly on Switches and Crossings (S&C) aiming
to gather evidence from site measurement (see
Figure 4) and modelling of performance in terms of
JHRPHWU\DQGUDLOSURǩOHGHIRUPDWLRQXQGHUWUDLQ
load, support variability modelling, rate of geometry
deterioration and noise.
The way track and its components behave is
intrinsically linked to the way the train rides on
WKHWUDFN7KH8QLYHUVLW\RI+XGGHUVǩHOGKDVEHHQ
applying advanced computer simulations and
numerical methods across a range of track design
improvement and maintenance optimisation
projects. Through analysis of vehicle induced
dynamic loadings, their work has supported Network
Rail and its suppliers in the re-design of the NR60
S&C unit, improving wheel-rail guidance to reduce
forces and addressing cast component failures.
Simulations of vehicle-track dynamics are being
used to analyse the forces between wheel and rail,
enabling the use of damage prediction models to
reduce the occurrence of rolling contact fatigue
GLOBAL RAILWAY REVIEW | Volume 25, Issue 02
Managing the rail-wheel interface is key to
safety, train performance and rail life
ensuring that the UK’s high-speed track alignment
delivers world-class passenger ride comfort.
Taking advantage of new tools
As a result of computer simulation studies such as
these, track designers are changing their design
principles to take advantage of the new tools
available to them.
$QDGGLWLRQDOEHQHǩWRIFRPSXWHUVLPXODWLRQ
techniques is the generation of very large amounts
of data that can be post-processed and applied
in the development of predictive maintenance
planning tools. This technique has been applied to
the Crossrail network and has allowed Transport for
London (TfL) to plan rail grinding and replacement REFERENCE
UHJLPHVLQDGYDQFHRIWKHV\VWHPRSHQLQJWRWUDǫ F
and wheel-rail wear on major infrastructure
projects including Crossrail and HS2. The simulation
methods are also being used to assess vehicle
ride performance in high-speed curve transitions,
@GlobalRailway
 DŽ7UDFNVWLǨQHVVDžLVWKHSRLQW
There is lots of recent activity in the sector, load required to produce
DXQLWGHǪHFWLRQRIWKHUDLODW
both in UK industry and universities, all of which the location where the load is
applied (kN/mm)
is continuously improving the products and
techniques available to track engineers.
17
IN-DEPTH FOCUS | TRACK SYSTEMS, ENGINEERING & DESIGN

Fibre optic sensing in railway

infrastructure monitoring
The Institute of Railway Engineering and Transport Economy at Graz
University of Technology has vast experience in railway asset and lifecycle
management and has collaborated with various infrastructure managers
such as ÖBB, SBB and Bane NOR over the last 25 years. Here, Ivan Vidovic
and Matthias Landgraf from the Institute examine the potential of distributed
acoustic sensing for railway infrastructure monitoring and identify that using
WKHSHUPDQHQWDQGFRQWLQXRXVLQIRUPDWLRQGHOLYHUHGE\ǩEUHRSWLFFDEOHV
would be a major step forward for predictive maintenance; leading to higher
availability on railway tracks.
globalrailwayreview.com
18

AILWAY infrastructure managers
R face various challenges in the world
today. Ironically, the success of
railway operations is one of the main
FKDOOHQJHV$QLQFUHDVHLQWUDǫFYROXPHOHDGVWR
both increasing wear of track components and
shortened track closures for maintenance activities.
On the one hand, these time slots are crucial for
essential maintenance work in order to keep track
quality at a required level and consequently prevent
track closures and temporary slow orders due
to track condition. On the other hand, blocking time
slots for maintenance instead of operations can be
YHU\FRVWO\,WLVWKXVFUXFLDOWRLQFUHDVHHǫFLHQF\
in track maintenance in order to keep availability
as high as possible, without neglecting necessary
maintenance measures. This means the evaluation
and assessment of a railway track is a decisive task
for infrastructure managers. Moreover, in times of
budget cutbacks, it is becoming more important
to implement a sustainable and condition-based
maintenance strategy referenced to lifecycle
cost considerations.
Data availability
The base for a sustainable and condition-based
maintenance strategy is the knowledge about track
FRQGLWLRQDQGWKHVSHFLǩFFRPSRQHQWUHVSRQVLEOH
for the end of service life. For this, infrastructure
mangers have several data sources, providing them
with information on track condition with varying
degrees of data quality and quantity, as shown
in Figure 1.
A track recording vehicle is the standard
measurement device of any infrastructure
manager. The vehicle assesses the entire network
FIGURE 1
@GlobalRailway
GLOBAL RAILWAY REVIEW | Volume 25, Issue 02
several times each year and delivers data of
high quality and quantity (see Figure 1). Also,
Wayside Train Monitoring Systems, located on
VSHFLǩFSRLQWVLQDQHWZRUNGHOLYHUSHUPDQHQW
measurements for each train passing and
monitors the condition of the rolling stock.
As deployment of focal interest points with
sensors have become very popular over the past
few years it is possible to provide almost any
asset with a sensor to deliver measurements for
HDFKWUDLQSDVVLQJEXWRQO\IRUVSHFLǩFSRLQWV
This is where distributed acoustic sensing comes
into play. For our project we use already-installed
ǩEUHRSWLFFDEOHV7KHVHDUHLQVWDOOHGLQEXQGOHV
alongside railway tracks and since not all of them
are used for telecommunication or signalling
purposes the interrogation system makes use of
RQHǩEUHRXWRIWKHEXQGOHWRPRQLWRUWKHWUDFN
This highly innovative sensing technique delivers
permanent and continuous data for each train
passing for every point alongside track.
Distributed Acoustic Sensing
Currently, the measurements are used for train
tracking and safety and security purposes. Since
it is an acoustic signal this is the most obvious
scope of application. In our work we focus on using It is crucial to
the acoustic signal for assessing the condition of increase efficiency in
railway infrastructure. track maintenance
Distributed Acoustic Sensing relies on the in order to keep
HǨHFWRI5D\OHLJKEDFNVFDWWHULQJDQHODVWLF availability as high
VFDWWHULQJSURFHVVRIOLJKW7KHǩEUHRSWLFFDEOH
as possible, without
itself represents the sensing element and it can
be described as a listening device with thousands
neglecting necessary
of ‘virtual’ microphones situated along the maintenance
monitored asset. measures
LEFT: Infrastructure
managers have several
data sources, providing
them with information
on track condition with
varying degrees of data
quality and quantity
19
IN-DEPTH FOCUS | TRACK SYSTEMS, ENGINEERING & DESIGN
RIGHT: A persistence
spectrum of a train
passing a worn rail joint
DIPL.-ING. IVAN VIDOVIC
is a Research Associate
at the Institute of Railway
Engineering and Transport
Economy at Graz University
of Technology. He studied
Civil Engineering Sciences
with Environment and
Construction Management
and graduated in 2016. In
his research, he examines
the potential of fibre
optic sensing in railway
asset management.
DR. MATTHIAS LANDGRAF
is a graduate of Graz
University of Technology,
where he composed his
PHD-Thesis on asset
management within railway
infrastructure. Since 2016 he
has been a Senior Scientist
at the Institute of Railway
Engineering and Transport
Economy. He focuses on
railway infrastructure
managament comprising
a technical, ecological and
economic point of view.
20
FIGURE 2
With the current system we are capable of
detecting, locating and classifying any activity
taking place nearby or on the monitored asset
by using any conventional telecommunication
VLQJOHPRGHǩEUHRSWLFFDEOH7KHRQO\DGGLWLRQDO
equipment needed is an interrogator unit, located
in a telecommunication room. The interrogation
system reconstructs the acoustic signal, present
along the monitored asset and distributed on
an equidistant basis at thousands of locations.
Depending on the activities and events taking place
GRZQDQRSWLFDOǩEUHWKHV\VWHPUHFRQVWLWXWHVWKH
acoustic signal from the observed backscattered
light signal. First algorithms in the railway business
were developed for train tracking and wheel
ǪDWLGHQWLǩFDWLRQ0RUHRYHUUHFHQWWHVWVXQGHU
laboratory conditions have already shown the
potential of this technology for condition-based
maintenance strategies of railway infrastructure.
First results
Using the distributed acoustic signal for an assessment
RIUDLOZD\WUDFNWKHǩUVWVWHSLVWRH[DPLQHZKHWKHU
WKHUHLVDGLǨHUHQFHLQWKHUDZDFRXVWLFVLJQDO
regarding railway track condition. Since it is an acoustic
signal, the hypothesis is that a train passing a track
section in good condition and a track section showing
SRRUFRQGLWLRQOHDGVWRDGLǨHUHQWDFRXVWLFVLJQDO
Consequently, the values within the raw acoustic
VLJQDOVKRXOGDOVRGLǨHUEHWZHHQWKHVHWZR
sections. Additionally, according to this theory the
VLJQDOSDWWHUQDPRQJWKRVHWZRDVVHWVVKRXOGGLǨHU
when the same train passes these points. This also
applies for a worn rail joint or crossing nose.
To demonstrate this, we have carried out
a persistence spectrum of a train passing a worn
rail joint. The utilised system has a sampling rate
of 2,500 samples per second which means that we
can carry out frequency analyses up to 1250Hz. The
amount of a given frequency present in a signal is
illustrated in a persistence spectrum. In basic terms,
this is a histogram in a power-frequency space
ZKHUHDVSHFLǩFIUHTXHQF\DSSHDUVEULJKWHUDQG
‘hotter’ for as long as it persists in the signal while
the signal is evolving. The result of the described
theory is depicted in Figure 2 where almost
14 seconds of the power spectrum of a passing
train are illustrated. The Y-axis represents the
frequency of the signal and the X-axis the time.
:KHQDWUDLQDSSURDFKHVDQGSDVVHVWKHVSHFLǩF
point, as occurs in Figure 2 between second two
and 12.5, higher frequencies are also present, and
the train movement is made visible in the signal.
Furthermore, this enables the depicting and
determining of train formation. The depicted
train formation consists of a locomotive and nine
coaches. Moreover, following the assumptions
made at the start, at least every single bogie and
consequently each axle should be visible within
the power spectrum when the train passes the
rail joint. This can be explained by the fact that
inhomogeneities – in this case a rail joint – lead
WRDVSHFLǩFLPSDFWRIHYHU\SDVVLQJD[OH'XHWR
GLǨHUHQWZHLJKWWKHLPSDFWRIWKHORFRPRWLYHLV
higher compared to the axles of coaches.
7KHQH[WVWHSDIWHUǩQLVKLQJWKHGDWDDQDO\VHV
for Distributed Acoustic Sensing is correlating this
data to further condition and asset information (see
Figure 3). These correlation analyses are carried out
in order to elaborate on the following questions:
globalrailwayreview.com
 GLOBAL RAILWAY REVIEW | Volume 25, Issue 02

O 'RGLǨHUHQWVXEVWUXFWXUHFRQGLWLRQVIRU FIGURE 3

example, bridges and open track) show

VSHFLǩFFKDUDFWHULVWLFVZLWKLQWKHVLJQDO"
O Can we distinguish track sections with
poor ballast condition based on distributed
acoustic sensing?
O +RZGRGLǨHUHQWPDLQWHQDQFHPHDVXUHV
occur within the signal?
O Is the signal reproducible over time to
predict future behaviour?

The results so far indicate that infrastructure

condition can be assessed using Distributed
Acoustic Sensing. As this is a new and highly
innovative data source there is still some
experimental research to be carried out before it
can be used in daily business. Within the next steps
in-depth analyses regarding signal characteristics
RIGLǨHUHQWWUDLQW\SHVZHDWKHUVLWXDWLRQVG\QDPLF
behaviour and further boundary conditions must
be executed.
*HQHUDOO\ǩEUHRSWLFFDEOHVGHOLYHUFRQWLQXRXV behaviour monitoring between the measurement ABOVE: Data analyses
and permanent information on railway tracks and runs of track recording cars. This would be a major of Distributed
Acoustic Sensing
they bring a very valuable addition to the results step forward for real-time predictive maintenance
provided from the use of track recording vehicles, and would also lead to higher availability on
as this innovative approach would allow permanent railway tracks.

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@GlobalRailway
21
IN-DEPTH FOCUS | TRACK SYSTEMS, ENGINEERING & DESIGN

The Repoint
switch installation

Repoint:
The future of track switching?
In 2016, Global Railway Review published an article1 detailing the
work of a team at Loughborough University that had developed
DQLGHDIRUDQRYHOWUDFNVZLWFKPHFKDQLVPWKDWFRXOGIRUWKHǩUVW
time, bring fault tolerance through redundancy to track switching.
7KLVSURPLVHGWREHWKHǩUVWVLJQLǩFDQWFKDQJHWRWKHWUDFNVZLWFK
in almost 200 years. Funding had just been granted to take the
concept – which was proven at a small scale in the lab – forward,
build a full-scale switch and take the project to TRL7 – ‘technology
demonstration in a representative environment’. Fast forward three
\HDUVDQGWKHWHDPDW/RXJKERURXJKKDYHIXOǩOOHGWKDWWDVNDQG
a period of testing has recently been completed. Tim Harrison,
Loughborough University’s Senior Research Associate, explains more.

globalrailwayreview.com
22
 GLOBAL RAILWAY REVIEW | Volume 25, Issue 02

Repoint’s innovations for London (TfL) requirements for points operating

As previously reported, Repoint2 has a number
of innovations. For example, when in the normal
or reverse position, the switch rails of a Repoint switch
sit on locking blocks. The geometry of these blocks
is designed so that when the rails are fully down,
lateral motion is not possible – the switch is locked.
To operate the switch, the Repoint mechanism
XVHVDSDLURIFDPVWRǩUVWOLIWWKHVZLWFKUDLOV
then translate them across and lower them into
the opposite locked position. This ‘passive’ locking
allows us to use multiple actuators on the same
switch. Should one actuator then fail, the remaining
operational actuators can still lift and move the rails.
7KDWǩUVWDFWXDWRUIDLOXUHZRXOGEHLQYLVLEOHWRWUDLQ
crew and signallers, trains can continue to safely
pass over the switch. The monitoring system would
ǪDJWRPDLQWDLQHUVWKDWWKHVZLWFKZDVRSHUDWLQJ
with reduced redundancy and plans could be made
to swap out the failed actuator at a convenient
time. Rather than maintain and repair the actuators
trackside, they have been designed so that the cam,
gearbox and motor assembly forms a line replaceable
unit (LRU) that would be quickly swapped. The
maintenance and repair of the LRU would then take
place away from the railway.
The full-scale demonstrator at Great Central
Railway (GCR) applies the Repoint actuation
concept to an entirely conventional CVS switch
panel – the ‘Repoint Light’ option. The initial Repoint
concept comprised a stub switch layout but for this
project, the focus is on the actuator bearers. For this
switch arrangement, the team have added three
actuator bearers to the switch panel, longer turn-outs
could have more. Each actuator bearer is capable
of operating the switch alone.
7KHǩUVW\HDURIWKLVSDUWRIWKH5HSRLQWSURMHFW
was used to study the Network Rail and Transport
@GlobalRailway
HTXLSPHQW32(,WZDVLGHQWLǩHGWKDWVRPH
requirements we could meet, but others were written
based on a conventional switch design and would
never be met by a Repoint switch. There were design
decisions to take, such as how best to drive the two
cams in the actuators. Should the cams be driven
from a single motor and mechanically synchronised,
or could we use two separate motors and synchronise
electronically? Bending analysis of the switch rails was
undertaken to calculate the forces involved in lifting
and bending the rails thus identifying the motor
torque and power required. Subcontracts were placed
with major suppliers in the project for the sections
of work requiring specialist expertise:
O Progress Rail for the design and supply of the
hollow bearers and the switch panel
O DEG Signal, now part of the Ramboll group,
for the location case and signalling interface
O RC Designs for detailed mechanical design
and supply of the actuation mechanism.
6XSSOLHUVIRURǨWKHVKHOIFRPSRQHQWVVXFKDV
motors and gearboxes and the central processor
were also selected.
The test programme grew as components became
available. We began with developing the motor
control algorithms with a pair of motors on the bench
in the lab and the National Instruments CompactRIO
FPGA used for supervisory control. When mechanical
FRPSRQHQWVZHUHGHOLYHUHGWKHǩUVWRIWKHDFWXDWRU
bearers was assembled and tested. There was a tense
DWPRVSKHUHDKHDGRIRSHUDWLQJWKHǩUVWFRPSOHWHG
bearer. As it turned out, this was one of the few tests
that went without a hitch! The actuator lifted and
VZLWFKHGRYHUVPRRWKO\DQGGURSSHGǩUPO\LQWRSODFH BELOW: Repoint bearer
with a reassuring clunk. internal components
23
IN-DEPTH FOCUS | TRACK SYSTEMS, ENGINEERING & DESIGN
RIGHT: The Repoint
demonstrator switch at
Quorn and Woodhouse
station on the Great
Central Railway (GCR)
TIM HARRISON is Senior
Research Associate within
the Control Systems
Research Group at
Loughborough University.
He has led the engineering
team responsible for
designing, building and
testing the Repoint
switch. Tim has 20 years’
experience of transport
systems engineering
gained in industry and
academia, beginning
as a graduate engineer
at Airbus. His research at
Loughborough has focused
on railway track switching
and bringing aerospace
fault tolerant systems
principles to the railway.
REFERENCES
1. European Railway Review,
Volume 22, Issue 4 – pages
59-60: ‘A breakthrough in fail-safe
track switching’ by R. Dixon and
S. Bemment
2. www.lboro.ac.uk/repoint
24
Lab operations
The next major milestone was operating the
complete system in the lab. The remaining two
bearers were assembled, and once the location
case had been delivered, connected up and tested,
we could operate all three bearers along with the
GHǩQLWLYHFRQWUROV\VWHP7KHRQO\WKLQJPLVVLQJ
was the load – the switch rails.
Progress Rail provided space for us at their
Sandiacre facility to test the system complete
with the switch panel. They also supplied and
assembled the switch panel, before the three
actuator bearers were slotted into place on the
stock rails and the switch rails dropped into place.
:HPDGHVXUHWRJHWDYLGHRRIWKHǩUVWPRYHPHQW
just in case something broke and it never ran
again. That video received almost 50,000 views
on social media and got a lot of people talking
about Repoint.
Testing in a railway environment
While we had successfully demonstrated
at Progress Rail that rails could be lifted and
dropped and the other Repoint innovations such
as passive locking and redundancy were possible,
WKHǩQDOSDUWRIWKH566%IXQGHGSURMHFWZDVWR
test the Repoint switch in a railway environment.
In November 2018, the switch arrived at Great
Central Railway’s Quorn and Woodhouse station
and the process of installing it in the south yard
began. The Great Central Railway has provided
an excellent service to the Repoint team. Testing
of trains, on-track plant and railway equipment
is a growing part of their business. The switch
panel was lifted into place as a complete unit
and the permanent way team began the process
of lifting, levelling, assembling the crossing and
connecting up to the track either side. A few
WKURZVRIWKHVZLWFKFRQǩUPHGWKDWDOOZDVVWLOO
well after the move, and without much ceremony
DGLPLQXWLYH&ODVVZDVWKHǩUVWUDLOYHKLFOH
to run over the switch to consolidate the ballast.
The Repoint demonstrator switch has seen
DYDULHW\RIWUDǫ FZKLOVWDW4XRUQIURPWKH
occasional steam locomotive to the Class 769
multiple units on test. The Repoint team hosted
a launch event in January 2019 where guests from
the rail industry could view the Repoint switch.
The next steps
The current phase of the project has come
to an end. The Loughborough University team has
demonstrated the Repoint concept at full-scale
DQGWKHEHQHǩWVZHZURWHDERXWLQWKHSUHYLRXV
Global Railway Review article can be realised.
The next steps for Repoint are the process of
development testing, productionising and approvals
to turn the prototype demonstrator in to a product
that can be installed on the railway. However,
Loughborough University does not have the expertise
to take a complex system such as Repoint through
railway product acceptance, nor the capability
to become a point machine manufacturer.
Loughborough University are seeking
manufacturers in the rail industry with the
resources and drive to turn a working prototype
and concept demonstrator into a product that
can be installed on our railways that could
see the end for passengers of the dreaded
‘point’s failure’ delays.
globalrailwayreview.com
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REGUL ATION & LEGISL ATION

Moving to a new legal

regime for global rail freight

For several decades, there has been enormous potential in

door-to-door rail freight transportation between Europe and
Asia, but there is still a lot to be realised. Erik Evtimov, Deputy
Secretary General of the International Rail Transport Committee
(CIT), explores the challenges to overcome and how the creation
RIDQHZUHJLPHDQGWUDQVSRUWGRFXPHQWVFDQVLJQLǩFDQWO\
FRQWULEXWHWRLQFUHDVHGUDLOIUHLJKWWUDǫ FJURZWK

AST-WEST DQG:HVW(DVWUDLOIUHLJKWWUDǫ F LQVHFXULW\DQGOHDGVWRLQWHUUXSWLRQRIIUHLJKWWUDǫF

E must cross an invisible legal border due to

WKHH[LVWHQFHRIWZRGLǨHUHQWOHJDOUHJLPHV
Europe applies the CIM Uniform Rules1
of COTIF (the Convention concerning International
Carriage by Rail), while Russia, China and
further Asian countries apply the Agreement on
International Goods Transport by Rail2 (SMGS). The
existence of this dual legal regime produces legal
movement, causing delays, additional costs and
administrative burdens for the rail freight carriers.
Up to 2006, all rail freight consignments between
Europe and Asia were re-consigned as they passed
from the CIM to the SMGS. This re-consignment
was time-consuming and incurred additional
expenses with no value added and sometimes led
to incorrect data being entered on documents.

globalrailwayreview.com
26

In 2006 the Common CIM/SMGS Consignment
Note was created by the CIT, forming an essential
part of the joint CIT/OSJD project on the legal
interoperability of the CIM and the SMGS.
The Common CIM/SMGS Consignment Note
VLJQLǩFDQWO\VLPSOLǩHVWKHWUDQVLWLRQSURFHGXUH
at the reconsignment points and is based
on the United Nations Layout Key for trade
documents. The start of the ‘Legal Interoperability
CIM/SMGS’ project dates to the 2003 conference
on International Rail Transport Law, where the
participants clearly expressed their aim to make
available a common consignment note as evidence
of the transport contract for goods which can be
XVHGWKURXJKWUDQVSRUWDQGZKLFKLVVXǫ FLHQWIRU
modern requirements of customs. In 2004 the CIT
organised the aforementioned project together with
strong support from the OSJD (the Organisation for
Cooperation of Railways).
Common CIM/SMGS Consignment Notes
and their contractual conditions
7KHǩUVWVWDJHRIWKHSURMHFWLQYROYHGWKH
participating railways and a new Common
CIM/SMGS Consignment Note was produced
based on practical experiences and needs of the
carriers and customs authorities. The Common
CIM/SMGS Consignment Note was made available
on 1 September 2006 and was accompanied by
a manual. The manual was consequently annexed
to the SMGS (Annex 6) so that SMGS railways
were able to apply it too. Furthermore, in order to
ensure that the Common CIM/SMGS Consignment
FIGURE 1
 






 

GLOBAL RAILWAY REVIEW | Volume 25, Issue 02
Note could also be used in electronic form, the East-West
CIT and OSJD experts prepared the respective and West-East rail
OHJDOIXQFWLRQDODQGWHFKQLFDOVSHFLǩFDWLRQV
freight traffic must
for a paperless version. After the most recent
cross an invisible
adjustments and updates, a new version of the
electronic Common CIM/SMGS Consignment Note legal border due
will be published on 1 July 2019. to the existence
Thus, the Common CIM/SMGS Consignment of two different
Note and its electronic version is building a bridge legal regimes
EHWZHHQWKHGLǨHUHQWOHJDOUHJLPHVRI&,0
and SMGS member states that eliminates the
obstacles of language and borders. Behind each
Common CIM/SMGS Consignment Note, there is
a contractual link between those involved in the
CIM or SMGS legal regime: Between the consignor
of the goods, the carrier and the consignee. In this
way, the Common CIM/SMGS Consignment Note
provides greater legal certainty in several ways:
O The global route the goods take
from the consignor throughout the carrier
WRWKHFRQVLJQHHLVFOHDUO\VSHFLǩHG
O The assumption of the transport costs
between the consigner and consignee
is stipulated
O In the event of loss or damage to the goods,
the procedure for providing compensation is
laid down
O System-based errors in the reconsignment of
consignment notes are eliminated
O The Common CIM/SMGS Consignment Note
is also recognised as a customs transit and
bank document
LEFT: Legal duality for
global rail freight traffic
 
 







@GlobalRailway
27
REGUL ATION & LEGISL ATION

RIGHT: Global
supply chain from  FIGURE 2
 
a railway prospective

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ERIK EVTIMOV studied law
at the Universities of Sofia
and Bern. He was awarded
a Master of European Law
following post graduate
studies at the European
Institute of the University of
Saarland. Erik qualified as
a lawyer in Sofia. A doctorate
was conferred on him by the
University of Bern in 2003
with the distinction ‘magna
cum laude’. He has worked
as a Senior Legal Adviser in
the General Secretariat of the
International Rail Transport
Committee (CIT) since 2004
and was elected as its
Deputy Secretary General
in 2011. He is Chairman of
the CIT/OSJD CIM/SMGS
Legal and Expert Group and
of the CIT Working Group
on Multimodality. He was
Chairman of the UNECE
Informal Group of Experts on
Unified Railway Law and is
a member of various working
groups and committees
including the CIT, CER, UIC
and of the Intergovernmental
Organisation for
International Carriage
by Rail (OTIF).
28
"("%$% $' #'
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 &*

"%")
$%'
'%'$
,%
!
' ' 
$%
$!
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O It can be used for block trains, wagon groups, harmonisation of rail transport law within the
single wagons or containers, in either paper UN Framework.
or electronic format. Moreover, the CIT is exploring with its members
the further opportunities of using the Common
During the second stage of the project, a new CIM/SMGS Consignment Note for multimodal
and standardised claims handling procedure was transportation (sea-rail), mainly on the Baltic Sea
drafted and added to the Common CIM/SMGS DQGWKH%ODFN6HD7KXVUDLOVHDWUDǫ FLVWREH
Consignment Note manual. It allows for given increasing political and legal attention, since
a standardised procedure for claims handling end-to-end rail freight shipments using a single
of formal reports issued. In parallel, the CIT contract of carriage CIM by land and sea have
initiated activities to draft the uniform liability decisive hinterland potential for linking up the
UXOHVIRU&,060*6WUDǫ FWKDWFRXOGEHDSSOLHG ports to the key production and consumer centres
on a contractual basis as General Terms and in Europe, Russia and China. Consequently, the
Conditions EurAsia since 1 January 20193. Until PDQXDOZDVDPHQGHGWRUHǪHFWWKHVSHFLǩFLWLHV
now it mainly serves as a source of information of the sea transportation and enable the use of
for clients, carriers and customs authorities the Common CIM/SMGS Consignment Note to
dealing with the Common CIM/SMGS Consignment multimodal transportation.
Note and should be introduced to the practice
subsequently. Creation of the harmonised Practical implementation on the land
international rail freight legal regime has been bridge between Europe, Russia and China
the declared long-term legal and political goal The CIT has long recognised the importance of
for the next 10-15 years. Whilst waiting for the using the Common CIM/SMGS Consignment Note
states to create this new uniform legal framework, RQWUDǫFWRDQGIURPWKH3HRSOHDžV5HSXEOLFRI
the UN Economic Commission for Europe (UNECE) China. To provide tangible support for such use, the
is encouraging the railways and trade associations &,7KDVDGYRFDWHGWRDGGWKHIROORZLQJWKUHHWUDǫ F
involved to achieve harmonised solutions on axes to the Common CIM/SMGS Consignment
a contractual basis. The third phase of the CIT/OSJD Note manual:
project ‘Legal Interoperability of CIM/SMGS’
includes the creation of standard rules for uniform 1. Alashankou–Dostyk, between the People’s
rail transport law on a contractual basis. Political Republic of China and Kazakhstan
Declaration on EuroAsian rail transport law was 2. Erlian–Zamyn Uud, between the People’s
signed in February 2013 by 37 representatives Republic of China and Mongolia
of the participating countries, which undertook 3. Manzhouli–Zabaikalsk, between the People’s
DFRPPLWPHQWWRRǫ FLDOO\VWDUWDFWLYLWLHVRQ Republic of China and the Russian Federation.
globalrailwayreview.com
Completing the Common CIM/SMGS Consignment
Note in Chinese language has been possible
since 1 January 2010. Appropriate routes for the
organisation and completion of test shipments
KDYHDOVREHHQVSHFLǩHGE\WKH&KLQHVH5DLOZD\V
7KHLQFOXVLRQRIWKLVWUDǫ
FD[HVLQWKHPDQXDO
has been assigned the highest priority in order
to facilitate and optimise East-West shipments
in terms of both costs and time. In 2017 the
Administration of the Chinese Railways informed
the CIT and OSJD that all border crossing points
with the Russian Federation, Mongolia and
Kazakhstan would be opened as of 1 May 2017 for
the use of the Common CIM/SMGS Consignment
Note for the import and export of goods with
European countries. According to Chinese Railways
in 2018, 59 Chinese cities now have rail freight links
with 49 European cities in 15 countries.

Summary
The CIT has achieved a lot during its 115 years,
but more can still be done to ensure fast and
reliable global rail freight transportation on
the land bridge between Europe and Asia, with
clear-cut coherent rights and obligations for the
parties of the transport contract. The Common
Welcome
CIM/SMGS Consignment Note and the standard
FODLPVKDQGOLQJUXOHVZHUHRQO\WKHǩUVWVWHSV
to the leading
towards a much more ambitious project – the
creation of a uniform body of law for freight
transportation by rail. This task is being actively
Nordic railway fair
pursued by the CIT in cooperation with the UNECE.
Notwithstanding these very positive developments,
rail freight transportation between Europe and
$VLDVWLOOKDVDVLJQLǩFDQWGHYHORSPHQWSRWHQWLDO Book your stand and we will
since only one per cent of it has been captured
so far. Thus, the long-term objective is a single meet on 8-10 October 2019
regime for rail transport law from the Atlantic
WRWKH3DFLǩF7KLVLQLWLDWLYHKRZHYHUUHTXLUHV
in Jönköping, Sweden!
the involvement of states and the respective
international organisations. In parallel the elmia.se/en/nordicrail/
railway industry associations make their technical
expertise available and in doing so they will help
OHJLVODWRUVWRǩQGDSSURSULDWHKDUPRQLVHGOHJDO
solutions. A single standard contractual regime
and transport documents for global rail freight
FDUULDJHFDQFRQWULEXWHVLJQLǩFDQWO\DVDTXLFNǩUVW
step to a further reduction in transport costs and
WKHDFFHOHUDWLRQRIWUDQVSRUWDWLRQǪRZVSOXVZLOO
contribute to an increase in the growth alongside Elmia Nordic Rail will be held in parallel with Elmia Nordic
the Eurasian corridors. Transport Infrastructure, trade fair on transport, transport-
related infrastructure, intermodality and urban development
and Elmia Nordic Future Transport Summit, top strategic
REFERENCES seminars on transports from a Nordic and future perspective

1. Of 9 May 1980 in the shape of the Protocol 1999

2. Of 1 November 1951 with the last amendments of 1 July 2015

 ZZZFLWUDLORUJHQIUHLJKWWUDǫ
FFRQWUDFWXDOGRFXPHQWV

@GlobalRailway
 PREDICTIVE
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 LEADERS' DEBATE | UK

Delivering change to
strengthen the UK rail sector
7KHZD\WKH8.UXQVLWVUDLOZD\LVRIWHQDWWKHFHQWUHRIKLJKSURǩOH
discussions. Some recent operational challenges have led to criticism of
the system and a review of the sector. Despite this, there are ambitious
SODQVWRHQVXUHWKHUDLOV\VWHPFRQWLQXHVWREHQHǩWSDVVHQJHUVDQG
support freight. This Leaders’ Debate gives key industry personnel the
chance to showcase their thoughts on industry transformation and
the emerging opportunities that will shape the future of the UK rail sector.

WITH PARTICIPANTS FROM:

LEADERS’ DEBATE | UK
PARTICIPANTS
ANDREW HAINES MAGGIE SIMPSON
Chief Executive, Director General, Northern Powerhouse Rail Director,
Network Rail Rail Freight Group (RFG) Transport for the North
To what extent do you think further route devolution
across the UK will strengthen the rail sector?
HAINES: Further devolution will strengthen the
rail sector by making sure people and their
responsibilities are in the right part of our
organisation to drive up performance and deliver
for passengers and freight users.
That’s why we are changing how we are
organised. We are devolving further to 13 routes,
VXSSRUWHGE\ǩYH1HWZRUN5DLOUHJLRQVWRZKLFKZH
will also devolve capital delivery), two service units
and smaller teams in the centre.
By devolving operating capability to a more
local level and creating more opportunities to
align ourselves closely with train operators and
stakeholders, we can drive better train performance
and deliver a better service for passengers and
freight users.
We will use this improved alignment to explore
DUDQJHRIGLǨHUHQWGHOLYHU\PHFKDQLVPVIRUWKH
routes, including partnerships, concessions and
alliances. By establishing Network Rail regions,
we will also create organisations that are large
enough to absorb further devolution and increase
route capabilities locally as well as improve
relationships with our stakeholders.
These are all decisions in principle and the full
details are in development to ensure we do this
right. We expect the whole programme to be
FRPSOHWHE\WKHHQGRIEXWZHDUHNLFNLQJRǨ
in earnest and our regional structure will go live by
June 2019.
32
TIM WOOD ANTHONY SMITH
Chief Executive,
Transport Focus
SIMPSON: This is a complex area for freight, and
there are pluses and minuses. If devolution can
achieve genuine empowerment and authority
DWDORFDOOHYHOWKHQWKHUHVKRXOGEHEHQHǩWVIRU
freight customers in increased engagement and
reduced costs. However, that can come at the
price of increased fragmentation with multiple
relationships, or even contracts, to manage, and
train paths for customers which need to operate
across many regions. The balance is in achieving
WKHPXFKQHHGHGORFDOEHQHǩWVZKLOVWUHWDLQLQJ
a national framework for freight.
WOOD: The evidence emerging from the Williams
Review seems to indicate that some of the most
successful rail networks operating in Europe
are those where there is a healthy balance of
devolved empowerment and state support. The
key to success here in the UK will be ensuring
that passenger interests drive behaviours and
there is clear visibility across all programmes
with local knowledge steering local decisions and
national knowledge shaping national integration.
,QWKH1RUWKRI(QJODQGHǨHFWLYHLQWHJUDWLRQRI
our existing and proposed rail programmes,
including the Transpennine Upgrade, HS2 and
Northern Powerhouse Rail will be key to powering
up the North’s economy. HS2 and the East and
West Coast Main Lines will provide the capacity
and speed to balance economic ambitions and
globalrailwayreview.com

the East-West connectivity provided by NPR and
TRU will agglomerate the Northern economy
giving it the muscle it needs to be internationally
competitive. It will be guiding minds supported
E\HǨHFWLYHGHYROXWLRQWKDWZLOOEHWKHFDWDO\VWWR
change. Further route devolution will ensure that
all these programmes feed into the intra-regional
HFRQRPLHVDVHǨHFWLYHO\DVSRVVLEOH
SMITH: As part of Transport Focus’ submission to
the Northern and TransPennine Express franchises
we asked passengers for their views on devolution.
3DVVHQJHUVUHFRJQLVHGWKHSRWHQWLDOEHQHǩWVIURP
having ‘local people’ making ‘local decisions’. This
could help ensure that stopping patterns better
UHǪHFWORFDOQHHGVIDUHOHYHOVDQGVWUXFWXUHVUHǪHFW
local economic priorities and rail is better
integrated with other forms of transport.
What new opportunities around accountability within the
sector do you hope will emerge during Control Period 6 (CP6)?
HAINES: We need greater clarity around
accountabilities and responsibilities to enable
the industry to regain the trust of the public who
we have let down. And we also need people
empowered with the authority to deliver against
these accountabilities.
Keith Williams, who is undertaking
a wide-ranging review of the industry, will look to
clarify and bring more vigour to accountabilities
and responsibilities across a sector that has
become far too complex and fragmented. The
review will be completed by the end of 2019, with
implementation in 2020, leaving most of CP6 to
EHQHǩWIURPWKHFODULW\DQGQHZVWUXFWXUHVDQG
approach that we anticipate the Williams Review
will bring.
SIMPSON: The start of CP6 overlaps with the
implementation of Andrew Haines’ 100-day review
which further changes the route geography and
the reporting lines of the route managing directors.
It will be interesting to see how these changes help
to deliver local accountability and promote the
case for freight. Network Rail’s Freight and National
Passenger Operators route, which is the focal point
for freight, remains at the centre merged into
a new directorate, but we expect the routes to have
additional targets for freight growth which could
help to increase their focus. It will be important that
@GlobalRailway
GLOBAL RAILWAY REVIEW | Volume 25, Issue 02
However, passengers also recognised that rail
was part of a wider network and they wanted
a seamless delivery of services between the
devolved element and the rest. This included
the timetabling and frequency of services, fares,
and the provision of information especially during
disruption. Proposals for further devolution will
need to show that it is still easy to make a journey
from one region to another.
7KHUHZLOOQHHGWREHVXǫFLHQWFDSDFLW\IRU
local and strategic aspirations to be met but with
demand already being high there will inevitably
be clashes. It will be important that decisions on
devolution clearly specify a mechanism for dealing
with disputes. Where you have, for instance,
longer-distance and local services sharing a line
there must be absolute clarity on who makes the
decisions and who is responsible/accountable.
the management of both routes and regions are
held accountable for freight delivery alongside the
central team.
SMITH: 1HZ7UDQVSRUW)RFXVUHVHDUFKFRQǩUPV
that most passengers don’t feel the railway is run
IRUWKHLUEHQHǩW/LNHPRVWSHRSOHXVLQJWKHUDLOZD\
most of the passengers who participated in this
research know they are not getting the train service
they are paying for. This research underscores
that passengers want a more reliable service that
is better value for money and – whichever model is
selected to run the system – that they want to know
who is in charge of their railway.
For many passengers the issue of accountability
– or a lack of it – coupled with a perceived lack of
‘customer focus’ leads passengers to believe the
system is based around the needs of the railway
rather than their own. This has to change.
Passengers want a sense that their voice matters
and that the person or body in charge is actually
listening to them. Passengers should not be the
passive recipients of major decisions made on their
behalf behind closed doors.
One of the keys to accountability is transparency.
Giving rail passengers access to information that
matters to them will help them to hold the train
company to account and ask what is being done to
improve services in return for the fares they pay.
33
LEADERS’ DEBATE | UK
What levels of change are we currently witnessing
in the rail freight sector and what must the industry
do to safeguard the future of rail freight activity?
HAINES: The nature, composition and routes of rail
freight are changing and have been on this path for
several years.
With the demise of coal-powered power stations,
the huge volumes of coal coming into northern
ports has all but disappeared and biomass is
PDNLQJLQURDGVWRUHSODFHWKDWWUDǫ F
Container freight continues to grow, as do
southern and eastern ports. This has put huge
stress on both the infrastructure at these locations
and the routes that serve them. Heavy investment
RYHUWKHSDVWǩYH\HDUVKDVVHHQFDSDFLW\DGGHG
and that investment must continue to enable rail
freight to grow – to deliver reliably and to time.
High Speed Two (HS2) is a vital freight enabler as
its construction will release much needed capacity
on Britain’s busiest rail freight corridor, and one of
the most congested, the West Coast Main Line.
Flexibility, responsiveness and certainty are key
to growing the section and Network Rail is working
ever closer with its rail freight customers to ensure
it improves the service it delivers.
With High Speed Two (HS2) construction costs reported to
be continually increasing, do you believe delivering a new
high-speed route is the best way to spend taxpayers’ money?
SIMPSON: Yes. Of course, HS2 must do all it can to
UHGXFHFRVWVDQGGHOLYHULQWKHPRVWHǫ FLHQWZD\
and we have ongoing concerns over the impact
on the West Coast Main Line when additional
HS2 services join the classic network. Without HS2
there will need to be ongoing, and arguably more
disruptive, interventions on the current network,
and it is unlikely that this would be any more
FRVWHǨHFWLYH5DLOIUHLJKWRSHUDWRUVDUHDOVRNHHQ
to work with HS2’s contractors to support the
construction phase, whether for inbound materials
supply or the removal of construction waste.
34
SIMPSON: We have seen continued pressure for
growth in construction and intermodal and, whilst
there is some short-term uncertainty around
Brexit, there is ongoing demand for new services.
At the same time, new players are increasing their
presence, such as Maritime Transport who have
entered a contract with DB Cargo to operate
their intermodal terminals and services as well
as becoming the operator at the new rail linked
terminal at East Midlands Gateway.
7KHUHLVDOVRRSSRUWXQLW\LQRWKHUEXONWUDǫ FV
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and construction projects such as HS2 present
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And Rail Operations Group have announced their
move into retail logistics which we expect to launch
later in 2019, complementing the services already
underway with InterCity RailFreight.
To safeguard this – and allow growth – we need
the industry to truly recognise rail freight in its
decision making, whether on a short-term issue or
long-term choices.
WOOD: It’s unfortunate that the ‘speed’ element
of these new programmes is often mistakenly
LGHQWLǩHGDVWKHVROHGULYHUIRUFKDQJHǁZKDWWKLVLV
really about is capacity – providing capacity on the
new networks themselves and releasing capacity
on the existing networks. The key prerequisites for
making rail connectivity work are: Being able to
get to where you want to get to when you need
to, being sure of attaining a seat, and having
a travelling environment that allows you to choose
how you wish to make use of the time available on
your journey. Of course, time savings are a bonus,
globalrailwayreview.com
 GLOBAL RAILWAY REVIEW | Volume 25, Issue 02

EXWWKH\DUHRQO\RQHFRPSRQHQWRIWKHZKROHRǨHU
In terms of the best way of spending taxpayer’s
money, let’s consider the return on the investment
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and ease congestion – tick. We want to foster more
environmentally-friendly travel – tick. We want to
create wealth through agglomerating talent – tick.
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large numbers of people into and out of city centres
with the minimum of disruption – tick. I could go
on. Our approach to Northern Powerhouse Rail
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spend by creating an integrated rolling programme
ensuring the optimum synergies between HS2, TRU
and NPR and our East and West Coast Main lines.
A well-planned rolling programme coordinated
through a guiding mind with a steady stream of
work for suppliers to work to will maximise returns
and develop skillsets which have lasting value for
the wider economy. Costs do need to be rigidly
controlled – but one of the key reasons cost-control
often goes out of the window is a stop-start
approach to programme work and subsequent
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SPL Powerlines UK - The system supplier for rail electrification

Passion for Delivery

www.powerlines-group.com

@GlobalRailway
35
LEADERS’ DEBATE | UK
To what extent do you
agree that a step-change
in rail connectivity between
some of the largest cities
in the north of the country
will provide significant
economic opportunities?
SIMPSON: Better east-to-west connections for
freight across the north of England are vital
for unlocking economic growth. The region’s
ports, both on east and west coasts are seeing
considerable growth and looking to use rail for
onward distribution to manufacturers and retailers.
Yet today, the only container route takes you via
Derby, or via the Central Belt of Scotland, neither
of which can be operated economically. We are
therefore deeply disappointed that the government
has chosen not to support freight in their proposals
for upgrading the north Transpennine route,
OHDYLQJIUHLJKWFXVWRPHUVUHOLDQWLQGHǩQLWHO\RQWKH
already overcrowded M62 motorway.
WOOD: I could not agree more. Connecting
the towns and cities of the North with high
capacity fast rail links will be transformational for
a regional economy which, for too many decades,
has been constrained by under-investment and
extremely poor rail links limiting life and business
opportunities for millions. It cannot be allowed to
remain like this if the UK is to maintain and develop
its position as a world-class economy. In early
2019 Northern Leaders unanimously agreed an
evidence-led case for a fast high-capacity rail
network linking Liverpool, Warrington, Manchester,
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with the region’s largest international airport to
slash travel times and bring the whole economy
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consider the evidence. We’re looking at trebling the
number of businesses able to access four or more
northern cities or the airport in 90 minutes from
70,000 today to 260,000 with NPR. We’re looking at
putting 8.7 million people within 90 minutes reach
of our biggest Northern airport with NPR – four
million more than today. We’re talking between
29,000 and 35,000 additional seats per hour into
the six core cities in the morning peak. That’s
more people doing more work generating more
wealth for our economy. It’s a major step-change
in the way the North performs. We’ve shared
a representative business case for NPR with the
government for an investment of up to £39 billion
in a transformational railway that will link together
its strongest skills and its most talented people.
36
What main barriers is the
industry facing in delivering
a single nationwide
smart ticketing structure
for passengers?
SIMPSON: Although this isn’t an area that freight
is involved in, we do generally see a need for
a wholescale upgrade of the technology that
underpins our industry. Some of the fundamental
systems, such as Network Rail’s TRUST, are decades
old, and it is little wonder that they cannot meet the
modern demands for data and information.
SMITH: Smart ticketing on public transport
can make life easier – and cheaper – for many
passengers. For this to happen though, it is
essential that any ticketing schemes are well
designed and properly implemented.
Technology is arguably no longer the main
barrier. Common standards and centralised
DŽEDFNRǫ FHDžIXQFWLRQVPHDQWKDWSDVVHQJHUVFDQ
now travel across the country on smart tickets. But
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from doing so.
Simply loading the current fare structure onto
smart schemes rather misses the point – it’s the
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QHHGVWKDWZLOOPDNHWKHPRVWGLǨHUHQFH)OH[LEOH
season tickets for people who work part-time
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commuting for many passengers. It is smart
ticketing’s potential to facilitate this, plus things like
fare-capping and automatic delay compensation
that will make rail travel more attractive to
infrequent and non-users.
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6WDǨVXSSRUWLVHVVHQWLDOWRDQ\QHZSURJUDPPH
and this includes sympathetic treatment when
passengers start to use their smart tickets. Passengers
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any questions and will be understanding if they
make a mistake or need assistance.
globalrailwayreview.com

To what extent do you think the Digital Railway plan will
realistically tackle the UK’s capacity and reliability problems?
HAINES: Adopting digital technology is critical to
our ambitious plans to both grow the network
and increase reliability and safety. Of course, this
is amongst a raft of interventions that are needed
to expand Britain’s network to enable it to cope
with the demands that will be placed upon it in the
years ahead. Most importantly, the whole industry
needs to get behind the Digital Railway Programme
because this is on track and train – it can’t be done
in a traditional way, it’s not just about signalling.
We’ve recognised that upgrading our train
control systems is not about widgets, it is about
changing the way we operate the railway to realise
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how the railway is operated, it will get there by
employing a new approach that brings track and
train closer together whilst bringing suppliers
into the fold. The programme has established
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on partnership.
HS2, the TransPennine route upgrade, new
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EXLOGLQJǪ\RYHUVDVZHOODVWUDǫ FPDQDJHPHQW
and new digital signalling and train control are parts
of the capacity puzzle that will need to be deployed
to meet the demands of the next 20 years.
SIMPSON: We absolutely support the upgrading
of technology across the industry, including the
signalling systems. There is good progress on
PDNLQJVXUHWKDWIUHLJKWFDQEHQHǩWIURPWKH
installation of ERTMS – although there is still
much more to be done to ensure that the capacity
increases will arise in practise for freight. More
@GlobalRailway
GLOBAL RAILWAY REVIEW | Volume 25, Issue 02
JHQHUDOO\V\VWHPVVXFKDVWUDǫ FPDQDJHPHQW
DSSHDUWRRǨHUEHQHǩWVRQVPDOOHUSDUWVRIWKH
geography. However, we do need to make sure
that there is careful roll-out so that freight drivers,
who move across the network, are not expected
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their journey.
SMITH: On one level, passengers probably do
not care if something is supplied digitally or any
other way as long as it works. However, digital
WHFKQRORJ\KDVWKHSRZHUWRPDNHDUHDOGLǨHUHQFH
to passengers’ daily lives.
Passengers’ key priorities for improvement
focus on more chance of getting a seat, more
reliable trains, fewer unplanned disruptions
and fewer cancellations. Less disruption due to
engineering work and more frequent trains also
feature. So, the ability of digital technology to
make the railway network more robust and more
frequent (better signalling should allow more trains
to operate on the same track) will really meet
passengers’ priorities.
So, a clear message for the industry. Get more
trains on time and you will keep your current
passengers happier. Delay fewer passengers and
you will annoy less with your handling of delays.
Anything that digital technology can do to improve
the reliability of trains and help with disruption
information will feed straight through into improved
passenger satisfaction. It’s the ability to get a seat
that makes a commuter’s ordinary journey OK or
JRRGǁDQGLVWKHGLǨHUHQFHEHWZHHQDJRRGGD\
and a bad one for longer-distance travellers.
37
LEADERS’ DEBATE | UK
As the mobility sector continues to rapidly evolve and become
more integrated, what must the UK rail sector focus on now
to ensure it remains a vital mode of transport in the future?
HAINES: 3XWWLQJSDVVHQJHUVDQGIUHLJKWXVHUVǩUVW
must be at the heart of the railways response as
the mobility sector evolves. Responding to their
needs, more quickly adopting technology and
innovation, simplifying ticketing and looking at
end-to-end journeys to make the passenger travel
experience as seamless and simple as possible
are all areas we need to work on as an industry to
ensure we provide the best service we can.
Continued urbanisation, population growth,
congestion, environmental concerns and the need
for human contact and interaction all point to
a continued and growing need for mass rapid transit
– something the railway excels in, but we cannot
DǨRUGWREHFRPSODFHQWDQGQHHGWRHQVXUHRXURǨHU
remains more attractive than the competition.
SIMPSON: One of the biggest risks presently
is that the perception and image of the railways is
arguably lagging behind the road sector. Whether
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be a reality remains to be seen, but the belief that
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of opinion formers. We need to have a similar
vision for transformation, and genuine progress on
modernisation to ensure we keep our place in the
future transport mix.
38
WOOD: This is a key question. Let me take you back
a few years. When I began my career – the car
was king. The car was cool. If you weren’t washing
your pride and joy on a Sunday, then you were
simply not in the race. It’s interesting that today’s
‘Generation Z’ have little interest in cars – indeed
much less interest in material things than perhaps
many of their predecessors. What’s cool now is
OLIHVW\OHDQGǪH[LELOLW\LQZKHUH\RXOLYHDQGZRUN
being fully connected while on the move, securing
your credentials as an eco-warrior – and why not?
Rail needs to be accessible to Generation Z. It needs
to be relevant. It needs to be cool. So how do we do
that to secure its future? First, we must start with
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guaranteed connectivity and they must get you
where you want to get to when you want to get there.
If we can’t get that bit right, then we should pack up
now. Secondly, the systems in all senses need to be
smart – integrated with other networks and other
travel modes – accessible through smart ticketing
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to keep that experience ‘cool’. We know this can be
done. And we have seen the results when it is done
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RQWRVWHHOWKHQZHQHHGWRRǨHUWKHGHDO
globalrailwayreview.com
EVENT PREVIEW:
RAILTEX 2019
Global Railway Review is pleased to support
the following Railtex 2019 exhibitors:

EXHIBITORS:

Stand U47 Stand B17 Stand S10 Stand U50

Stand J30 Stand F11 Stand S31 Stand N10

TURN THE PAGE TO FIND OUT WHAT’S IN STORE AT THIS YEAR’S EVENT
EVENT PREVIEW

14-16 MAY 2019

BIRMINGHAM UK

The complete showcase

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ęşĶęĸčĔÒĶɌŦg+ƑęĭĭłĸîúÒčÒęĸŜĭÒƗĔłŦŰŰłÒęĭŰúƖȦŰĔúęĸôŸŦŰşƗɌŦôúƥĸęŰęƐúúƖĔęíęŰęłĸ
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globalrailwayreview.com
40

SINCE ęŰŦłşęčęĸŦęĸǰǸǸDzȦƑĔÒŰĔÒŦ
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exhibition has stood the test of time,
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and brings together these organisations in
a collaborative and informative setting. It is
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anyone with an interest in the sector should
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The industry continues to experience
a period of growth, with passenger numbers
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Crossrail and the Great North Rail project
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for the sector’s suppliers, buyers,
infrastructure managers and operators.
Innovation and new
technologies on display
With organisations spanning the full
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manufacturing, engineering, signalling,
telecommunications and more, there
promises to be a wealth of new technology
on display throughout the three days.
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a fully-automated three-dimensional
pantograph inspection system which allows
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decisions based on true pantograph
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technology relies on a subjective assessment
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reconstruction allows the machine to
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analysis of the carbon strips to the
nearest millimetre.
One of the world’s leading HMI providers
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ŦŸíŦęôęÒşƗłČ”ƑęŦŦƥşĶ+p>ȺƑęĭĭ
be launching the Passenger Interface
innovative phone charging system with
iBeacon location technology and will
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switching products, along with the latest in
LED lighting solutions.
RAIL DEPOT
& WORKSHOP
EQUIPMENT
• RAILCAR LIFTING JACKS
• BOGIE/EQUIPMENT DROPS
• TRAVERSERS
• TURNTABLES
• BOGIE WORKSHOP
MACHINES
• UNDER CAR
EQUIPMENT HANDLING
mechan.co.uk
info@mechan.co.uk
+44 (0)114 257 0563
GLOBAL RAILWAY REVIEW | Volume 25, Issue 02
The largest battery manufacturer in
+ŸşłŜúÒĸłƑĸúşŦĔęŜȦEłŜŜúîĪúJĸôŸŦŰşęÒĭ
Batteries, will showcase its development
of Lithium-ion batteries to underline its
credentials in the rail industry.
JƠĔúƐŦĪęƗÒôęłƠÒƐłôȹJÍȺȦÒĭúÒôęĸč
provider of innovative rail technology
solutions, will be showcasing its latest
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repeater for GSM, GSM-R, UMTS and LTE
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ĸúúôČłşúƖŜúĸŦęƐúíÒŦúŦŰÒŰęłĸúŞŸęŜĶúĸŰ
and infrastructure providing the same
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íŸŰƑęŰĔŦęčĸęƥîÒĸŰĭƗĭłƑúşîÒŜęŰÒĭÒĸô
operating costs.
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ĸłƑƑęŰĔôłƑĸĭłÒôÒíĭúîúşŰęƥîÒŰęłĸ
via an app along with its comprehensive
range of Copper, Aluminium and bi-metal
compression connectors.
Turbo Power Systems (TPS) specialises
in the design and manufacture of Power
Conversion Solutions for the railway
• LASER MEASURING
• SANDBOX FILLING
• SHUNTERS
• EXHAUST EXTRACTION
• UNDER FLOOR
WHEEL LATHES
Davy Industrial Park
Prince of Wales Road
Sheffield S9 4EX 41
SHOW PREV IEW

industry. In the spotlight at Railtex, TPS is

bringing one of its brand-new innovations
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for BT Central Line. The new APS units
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maintenance. The next-generation units
use cutting-edge SiC technology to improve
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cut down power device losses whilst
contributing to a greener use of energy.
These are just a small sample of
the many innovations that will be on
demonstration. A full list of exhibitors can
íúČłŸĸôęĸŰĔúpČƥîęÒĭ”ĔłƑŠşúƐęúƑłĸ
the event website.

What’s on: Education

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to a comprehensive educational programme
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addresses, technical seminars, project
updates and interactive discussion forums.
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ƥčŸşúŦȦŦúĸęłşĶÒĸÒčúşŦşúŦŜłĸŦęíĭúČłşŰĔú
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part in the show. These will be held in the
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and are accessible with the show entrance
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ÒęĭŰúƖęŦłĸîúÒčÒęĸƑłşĪęĸčîĭłŦúĭƗ
with the Railway Industry Association
(RIA) to offer all show attendees an
outstanding selection of project updates
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şúŜşúŦúĸŰÒŰęƐúŦČşłĶgúŰƑłşĪÒęĭȦ””Ȧ
Rail Supply Group, Midlands Engine and
many more.
The RIA will also host a special one-day
îłĸČúşúĸîúłĸ¾úôĸúŦôÒƗǰǴeÒƗDZǯǰǸȦ
which is free-of-charge to pre-registered
visitors. This new ‘Future Focus Conference’
will facilitate dialogue between those
responsible for major projects delivery and
the supply chain and will offer insights
and discussions around a number of pressing
issues for the future of rail, including high-
speed rail, digital railways and sustainability.
účęŦŰşÒŰęłĸČłşÒęĭŰúƖDZǯǰǸÒĭŦłčęƐúŦ
visitors access to a range of industry
ĪúƗĸłŰúŦŜúúîĔúŦȦŜşłħúîŰŸŜôÒŰúŦÒĸô
technical seminars that are accredited by the
Š%úşŰęƥîÒŰęłĸ”úşƐęîúȦĶúÒĸęĸčŰĔúƗîÒĸ

globalrailwayreview.com
42
 GLOBAL RAILWAY REVIEW | Volume 25, Issue 02

be used by attendees and their professional

bodies towards annual Continuing
Professional Development.

What’s on: Displays

With hundreds of exhibitors and thousands
of innovative products on display, the
show promises to give audiences a hands-
on experience of the best technologies on
ŰĔúĶÒşĪúŰȫžĔúpĸɁžşÒîĪ%ęŦŜĭÒƗŦƑęĭĭíú
placed in the main hall on the exhibition
ƦłłşÒĸôƑęĭĭŜşłƐęôúŰĔúŦúŰŰęĸčČłş
products displayed in situ as they would
íúŦúúĸęĸŰĔúƥúĭôȫŠşłôŸîŰŦłĸŦĔłƑ
will include those from British Steel, TSP
ŠşłħúîŰŦ\ŰôȦŠúĭꊺłôŸîŰŦȹ¥ZȺ\ŰôȦEęşô
Group and Asset International Structures
(A Division of Hill & Smith Ltd).
At the RIA Hub, members of the RIA
will be promoting their products, services
and innovations in a dedicated area of
the hall. Exhibitors include EnerSys Ltd,
+ŸşłƥĸŦÄłşĪȦ=şÒƠúşɁgÒŦĔłĸŦŸĭŰÒĸîƗȦ
Eęşô>şłŸŜȦXúƑúşŦ%łłşŦ\ŰôȦZęĭČşłŦŰ\ŰôȦ
the Railway Industry Association and Viper
Innovations Ltd. ƑúÒĭŰĔłČĸúƑŰúîĔĸłĭłčƗƑęĭĭíúłĸôęŦŜĭÒƗŰĔşłŸčĔłŸŰŰĔúŰĔşúúôÒƗŦłČÒęĭŰúƖDZǯǰǸ

@GlobalRailway
43
EVENT PREVIEW

Digital Rail to be placed

ÒęĭŰúƖŜşłƐęôúŦŜĭúĸŰƗłČęĶŜłşŰÒĸŰĸúŰƑłşĪęĸčłŜŜłşŰŸĸęŰęúŦ
TSL–Trust Your Senses to a Proven Partner
www.tsl - escha.com
under the spotlight
The Birmingham Centre for Railway Research
and Education (BCRRE) has announced it will
be presenting leading digital innovation and
technology as part of the Digirail project (an
ERDF-funded scheme which aims to establish
a cluster of digital rail demonstrations to
showcase long-term innovation and support
to SMEs developing digital products and
services within the rail industry).
The Birmingham Centre for Railway
Research and Education will present the
Digirail project amongst other research
and development tools which will
ŦŸŜŜłşŰłşčÒĸęŦÒŰęłĸŦƑłşĪęĸčęĸŰĔú
industry’s supply chain. The BCRRE will
be exhibiting alongside the Rail Alliance,
with the two organisations ideally placed
to provide leading support to SMEs in the
ĶÒĸŸČÒîŰŸşęĸčÒĸôşłĭĭęĸčŦŰłîĪŦúîŰłşŦȫ
A new Digital Rail Forum will also be
ĔúĭôČłşŰĔúƥşŦŰŰęĶúȦĶúşčęĸčŜşłħúîŰ
management with supply chain to allow
a collaborative review of the Digital Rail
programme, through thought-leadership,
ęĸŦęčĔŰȦŦúĸŦúŰúŦŰęĸčȦŞŸÒĭęŰÒŰęƐú
engagement and cross-fertilisation to ensure
ęŰŦčłÒĭŦÒşúĶúŰȫ¾ęŰĔĪúƗĸłŰúŦŜúÒĪúşŦŦúŰ
to be announced soon, this forum will help
establish what a future digital railway can
ĭłłĪĭęĪúÒĸôÒîĔęúƐúȦƑęŰĔŰĔúŦŸŜŜłşŰłČŰĔú
broad scope of industry sectors represented.

Free registration

ALWAYS
ÒęĭŰúƖęŦÒŸĸęŞŸúúƐúĸŰŰĔÒŰĔÒŦŦŰłłôŰĔú
test of time as it provides organisations with
ÒíŸŦęĸúŦŦɁĭęĪúíŸŰČşęúĸôĭƗúĸƐęşłĸĶúĸŰ

AUDIBLE
to discuss their capabilities face-to-face
with visiting industry professionals. It also
enables people to forge lasting relationships,
ĶúúŰîłĭĭúÒčŸúŦÒĸôşúĸúƑÒîŞŸÒęĸŰÒĸîúŦȫ
JČƗłŸÒşúƐęŦęŰęĸčȦíúŦŸşúŰłĶÒĪúŸŦúłČ
ŰĔúgúŰƑłşĪęĸčúîúŜŰęłĸÒŰŰĔúúĸôłČŰĔú
opening day of the show, where delegates
can meet in a friendly and informal setting.
+ĸŰşƗŰłÒęĭŰúƖDZǯǰǸęŦČşúúɁłČɁîĔÒşčú
ęČɔƗłŸŜşúɁşúčęŦŰúşłĸĭęĸúÒĔúÒôłČƗłŸşƐęŦęŰȫ
ÄłŸîÒĸôłŰĔęŦŸŜŸĸŰęĭǰDzeÒƗDZǯǰǸȦŰĔú
day before Railtex opens. To do so, visit
the event’s website. For non-registered
ƐęŦęŰłşŦŰĔúşúƑęĭĭíúÒɦDZǯúĸŰşƗîĔÒşčú
payable on arrival at the NEC.
14 – 16 May 2019
Hall 3a│Stand U47

TSL – Audible Warning Device PKW21 www.railtex.co.uk

globalrailwayreview.com
44
 EE
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or call +44 (0) 1959 563 311
INTER VIEW
SPOTLIGHT
Markus Gross, Head of Product Line Rail Drive Systems
at ZF Friedrichshafen AG, discusses how their products
can help the rail industry move forward in a digital era
and what’s in store for the company in the future.
To what extent do you
think rail assets must
become more ‘connected’?
3DVVHQJHUDQGIUHLJKWWUDǫ F
services are running at
increasingly shorter intervals:
The logistics industry is
booming; towns and cities
heavily rely on rail to achieve
climate targets. At the same
time, society and industry are
increasingly going digital.
All of which places greater
demands on speed and
reliability, while also giving rise
to new business segments. Rail
transport must not be allowed
to lag behind here. With its
cross-industry networking
expertise and its intelligent
mechanical systems, ZF can
help rail vehicle manufacturers
and transport operators
master these challenges.
What makes the Smart
Typeplate so innovative?
The Smart Typeplate is
a compact component that
will substantially improve
reliability. This innovative
product consists of an RFID
chip that ZF has integrated
into the transmission type
plate. The name, material
DQGLGHQWLǩFDWLRQQXPEHUDV
well as the technical details
of key components are linked
to this digital typeplate, which
also records the operating
hours. That guarantees
FRUUHFWLGHQWLǩFDWLRQDQG
46
documentation of the
component condition, thereby
increasing transparency and
Hǫ FLHQF\7KDQNVWRWKH6PDUW
Typeplate the operator can
view the stored data on the
product when bringing the rail
vehicle into the maintenance
depot and record recent
repairs – all paperless thanks
to the cloud-based service. This
makes it easier to see which
trains require maintenance.
7KH6PDUW7\SHSODWHVLPSOLǩHV
communications between
operators, customers and
maintenance service. More
importantly, this reduces
or eliminates idle time and
downtime, which in turn lowers
ongoing operating costs.
,WLVWKHǩUVWVWHSLQXVLQJ
a single system to monitor
all key components in the
entire driveline by intelligently
networking mechanics,
electronics and digital
technologies. The successful
pilot, which we conducted
together with operator
Freiburger Verkehrsbetriebe
in 2017/2018, is testimony to
this development.
Why do you think it
is important for the
rail industry to utilise
data analysis tools?
Rail transport can become
PRUHUHOLDEOHPRUHHǫ FLHQW
and safer with extensive
data analysis. That is
something passengers and
customers alike appreciate,
and it promises to enhance
the industry’s image. ZF is
developing the ‘connect@
UDLODžFRQFHSWWRWKDWHǨHFW
‘connect@rail’ is an innovative
system which, thanks to
integrated sensors and
advanced data analysis tools,
paves the way for all-round
condition monitoring. It not
only monitors the condition
of vehicles smartly and
transparently, but does the
same for the infrastructure.
Various sensors record
parameters such as vibrations,
oil quality and temperature
behaviour in transmissions,
provide information on
the actual operating hours
of individual components
and check the condition of
traversed track sections by
PHDVXULQJGHǪHFWLRQVDQG
irregularities. A platform
developed by ZF then reliably
transfers the collected data
and information in encrypted
format to the ZF Cloud –
a digital platform, which
is suitable for many users
thanks to the cloud-to-cloud
ecosystem. Operators can view
the analysis and recommended
courses of action based on the
above data from the ZF Cloud
using a computer or mobile
device. Also, they can optimally
schedule maintenance dates
and respond to the most
diverse situations individually
DQGǪH[LEO\7KDWJXDUDQWHHV
reliable operation of the
rail vehicle and helps better
PDQDJHWKHHQWLUHǪHHW
What’s next for ZF’s
solutions and how
will the organisation
adapt to benefit the
future rail sector?
,QWKHǩUVWTXDUWHURI
the Smart Typeplate and
infrastructure monitoring will
EHGHSOR\HGIRUWKHǩUVWWLPH
with a customer in trams
operated by the Austrian local
transport operator Graz Linien.
To monitor the entire driveline,
we intend to cooperate with
other manufacturers, including
6FKDHǬ HU:HDUHDOVRORRNLQJ
into the possibilities of IoT
DQGDUWLǩFLDOLQWHOOLJHQFH
such as with our ZF ProAI
supercomputer. This is the
most powerful control box on
the market. With these kinds of
products, we are driving forward
the wide-ranging digitalisation
of the rail sector – and can link
the industry with other forms of
mobility and mobility services.
After graduating in Engineering
Management, MARKUS GROSS
began his career in the Industrial
Technology Division of ZF
Friedrichshafen AG in 2008.
Markus has held several positions
in Controlling, Purchasing and
Servicing before being appointed
Director of the Group’s Rail Drive
Systems Product Line in 2019.
globalrailwayreview.com
Your next connection:
connect@rail
The intelligent condition monitoring system connect@rail
demonstrates how integrated sensors and advanced
GDWDDQDO\VLVWRROVFDQIXUWKHULPSURYHHȔFLHQF\UHOLDELOLW\
and safety in rail transport.
www.zf.com/rail
INFRASTRUCTURE

Delivering investment
to ensure Northern
Ireland continues to
develop and prosper

Public transport supports communities in every part of

Northern Ireland by helping to strengthen economic growth
and social inclusion, as well as environmental sustainability.
On an individual level, public transport gives people choices,
freedom and additional opportunities in terms of business,
education, shopping, travel, tourism and leisure pursuits.
Here, Chris Conway, Group Chief Executive of Northern
Ireland’s main public transport provider, Translink, writes about
WKHSDVVLRQIRUSURYLGLQJǩUVWFODVVSXEOLFWUDQVSRUWZKLFKLV
endorsed by their guiding values of safety, people, innovation,
responsibility, integrity and teamwork – the Translink SPIRIT.

An exciting time and a concrete delivery on the draft Programme

It is an exciting time for Translink, with several
major projects ongoing and more in the pipeline,
coupled with record numbers of passengers
across all services – something we’re set to further
consolidate this year. This has been assisted
E\LQYHVWPHQWLQǪHHWDQGWKHLQWURGXFWLRQ
of additional services, such as Ulsterbus Urby,
serving towns and villages in the Belfast commuter
EHOWZLWKKLJKIUHTXHQF\KLJKVSHFLǩFDWLRQ
double-deck buses to ensure quicker and more
comfortable journeys for those travelling to and
from the city at peak times.
During the last 12 months, Glider has been our
KLJKHVWSURǩOHLQYHVWPHQWǁWKLVLVDfPLOOLRQ
Bus Rapid Transit service linking east and west
Belfast via the city centre and running to the
dynamic Titanic Quarter. The project was
funded by the Department for Infrastructure
as a signature investment in public transport
for Government. Since going live in September,
WKHLFRQLFKLJKVSHFLǩFDWLRQORZHPLVVLRQ*OLGHU
has energised and connected Belfast like never
before, with record passenger numbers and
KLJKOHYHOVRIHǫFLHQF\IUHTXHQF\DQGUHOLDELOLW\
Planning of Glider Phase 2, expected to run across
the city on a north/south route, is underway in
consultation with Departmental colleagues.
Additional capacity
While Glider has been a headline success for
Translink in 2018/2019, it is only part of the story.
In particular, with the increasing popularity of NI
Railways, we’re investing to ensure additional
capacity in both rolling stock and facilities.
We recently signed a £50 million contract with
Spanish train manufacturer CAF to supply 21 new
train carriages. These will be fully compatible
ZLWKRXUH[LVWLQJ&ODVVǪHHWRIWUDLQVDQG

globalrailwayreview.com
48

ABOVE: Works at Portrush station: An integral part of the wider Portrush
Regeneration Programme
will create additional capacity for c2000 people,
allowing us to utilise several existing three-car
trainsets assix-car sets; this will be an invaluable
addition to our capacity, particularly during
peak times. The carriages are expected to arrive
during 2021.
Infrastructure investment
We are also investing in our infrastructure
across Northern Ireland – work is ongoing
in Portrush to complete a new train station
(valued at £5.6 million) in the coastal town ahead
of The 148th Open which will be played at Royal
Portrush this summer. The new station will act
as Portrush’s gateway to the world and will sit
DWWKHKHDUWRIWKHWRZQDžVWRXULVPRǨHULQJ7KH
new station is an integral part of a wider Portrush
Regeneration Programme, led by the Department
for Communities, which includes a major
revitalisation project for the town.
In the North-West, work is ongoing on the new
North-West Multi-Modal Transport Hub, a £27 million
investment to restore the Grade-B listed Waterside
Train Station in Derry~Londonderry to use. Funding
has been secured from the EU’s INTERREG VA fund,
managed by the Special EU Programmes Body and
match funding provided by the Department for
Infrastructure and the Department of Transport,
Tourism and Sport in the Republic of Ireland.
Encouraging a modal shift
This ambitious cross-border project, which has
the potential to transform travel across the
1RUWK:HVWUHSUHVHQWVDPDMRUYRWHRIFRQǩGHQFH
in the region by Translink, sitting alongside
wider investment of approximately £55 million
in the Derry~Londonderry area in recent years.
The facility will act as a catalyst for development
in the Waterside area of the city, encouraging
regeneration. It will also support business, leisure
and tourism for the North-West region as a whole.
Alongside the protection of the Grade-B listed station
building, the project will encourage a modal shift from
car to public transport and other sustainable modes
by providing integrated and convenient services
@GlobalRailway
GLOBAL RAILWAY REVIEW | Volume 25, Issue 02
ABOVE: Contract signing: Translink signs deal with CAF to deliver new train carriages,
December 2018
to encourage more active travel for a healthier
region. There will also be a new greenway link to
the city centre via the iconic Peace Bridge, new
track and signalling work, enhanced park and
ride capacity, additional cycle storage and an
integrated facility for the provision of rail and local
bus services, as well as Goldline and cross-border
services. Phase 1 works will complete in late-2019,
with the entire project completing during 2020.
Significant regeneration opportunities
The Belfast Transport Hub is a major project which
will transform public transport in Northern Ireland,
creating a world-class transport interchange and
surrounding master plan development at Weavers
Cross. It will provide a new gateway to Belfast and
a main bus and rail connection point reaching out CHRIS CONWAY is the
to every corner of Northern Ireland and beyond, Group Chief Executive
replacing Great Victoria Street Train Station and of the Northern Ireland
Europa Bus Centre. The proposed Weavers Cross Transport Holding Company
and its operating subsidiaries
master plan development for the surrounding area
(Translink). He has extensive
ZLOOSUHVHQWVLJQLǩFDQWUHJHQHUDWLRQRSSRUWXQLWLHVIRU international business
this part of Belfast, providing a new city centre district experience with Tata Steel
and a focus for the city’s commercial life. Europe where he worked
Translink and Iarnród Éireann will also continue as Managing Director Tata
Steel Distribution Ireland
to work together to develop the key cross-border
and previously as Vice
route between Belfast and Dublin, alongside President Operations for
a reduction in journey time and investment in new Nortel Networks in Europe.
infrastructure and rolling stock. This will require Chris graduated from the
VLJQLǩFDQWLQYHVWPHQWEXWLWLVHVVHQWLDOLIUDLOLVWREH University of Ulster with
a BSc in Engineering and
developed along this important international corridor.
has an MBA from the
same university. He is
A partnership approach to deliver results a Chartered Company
Delivering on the required outcomes in the draft Director and a Fellow of the
Northern Ireland Programme for Government will Institute of Directors, plus
a Fellow of the Institution
require sustained investment in public transport
of Civil Engineers. Chris
infrastructure going forward. Translink will continue is Chairperson of NI-CO
to work with partners and stakeholders across (Northern Ireland Co-
our community to deliver the investment required, operation Overseas) and
ensuring Northern Ireland continues to develop and a Member of the Board of
Trustees of Young Enterprise
prosper. We want to encourage everyone in Northern
NI. He is also a Member
,UHODQGWRPDNHSXEOLFWUDQVSRUWDŽ\RXUǩUVWFKRLFH of CBI Northern Ireland
for travel’, and by doing so, ease congestion, reduce Council and Business in the
pollution and help improve the economic, social and Community Advisory Board.
environmental wellbeing of Northern Ireland.
49
ROLLING STOCK MAINTENANCE
Is there a place for
robotics in the future of
train maintenance?
Simon Jarrett, Engineering Assurance and Development
Manager for UK train operating company Chiltern
Railways, explores the application of robotics in rail
maintenance activities and the potential impact
WKH\FRXOGKDYHRQHǫFLHQF\DQGFDSDFLW\
“A
RE YOU mad?” or so I thought in 2016
when the Rail Safety and Standards Board
(RSSB) suggested that the rail industry
explore the use of robotics for rail vehicle
maintenance. But the idea appealed to my natural
inquisitiveness and I was intrigued by the thought.
A lot of recent work on developing rail vehicle
maintenance has focused on the use of data and
optimisation. Some maintainers have invested in
clever inspection technology to measure brake pad
WKLFNQHVVHVLQVSHFWSDQWRJUDSKVDQGGHWHFWJUDǫ WL
amongst other things. But the necessary ‘drudge
ZRUNDžFRQWLQXHVWRXVHPDQXDOODERXUIRUǩOOLQJDQG
emptying toilets, topping up sand, fuelling diesel
trains, interior and some exterior cleaning. These
are areas where the application of robotics could
KDYHDVLJQLǩFDQWLPSDFWRQLPSURYLQJHǫ FLHQF\
and capacity.
50
The opportunities for rail
Robots have been used in manufacturing for
over 40 years but are rarely used in the rail
environment or in maintenance in general, but
this is an area where rail vehicle maintenance
has a real opportunity. Take a typical car
manufacturing plant for instance, where the
cars are moved around on rails. This close
GLPHQVLRQDOFRQWUROPHDQVWKDWǪXLGSRUWV
windscreens and other equipment are easy to
locate and service by a robot. The rail industry is
VHHLQJǪHHWVJURZDQDJLQJZRUNIRUFHWKDWZLOO
need replacing, and space for new maintenance
facilities quickly declining – we need to get more
productivity out of our existing facilities. Robotics
is part of the solution to this problem by bringing
DXWRPDWLRQWRWKHPRVWIUHTXHQWGXOOGLǫ FXOW
dirty and hazardous tasks.
globalrailwayreview.com
 GLOBAL RAILWAY REVIEW | Volume 25, Issue 02

Learning from the car

manufacturing industry:
The rail sector needs to
get more productivity
out of existing facilities

6RZKDWKDVKDSSHQHGVLQFHP\ǩUVW
BELOW: Robotics
intrigue? In 2016, the RSSB supported several
could take on tasks
academic-industry feasibility studies to look at for rail such as diesel
where robotics could be applied to rail vehicle filling activities
maintenance. Chiltern Railways worked with
%UXQHO8QLYHUVLW\/RQGRQWRORRNDWǪXLGVVHUYLFLQJ
(fuelling, toilet emptying, fresh water etc.) and
ZLWK&UDQǩHOGDQG+HULRW:DWW8QLYHUVLWLHVRQ
cab front cleaning. The results were promising,
demonstrating genuine feasibility and an outline
business case followed.

Fluids servicing tests

In 2018, Brunel University London (working with
TBG Solutions) won funding from the Department
for Transport (DfT) through Innovate UK to start
GHYHORSLQJWKHǪXLGVVHUYLFLQJFRQFHSWDQGWHVWWKH
port interfaces between the train and robot. A test
rig has been constructed and is now dynamically
testing the existing train connections in common
use across the UK network. TBG Solutions has
GHYHORSHGFRQFHSWGHVLJQVIRUDǪXLGVHUYLFLQJ
maintenance road using commercially available
six-axis robots. We have determined that the ability
to dedicate one or two traversing robots to each
vehicle in a train means that typical servicing times
for a fuel point exam can be reduced from 30 to
PLQXWHVRUOHVVZLWKWKHIXHOǪRZUDWHDQGIXHO
tank size likely to be the limiting factors.
0HDQZKLOH&UDQǩHOGKDVEHHQZRUNLQJZLWK
Garrandale to develop the cab front cleaning robot
into a prototype. It has been realised that there are
strong synergies between both projects, and it is

@GlobalRailway
51
ROLLING STOCK MAINTENANCE
SIMON JARRETT is the
Engineering Assurance
and Development Manager
for Chiltern Railways,
responsible for engineering
innovation and fleet safety.
He has spent 15 years
with Chiltern Railways
in a variety of roles in
depot management,
technical management and
engineering commercial.
Simon previously worked in
London Underground and
ROSCOs. His current position
focuses on the development
and introduction of new
technology and ideas into
rail vehicle engineering
and on safety assurance
for engineering depots
and trains. Simon is
a Chartered Engineer.
ACKNOWLEDGEMENT
The author would like
to thank Professor Mark
Atherto (Brunel University
London), Neil Roddis (TBG
Solutions) and Tim Brown
(Garrandale) for their
contribution to this article.
52
likely that they will be combined into a single robot
depot servicing road concept. Our intention as
a next stage is to construct a full-size single-vehicle
prototype to really demonstrate the potential of this
technology before progressing to hopefully construct
WKHZRUOGDžVǩUVWURERWGHSRWVHUYLFLQJURDG
Further applications and opportunities
Brunel has won funding for PhD students looking
at further applications and uses of robots in
other rail maintenance applications. We are
keen to explore their application to routine, high
PDQKRXUWLPHFRQVXPLQJDQGGLǫ FXOWWDVNV
These include interior cleaning, oil sampling,
pantograph maintenance, shoegear and brake pad
replacement. Their application to working on high
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occupational safety risk through reducing exposure
to working at height and high voltage systems,
but also cutting cycle times for activities such as
pantograph carbon replacement.
The fluids servicing
test rig at Brunel
University London
5RERWLFVRǨHUVDUHDORSSRUWXQLW\IRUUDLOYHKLFOH
maintenance but there will always be some tasks
WKDWRXUPXOWLǪH[LEOHKXPDQVZLOOGRDQGZKHUH
the business case for automation is less strong.
These are the more interesting, less frequent
maintenance tasks.
Nowadays, cars are designed to be manufactured
by robots. Adopting robotics for rail vehicle
maintenance may mean that we must modify or
design trains for this to maximise their use and
application. A robot does not have all the senses
that a human has, and may not be adaptable
for multiple tasks, but this is not a problem if the
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considering how to address this challenge, but we
will need backing from train manufacturers and
standards may have to change to address it properly
VLQFHVRPHLQWHUIDFHVDUHQRZVSHFLǩHGLQ76,V
As a team, we realise that we do not have all
the answers and we certainly do not have all the
resources in place to fully develop and prove
the robot servicing road, but we have made great
strides and would welcome others to join us.
globalrailwayreview.com
WEBINAR HIGHLIGHTS
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new online marketplace
and advanced 3D parts
On 6 March 2019, Global Railway Review hosted a webinar in association with
Siemens Mobility which explained their seamless digital supply chain for ordering
VSDUHSDUWVDQGKRZWKHUDLOVHFWRULVDOUHDG\EHQHǩWLQJIURPWKLVQHZWHFKQRORJ\
How do you see the
transformation of spare
part services and what
is your solution?
We are living in a rapidly
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This transformation brings us
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In the past, maintenance
activities were carried out
following a set of rules which
ZHUHGHǩQHGDWWKHEHJLQQLQJRI
a system’s lifetime. This resulted
LQDORWRIHǨRUWKDYLQJWR
manually search for the
right spare part from printed
catalogues and then delivering
the spare part or carrying
out repairs after a customer
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With today’s advances in
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PXFKPRUHFRVWHǫ FLHQW
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EHLGHQWLǩHGZLWKLQ
54
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O With Easy Spares, we
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An essential part of the digital
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Siemens’ spare parts
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available in one marketplace,
therefore making all materials
available for a maintainer.
This brings the idea of ‘one
stop shopping’ even closer.
2XUFXVWRPHUVEHQHǩWIURP
real-time information of
stock availability, delivery
times and prices as well as
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and photos.
We have already witnessed
the world changing with many
customers already optimising
their purchasing processes.
So far we have had 2,200 users
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with 60 customers regularly
placing online orders with us.
How do you use
3D printing?
Additive manufacturing
(3D printing) enables us
to increase availability,
performance and the lifecycle
of spare parts. Based
on our customers’ feedback,
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REFERENCE
1. www.easysparesmarketplace.com
IN ASSOCIATION WITH:
globalrailwayreview.com
LEVEL
CROSSING
SAFETY
Collisions at level crossings between trains and road vehicles is a global issue and industry
safety statistics are showing that more needs to be done to reduce risk. Cooperation is
ĿŞƎūƑƥîŠƥȫƥĺĚƑîĿŕDžîNjĿŠēƭƙƥƑNjȡĺƭŞîŠċĚĺîDŽĿūƭƑƙƎĚČĿîŕĿƙƥƙîŠēƑūîēĿŠIJƑîƙƥƑƭČƥƭƑĚȬƙîIJĚƥNj
authorities must work together to raise awareness of the dangers of level crossings.

SPONSORS:
IN-DEPTH FOCUS | LEVEL CROSSING SAFETY

The battle to
increase safety on
ISABELLE FONVERNE

n w
joined the International

has not yet b ee Union of Railways (UIC)

in 1992 and has worked in an
international environment
for activities including
environment, high-speed,
economics, technology and
research and safety. From
early 2010, Isabelle started
Accidents at level crossings are a global issue. working on level crossing

Here, Isabelle Fonverne, Senior Advisor for Safety and safety, taking over the
Secretariat of the European
Interoperability at the UIC, highlights that collisions between Level Crossing Forum
(ELCF) and two UIC Safety
trains and heavy road vehicles result in a great number of Groups: SSMG (Systems
Safety Management Group:
fatalities and severe injuries. Isabelle underlines that the ERA/CER/UIC) and IRSN
(International Railway
railway industry and other sectors must work more closely Safety Network). Isabelle

together to reduce these statistics. is a Member of the UNECE

Working Party 1 on Road
Safety, this is how the UIC
initiated active discussions
LL COLLISIONS at level crossings FUHDWLQJDKLJKULVNRISDVVHQJHUVRUUDLOZD\VWDǨ

A
with the UNECE to create
between trains and road vehicles should being hurt by debris. a group of experts on level
be prevented. Collisions with heavy Severe collisions with long and heavy vehicles crossing safety hosted by
and long vehicles, particularly those result in a great number of fatalities and severe UNECE in Geneva. Isabelle
has been the UIC Coordinator
transporting dangerous goods or many passengers, injuries. Such collisions occur too often around
of ILCAD (the International
represent the highest risks for the railways. the world and show how it is not an isolated issue Level Crossing Awareness
Collisions can cause a huge amount of damage but a global one. It reminds us that the battle to Day) which has been
to railway infrastructure and rolling stock. increase safety has not yet been won, and that growing year after year.
Furthermore, collisions can result in derailed trains PDQ\HǨRUWVDUHVWLOOWREHPDGH

globalrailwayreview.com
56
 GLOBAL RAILWAY REVIEW | Volume 25, Issue 02

Marhanets, Ukraine, 12 October 2010

Collisions involving dangerous goods
Port-Sainte-Foy, France, 8 September 1997
Thirteen people were killed and 43 injured (10 of
them severely burnt) when a passenger train
ploughed into a fuel truck at a level crossing,
VSDUNLQJDKXJHH[SORVLRQDQGǩUH1.
Indonesia, 9 December 2013
Seven people were killed in Jakarta including
a train engineer and a technician after a commuter
WUDLQEXUVWLQWRǪDPHVDIWHUFUDVKLQJLQWRDWUXFN
carrying gas2.
Collisions involving school buses
Buttskop, Cape Town, 25 August 2010
A school minibus driver overtook cars waiting
at a level crossing and attempted to cross the
railway line even though the safety barriers
were down. Ten children died and four were
seriously injured 3. The minibus driver was
convicted of 10 counts of culpable homicide
and was released after eight years in prison.
A CCTV camera has now been installed at that
level crossing.
Forty-three people were killed in a collision
between a train and a bus. The collision was the
worst single road accident regarding the number
of victims in Ukraine’s history4.
Manfalut, Egypt, 17 November 2012
A school bus transporting 60 pre-school children
was hit by a train near Cairo. Fifty children and the
bus driver died.
Collisions with buses transporting workers
Hectorspruit, South Africa, 13 July 2012
A goods train hauling coal smashed into a truck
carrying 44 farm workers at a controlled level
crossing killing 26 people5.
Collisions
Bratoszewice, Poland, 30 July 2012 with heavy and long
Nine people (mostly Ukrainian seasonal workers) vehicles, particularly
were killed after a train collided with a minibus at those transporting
an unprotected crossing6.
dangerous goods
or many passengers,
Vladimir, Russia, 6 October 2017
Sixteen people were killed (migrants from represent the
Uzbekistan) when a train hit a bus on a crossing. highest risks for
The bus engine may have stalled after the driver the railways

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INDEPENDENT
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@GlobalRailway
57
IN-DEPTH FOCUS | LEVEL CROSSING SAFETY
Level crossings must be
carefully risk-assessed,
not only by the railways
but together with road
infrastructure managers
and local authorities
REFERENCES
1. www.youtube.com/
watch?v=4fQqbqrsWLo
2. www.ibtimes.co.uk/indon
esia-train-crash-pics-jaka
rta-gas-truck-528644
3. www.news24ȫcom/SouthAfrica/
News/level-crossing-crash-taxi-dri
vers-parole-suspended-20161208
4. www.foxnews.com/
world/ukraine-43-
killed-in-bus-train-collision
5. https://mg.co.za/article/2012-07-
13-mpumalanga-train-crash
6. www.telegraph.co.uk/
news/worldnews/europe/
poland/9438524/Nine-dead-as-tr
ain-hits-minibus-in-Poland.html
7. www.bbc.com/news/
world-europe-41522748
8. www.aar.org
9. www.oli.org
10. www.ilcad.org
58
ignored a red warning signal7.
Collisions with school buses are particularly
sensitive because they involve children, and
collisions with trucks are often sensationalised
in the media. This is perhaps less the case with
accidents that occur on roads every day.
Causes
The causes of collisions at level crossings can be
YHU\GLǨHUHQWEXWLWLVUHFRJQLVHGWKDWKXPDQ
behaviour is often the main factor. The vast
majority of level crossing collisions are caused by
drivers not observing the highway code, whether
deliberately or unintentionally. Drivers’ errors
can result from tiredness, stress, consumption of
pharmaceutical products or other substances or
simply from speeding – but they can also be the
result of inappropriately using electronic devices.
The Illinois Commerce Commission
conducted a report on ‘truck-related collisions
in 2008-2012 in the State of Illinois, USA’. Level
crossing (or in America they are known as
grade crossings) collisions had decreased but
truck-related collisions stablised: Over 20 per cent
of all collisions, 29 per cent were at private crossings
(98 per cent with passive warning), representing 36
per cent of all injuries, 15 per cent in November, with
a peak before and after lunch time, the majority
(57 per cent) of truck-related collisions occurred
simply because truck drivers failed to stop at level
crossings. According to the Association of American
RailroadsǷ (AAR), on a national basis, collisions with
trucks and truck-trailers in 2018 amounted to almost
23 per cent of all collisions at level crossings with
an increase in 2018 compared to 2017; 7.7 per cent
of all fatalities and 19.8 per cent of injured persons.
Furthermore, there were seven collisions with buses
resulting in no fatalities, but 10 people were injured.
In Belgium, 38 collisions with professional
vehicles are estimated to be 31 per cent of all
collisions in the country.
Some truck and bus drivers end up going
RYHUDOHYHOFURVVLQJZLWKDKLJKYHUWLFDOSURǩOH
by mistake; simply because they were following
a diversion due to road works, or their GPS
delivered the wrong route information.
To better address risks at level crossings, soft
or harder measures must be taken by the railway
industry, the road sector and major authorities.
7RǩQGWKHEHVWVROXWLRQVWKHUHLVWKHQHHGWR
O Better evaluate the risks at each
level crossing
O Better engage with stakeholders from
GLǨHUHQWVHFWRUVORFDODXWKRULWLHV
communities and users’ associations
O 7DNHHQJLQHHULQJPHDVXUHVDQGǩQG
innovative solutions
O Take educational and awareness measures
and collaborate with the rail and road sectors
via Education and Transport Ministries
O Take enforcement measures by working with
the police and legal authorities.
Each level crossing should be carefully
risk-assessed, not only by the railways but
together with the road infrastructure managers
and the local authorities to make it more
visible and easier to cross particularly for long,
heavy and oversized vehicles.
All stakeholders should better cooperate
to design the best level crossing environment, to
GLYHUWWKHURXWHIRUORQJYHKLFOHVWRǩQGWKHEHVW
and safest way, particularly when it comes to
school buses.
Working together to deliver results
Sometimes some severe accidents serve as
a catalyst for decision makers, the railway industry
and other sectors to work more closely together.
The best example of a joined-up approach is
Operation Lifesaver, Inc.9LQWKH86DQRQSURǩW
RUJDQLVDWLRQǩQDQFHGE\WKHUDLOZD\LQGXVWU\
which was established in 1972 when the annual
average number of collisions at U.S. level crossings
had risen above 12,000. The organisation’s initial
teams spoke to civic groups, school groups, school
bus drivers and truck drivers. As a result, Idaho
experienced a 43 per cent reduction in fatalities
WKDWǩUVW\HDU
Operation Lifesaver is represented in all states
with volunteers who promote the organisation and
concentrate their working programme on three Es:
Engineering, Education and Enforcement.
Furthermore, to raise awareness of level
crossing safety, the International Level Crossing
Awareness Dayǰǯ was launched in 2009. The
International Union of Railways (UIC), together
with railway industry stakeholders, road authorities,
academics and international institutions
will celebrate the 11th edition of ILCAD on
6 June 2019.
globalrailwayreview.com
 EVENT PREVIEW

The most important 6 JUNE 2019

stop of the day AMERSFOORT,

THE NETHERLANDS

The International Union of Railways (UIC), together with railway industry stakeholders,
road authorities, academics and international institutions, will celebrate the 11th edition of
J\%łĸǵXŸĸúDZǯǰǸȫžÒşčúŰęĸčŜşłČúŦŦęłĸÒĭôşęƐúşŦȹíŸŦȦîłÒîĔȦŰşŸîĪȦČÒşĶęĸčƐúĔęîĭúŦȦ
úĶúşčúĸîƗŦúşƐęîúƐúĔęîĭúŦȺȦŰĔúĶłŰŰłłČŰĔúúƐúĸŰęŦ‘The most important stop of the day!’ȫ

JgDZǯǰǶȦcollisions at level crossings

şúŜşúŦúĸŰúôÒŜŜşłƖęĶÒŰúĭƗDZǴŜúşîúĸŰłČÒĭĭ
ŦęčĸęƥîÒĸŰşÒęĭƑÒƗÒîîęôúĸŰŦęĸŰĔú+¥ȦƑęŰĔ
ǶǴŜúşîúĸŰłČŰĔłŦúęĸƐłĭƐęĸčşłÒôƐúĔęîĭúŦȦ
ÒĸôîÒŦŸÒĭŰęúŦÒîîłŸĸŰúôČłşDzǯŜúşîúĸŰ
łČɔÒĭĭşÒęĭƑÒƗîÒŦŸÒĭŰęúŦǰ.
In the USADZȦîłĭĭęŦęłĸŦƑęŰĔŰşŸîĪŦÒĸô
ŰşŸîĪɁŰşÒęĭúşŦęĸDZǯǰǷÒĶłŸĸŰúôŰłÒĭĶłŦŰ
DZDzŜúşîúĸŰłČÒĭĭîłĭĭęŦęłĸŦÒŰĭúƐúĭîşłŦŦęĸčŦ
ƑęŰĔǶȫǶŜúşîúĸŰłČÒĭĭČÒŰÒĭęŰęúŦÒĸô
ǰǸȫǷŜúşîúĸŰłČęĸħŸşúôŜúşŦłĸŦȫžĔúşúƑúşú
seven collisions with buses and, although
ĸłɔČÒŰÒĭęŰęúŦȦǰǯŜúłŜĭúƑúşúęĸħŸşúôȫ
In BelgiumDzŰĔúşúƑúşúDzǷîłĭĭęŦęłĸŦƑęŰĔ
íŸŦúŦÒĸôŰşŸîĪŦƑĔęîĔÒîîłŸĸŰúôČłş
DzǰŜúşîúĸŰłČÒĭĭîłĭĭęŦęłĸŦȫ¥ĸČłşŰŸĸÒŰúĭƗȦ
this is not an isolated example.
The number of collisions with
professional vehicles, the damages
they cause, and the potential number
łČɔîÒŦŸÒĭŰęúŦşúŦŸĭŰęĸčČşłĶîłĭĭęŦęłĸŦȦ
ęŦɔÒîłĸîúşĸęĸčęŦŦŸúČłşşÒęĭƑÒƗŦÒĸôČłş ĭłĸčŦęôúŰĔúJ\%DZǯǰǸîłĸČúşúĸîúȦÒŰúîĔĸęîÒĭƐęŦęŰƑęĭĭíúłşčÒĸęŦúôłĸǶXŸĸúDZǯǰǸ
şłÒôŸŦúşŦȾŜÒşŰęîŸĭÒşĭƗƑĔúĸęŰîłĶúŦ
ŰłɔŜÒŦŦúĸčúşŰşÒĸŦŜłşŰÒŰęłĸȫ solutions available to help improve safety will be an exhibition of level crossing
žĔúşúČłşúȦJ\%DZǯǰǸÒęĶŦŰłşÒęŦú at level crossings, including traditional safety products and a technical visit
even more awareness to the public engineering solutions. However, in an era ŰłɔíúɔłşčÒĸęŦúôłĸǶXŸĸúDZǯǰǸȫ
ÒíłŸŰŰĔúşęŦĪŦÒŰĭúƐúĭîşłŦŦęĸčŦȫžĔęŦ łČɔÒŸŰłĶÒŰęłĸÒĸôôęčęŰÒĭęŦÒŰęłĸȦşÒęĭƑÒƗŦ
ƗúÒşȦłƐúşdzǯîłŸĸŰşęúŦƑęĭĭíúęĸƐłĭƐúô ĶŸŦŰÒĭŦłĭłłĪÒŰęĸĸłƐÒŰęƐúŦłĭŸŰęłĸŦȫ
ęĸɔŰĔúîÒĶŜÒęčĸȫ The UIC is coordinating a European References:
žĔúĭÒŸĸîĔîłĸČúşúĸîúĔłŦŰúôíƗɔŠşłÒęĭ Commission project called ‘Safer LC’ which ǰȫ¥JŦÒČúŰƗôÒŰÒíÒŦú
łĸǵXŸĸúDZǯǰǸęĸĶúşŦČłłşŰȦŰĔú aims to develop a toolbox that provides DZȫŦŦłîęÒŰęłĸłČĶúşęîÒĸÒęĭşłÒôŦȹȺ
Netherlands, will bring together various recommendations and solutions to the rail DzȫJĸČşÒíúĭ
ŦŜúÒĪúşŦČşłĶôęČČúşúĸŰŦúîŰłşŦłČÒîŰęƐęŰęúŦ ęĸôŸŦŰşƗęĸĔłƑŰłĶÒĪúĭúƐúĭîşłŦŦęĸčŦŦÒČúş
ƑĔłƑęĭĭŜşúŦúĸŰşęŦĪÒŦŦúŦŦĶúĸŰȦęĸŦŸşÒĸîú for everyone.
issues and human behaviour challenges. ĭłĸčŦęôúŰĔúJ\%DZǯǰǸîłĸČúşúĸîúȦ www.ilcad.org
pŰĔúşŦŜúÒĪúşŦƑęĭĭŜşúŦúĸŰŰĔúƐÒşęłŸŦ ƑĔęîĔƑęĭĭÒŰŰşÒîŰDZǯǯŜÒşŰęîęŜÒĸŰŦȦŰĔúşú

@GlobalRailway
59
IN-DEPTH FOCUS | LEVEL CROSSING SAFETY

Eliminating risk and

creating a safer railway
in Great Britain
Level crossing safety in Great Britain continues to be one of Network Rail’s
key priorities. Since 2009 the infrastructure manager has invested more than
£200 million in improving the safety of level crossings and this investment
to date has generated over 1,100 level crossing closures and countless
safety enhancements across the network. Robert Wainwright, Head of
Level Crossings at Network Rail, explains more.

REAT BRITAIN has one of the best reduction to go beyond legal requirements

Network Rail
has approximately
100 dedicated level
G level crossing safety records in Europe.
This is a commendable position given
that the rail network in Britain is one
of the most intensively used in the world. With
track covering 20,000 miles across the country,
through closures and deployment of technology.
Developing the next generation of technology
remains a primary objective for Network Rail
as we progress into CP6 in April 2019.
Network Rail continues to make improvements
crossing managers, interfacing with around 6,000 roads and footpath in level crossing safety, from coordinating the
spread across or bridleway systems throughout, the challenge to cross-industry level crossing strategy group, where
manage public and passenger safety is immense. all members work towards the Leading Health and
the country, who
Safety on Britain’s Railway strategy. Though working
continue to lead Reducing risk with partners from both inside and outside the
improvements in level 7KHULQJIHQFHGIXQGLGHQWLǩHGLQWKH&3ǩQDO industry, Network Rail continues to reduce risk
crossing safety determination has enabled level crossing risk at level crossings and inspire other countries’

globalrailwayreview.com
60

railway networks to use us as an exemplar to follow.
With improved collaboration within the industry,
we will continue to see level crossing risk reduction
in Britain for the foreseeable future.
The safety strategy
&HQWUHGRQHǨHFWLYHFROODERUDWLRQEnhancing Level
Crossing Safety 2018-2028, is our safety strategy for
how level crossing safety will be further improved
over the next 10 years and will help prioritise route
investment to target the best risk reduction.
Network Rail has approximately 100 dedicated
level crossing managers, spread across the
country, who continue to lead improvements in level
crossing safety. Their expertise, local knowledge
and focus on stakeholder engagement, which
includes building relationships with authorised
users and wider local communities, helps improve
everyone’s understanding and reduce risks.
Here are some of the key safety initiatives
Network Rail are involved with:
Level crossing closures
Since April 2014, we have achieved 367 level
crossing closures. In all, this means a total of
@GlobalRailway
GLOBAL RAILWAY REVIEW | Volume 25, Issue 02
1,171 level crossings have closed since the start
of April 2009. A further 28 crossings have also
been reduced in status to improve safety.
Understanding user numbers
Improved census data continues to deliver better
intelligence about the numbers of people and
vehicles that use level crossings, whether on foot,
in a vehicle or on a bike.
Narrative Risk Assessments (NRAs)
NRAs are enabling better targeting of risk reduction
measures; blending quantitative modelled risk with
structured observation and judgement from the
level crossing manager. Work has begun to review
this process with a plan to enhance the NRAs
to encompass the whole level crossing asset system Safety
and assess wider aspects of level crossing risk. awareness
campaigns remain
Audible warning devices an important tool
Further progress has been made in the
in cascading safety
deployment of supplementary audible warning
devices at footpath level crossings, protected communication
by whistle boards. The technology uses radar messages to
equipment to detect approaching trains and the public
61
GLOBAL RAILWAY REVIEW | Volume 25, Issue 02

RIGHT: Thomas the Signs at passive level crossings

Tank Engine is being
Following on from the RSSB’s Project T983,
used as a platform
to educate young which looks at the signs used at private road
children on how to level crossings, Network Rail has been working
safely use the railway
collaboratively with the Department for Transport
ROBERT WAINWRIGHT
currently works for Network
Rail as Head of Level
Crossings. His role is to lead
the strategic direction for
level crossing risk reduction
for the business. Until his
appointment in December
2017, Robert’s career
had seen him work within
Timetabling, Operations
and since 2014 within the
Quality, Health, Safety and
Environment team as the
wayside horns to provide a localised audible
warning at the crossing. There are now 82 level
crossings equipped with this technology with more
looking to be installed across the country.
Overlay miniature stop light systems
Deployment of overlay miniature stop light (MSL)
V\VWHPVKDVFRQWLQXHGRYHUWKHODVWǩYH\HDUV
helping to improve safety at footpath and user
worked level crossings. These MSL systems are
DQDǨRUGDEOHDOWHUQDWLYHWRH[SHQVLYHLQWHJUDWHG
systems and are primarily targeted at locations with
LQVXǫFLHQWVLJKWLQJ06/VZDUQRIDSSURDFKLQJWUDLQV
by providing a red light and audible warning to users.
There are now over 50 overlay systems in operation
across the network with more programmed for
delivery before the end of March 2019.
New types of level crossing
Network Rail successfully developed and
commissioned a new type of level crossing to reduce
risk to pedestrians at partially barriered automatic
FURVVLQJV7KHǩUVW$XWRPDWLF)XOO%DUULHU&URVVLQJ
Locally Monitored system was installed at Princes
Street in Ardrossan in January 2018, with two further
sites in Dingwall commissioned late in 2018.
Red light safety equipment (RLSE)
RLSE has been installed at 31 public road level
crossings to improve user behaviour, deterring
deliberate misuse. Trials have demonstrated that
'I7DQGWKH2ǫFHRI5DLODQG5RDG255
to completely refresh signs for users at passive level
crossings. A range of signs has been proposed and
ZLOOEHJRLQJLQWRWULDOVKRUWO\7KHǩQGLQJVZLOOWKHQ
be analysed and documented in a report which will
make recommendations for deployment across
the network.
Safety communication
Safety awareness campaigns remain an important
tool in cascading safety communication messages
to the public. Network Rail continues to work
collaboratively with partners such as the National
Farmers Union (NFU), trade groups, Drinkaware, the
BTP and more broadly with rail industry colleagues
through the International Level Crossing Awareness
Day (ILCAD) community. Campaigns target at-risk
groups such as those most prone to errors, lapses
or deliberate misuse. Each campaign delivers key
safety messages to coincide with risk and seasonal
trends, keeping information fresh and engaging.
Educating children
In 2018, Network Rail and BTP teamed up with
toy giant Mattel to use Thomas the Tank Engine
as a platform to educate young children on how
to safely use the railway. The Stay Safe with
Thomas storybook follows Thomas as he plays
on the railway, putting himself and his friends
in harm’s way. The story tells the dangers of failing
to stop at a level crossing, leaving gates open
to allow animals onto the tracks and standing too
close to the platform edge. The book was created
following statistics that the number of young
people taking risks on the railway has increased
E\DOPRVWSHUFHQWLQWKHODVWǩYH\HDUV&RSLHV
of the book were distributed to local libraries,
nurseries and doctors’ surgeries across the country
as well asbeing downloadable for schools.
Innovative solutions from suppliers
Network Rail is working to secure innovative
VROXWLRQVIURPVXSSOLHUVWRSURYLGHDǨRUGDEOH
National Train Accident Risk
Reduction Specialist. Robert
has been responsible for
the movement to leading
indicators to measure
performance for train
accident risk reduction
and the creation of the
prioritisation methodology
for Network Rail’s national
safety improvement projects.
62
WKHVH+RPH2ǫFH7\SH$SSURYHG+27$FDPHUDV
have reduced deliberate misuse by approximately
90 per cent at some locations. Plans are in place to
install RLSE at another 50 sites over the coming year.
Mobile safety vehicles
2XUǪHHWRIPRELOHVDIHW\YHKLFOHVRSHUDWHGLQ
partnership by the British Transport Police (BTP),
continue to target locations of poor user behaviour.
Furthermore, the driver education programme remains
DQHǨHFWLYHWRROLQUHGXFLQJUHRǨHQGLQJUDWHV
user-based warning systems which meet recognised
safety integrity levels such as the ‘Meerkat’ system
for passive footpath crossings. The ‘Meerkat’
system will be available from 2019.
Overlay solution for AHBs
In the light of recent examples of deliberate misuse
at Automatic Half Barriers (AHB) crossings, Network
Rail is developing an overlay solution to provide
additional barriers and obstacle detection for
targeted deployment at higher risk AHBs.
globalrailwayreview.com
 IN-DEPTH FOCUS | LEVEL CROSSING SAFETY

Remaining a step ahead

of regulations

Soon to celebrate its 150th anniversary, Estonia’s railway network has played,
and will continue to play, a central role in the country’s transportation and
ORJLVWLFVRǨHULQJ+RZHYHUIDWDODQGVHULRXVDFFLGHQWVDWOHYHOFURVVLQJV
continue to occur. Tarvi Viisalu, Head of the Safety Department of Estonia’s
national railway company, Eesti Raudtee (EVR), explains how continual
investment in safety measures and publicising the dangers of level crossings
will hopefully lead to fewer accidents.

HERE are 152 level crossings located 106 by the end of 2023. This goal exceeds the

T along EVR-owned infrastructure, with

76 per cent of these having already been
equipped with safety devices. However,
the majority are only equipped with automated
WUDǫFVLJQDOV$FFRUGLQJWR(95DžVVWUDWHJ\RQH
requirement set by current national regulations, but
we want to remain a step ahead of the regulations
when it comes to safety.

of the most important safety measures will be to
increase the number of level crossings equipped
with barriers. At present, 36 of the 152 crossings
are equipped with safety barriers but it is expected
that this number will increase to a maximum of
Reducing risk
Since accidents resulting in serious consequences
have happened as a result of collisions between
trains and road vehicles at level crossings, these
rail-road junctions unquestionably represent one of
the greatest sources of risk. In addition to the loss

@GlobalRailway
63
IN-DEPTH FOCUS | LEVEL CROSSING SAFETY

FIGURE 1

Casualties Injured Collisions with vehicles

30

25

20

15

10

0
1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

ABOVE: Collisions of life, a collision at a level crossing can result in
between trains and
often millions of euros worth of material damage
road vehicles at
level crossings to the infrastructure, with EVR and the railway
transport service undertaking as well as third
parties bearing the brunt of the costs of repair.
Figure 1 shows the number of accidents involving
collisions between trains and road vehicles at level
crossings on EVR-owned infrastructure between
1995 and 2018, and highlights the number of
people who were injured.
train frequency, faster trains, increased highway
WUDǫFGLVWUDFWLYHDFWLYLWLHVDQGWKHLQFUHDVHGXVHRI
smart devices and headphones have unfortunately
caused an increase in the number of recent serious
accidents at level crossings. On 16 April 2014
in Raasiku, two people were killed and 12 were
injured, plus on 20 February 2018 in Kulna, nine
SHRSOHVXǨHUHGPLQRULQMXULHVǁERWKDFFLGHQWV
were caused by semi-trailer trucks driving in front of
oncoming passenger trains.

Safety investigations The ‘zero vision’ strategy

EVR conducts an investigation for every collision
that occurs at a level crossing. During each
investigation, the circumstances surrounding the
incident are determined, the risk factors brought
about by the realisation of the risk are reassessed
and proposals are made for the implementation
of additional measures (such as the installation of
EVR’s main activity is to ensure maximum railway
safety. Within our company’s strategy and our safety
management system, in 2018 we set a ‘zero vision’
strategy. While we acknowledge that road users may
make mistakes at level crossings due to the ‘human
factor’, we are continuing to design safer railway
infrastructure to ensure that when mistakes are
TARVI VIISALU is a graduate
of the Tallinn University
of Applied Sciences, with
a higher technical education
in the field of Transport
and Logistics. Tarvi has
earnt a diploma as a railway
engineer and holds a Level 7
vocation with a specialisation
in railway traffic and safety,
railway transport technology
and management,
consultation and advising.
He has worked at Eesti
Raudtee (EVR) since 2000.
64
DXWRPDWHGWUDǫFVLJQDOVRUOHYHOFURVVLQJEDUULHUV
5HVXOWVRILQYHVWLJDWLRQVKDYHLGHQWLǩHGWKDWWKH
carelessness of vehicle drivers are the main cause
of level crossing accidents with many drivers
ignoring safety requirements or failing to notice
approaching trains.
Increased train frequency
brings increased risks
In previous years, improving safety included
creating grade-separated crossings, renovating the
level crossing surfaces, cleaning visibility triangles
DQGWKHLQVWDOODWLRQRIDXWRPDWHGWUDǫFVLJQDOVRU
barriers. Investments in technology have helped to
improve the technical condition of level crossings
and reduce safety risks. However, with increased
made, people are not being killed or seriously injured.
Safety equipment
Based on our own experience and learning
from other railway networks around the world,
level crossings equipped with safety devices are,
unsurprisingly, far safer than unregulated level
crossings. Research indicates that installing barriers
at level crossings that are already equipped with
DXWRPDWHGWUDǫFVLJQDOVUHGXFHVWKHQXPEHURI
accidents by approximately 50 per cent.
The aforementioned accident in Kulna has resulted
in EVR making plans to install even more safety
equipment. Between 2019 and 2023, we will be
modernising or building a total of 107 automated
level crossing systems (see Table 1) which will help us
globalrailwayreview.com
 GLOBAL RAILWAY REVIEW | Volume 25, Issue 02

achieve our goal of not having a single unregulated
level crossing, or crossings without barriers, on
KLJKGHQVLW\SDVVHQJHUWUDǫ FVHFWLRQV
Road users, the infrastructure owner, contractors
and authorities are all involved in ensuring safety
at level crossings, and only with continuous,
systematic and coordinated activity from all parties
over an extended period can improvements be
made. The desired goals can only be reached if
public railway safety principles, general bases and
activities have been agreed upon unanimously
and successfully implemented.
Campaigns and initiatives
Raising the awareness and actively promoting the
dangers of level crossings is key in helping reduce
the number of accidents.
Since 2004, EVR has been involved in running
public railway safety information campaigns,
and to get other railway undertakings involved
(95HVWDEOLVKHGWKHQRQSURǩWRUJDQLVDWLRQ
Operation Lifesaver Estonia (OLE1). Its mission is to
VLJQLǩFDQWO\LQFUHDVHWKHGDQJHUVRIOHYHOFURVVLQJV
and to promote safe and lawful behaviour with the
ultimate goal of reducing the number of accidents
and the number of people killed and seriously
injured. Each year, railway safety presentations are
carried out in educational institutions, reaching
approximately 5,000 people, and ‘safety days’ and
other events are also organised. Between 2015
and 2018, EVR participated in approximately
GLǨHUHQWHYHQWV)XUWKHUPRUHPRUHWKDQ
100 volunteers have successfully completed training
to become railway safety presenters.
In 2018 and in cooperation with the state railway
safety authority, EVR participated in developing
a safety workbook for schools which was distributed
to 700 children during various safety campaigns.
In cooperation with the Estonian Police and our
contractual security company, we organised live
demonstrations across Estonia to focus on level
crossing safety from the point of view of road
vehicles and pedestrians.
To implement additional road safety measures to
increase driver awareness when reaching a level
crossing, the Estonian national authorities have
applied the following measures:
O Road user speed restrictions on level crossing
sections where it is currently possible to cross
a railway without reducing speed
O The continued placement of relief road
surface markings (rattling markings) and
the implementation of other attention-
raising measures
O Updating the safety assessments for existing
level crossings and, as necessary, raising Raising the
the level of safety equipment. awareness and
actively promoting
It is also EVR’s goal to explain and implement the
the dangers of level
following measures:
crossings is key
O $XWRPDWHGWUDǫ FVXUYHLOODQFHDWOHYHO in helping reduce
FURVVLQJVWRFDWFKGULYHUVWKDWLJQRUHWUDǫF the number
signals and/or lowered level crossing barriers of accidents
O In cooperation with state safety agencies and
local governments, to reduce the number of
level crossings by closing existing ones when
there are reasonable alternatives available
O 3ODFLQJVPDUWQRWLǩFDWLRQV\VWHPVLQWR
operation to improve safety.
Conclusion
The most important goal for EVR is to ensure safe
DQGHǫ FLHQWUDLOZD\LQIUDVWUXFWXUHRSHUDWLRQDQG
with its strategy and safety management system,
EVR is actively working towards its ‘zero vision’. But
to achieve this, continual investment in level crossing
VDIHW\LVUHTXLUHGDQGLQVWDOOLQJDXWRPDWHGWUDǫ F
signals and barriers, plus continuing to raise public
awareness about the dangers of level crossings,
are all valuable solutions. By cooperating with all
the various parties associated with ensuring railway
safety to implement measures and activities to reduce
risks at level crossings, EVR is taking important steps
to improve level crossing safety in the long-term.

TABLE 1 Modernisation of EVR’s level crossings

2017 2018 2019 2020 2021 2022 2023

The number of public level

152 152 150 150 150 150 150
crossings

AFS (automatic traffic

34 36 55 73 91 96 106
signal system) + barrier

AFS (automatic traffic

signal system)
82 80 65 61 43 42 34
REFERENCE
1. www.ole.ee
Unregulated 36 36 30 16 16 12 10

@GlobalRailway
65
IN-DEPTH FOCUS | LEVEL CROSSING SAFETY
EXPERTPANEL
ƙƎîƑƥūIJūƭƑgĚDŽĚŕ ƑūƙƙĿŠij¬îIJĚƥNjTŠȹ'ĚƎƥĺGūČƭƙȡ
Global Railway ReviewîƙŒĚēūƭƑ/NJƎĚƑƥ¡îŠĚŕȠ
Motorists who misuse level crossings are often the main cause
of accidents, but how can the railway industry manage motorist
EHKDYLRXUWRVLJQLǩFDQWO\UHGXFHWKHULVNVDWOHYHOFURVVLQJV"
PARTICIPANTS FONVERNE: According to the UIC safety database1,
safety at level crossings showed a huge
improvement between 2012 and 2015 in Europe:
The number of collisions with a road vehicle
dropped by 26 per cent. Nevertheless, there is
QRVLJQLǩFDQWLPSURYHPHQWREVHUYHGDIWHU
DQGLWVHHPVGLǫ FXOWWRIXUWKHUUHGXFHWKHVWDWLVWLFV
In the EU, 98 per cent of train-road vehicle collisions
are attributed to driver behaviour. In Great Britain,
ISABELLE FONVERNE 62 per cent of crossings are passive but 79 per cent
of accidents happen at active crossings. Switzerland
Senior Advisor –
Safety and Interoperability,
has 95 per cent of active crossings accounting
UIC for 33 per cent of all accidents, and 67 per cent
of accidents at passive crossings. These numbers
show how challenging it is to have one solution for all
types of crossings in all countries.
Nevertheless, as it seems that collisions at level
crossings are linked to human factors, we need
to better educate level crossing users (ILCAD2),
enforce them to respect the highway code and help
WKHVHFWRUǩQGLQQRYDWLYHVROXWLRQVWRHQVXUHXVHUV
use level crossings in a safe manner.
CLARE POVEY The railway industry, human behaviour specialists
and road infrastructure/safety authorities must
HM Inspector of Railways,
ORR work together to make level crossings more
self-explanatory.
The ‘SAFER-LC’3 European Commission project
coordinated by the UIC aims at improving safety
and minimising risk by developing a fully-integrated
cross-modal set of innovative solutions and
tools for the proactive management and design
of level crossing infrastructure. Innovative
VROXWLRQVWREHQHǩWPRWRULVWVFRXOGLQFOXGHVPDUW
detection and advanced infrastructure-to-vehicle
ANDREW KNIGHT communication systems or the deployment of GPS
warning devices on all crossings.
Export Manager,
Rosehill Rail
POVEY: In December 2018, UK’s Network Rail was
ǩQHGfSOXVFRVWVDIWHUDVLJQDOOHUVXǨHUHG
REFERENCES life-changing injuries when he was hit by a car as he
tried to close the gate at East Farleigh Station in Kent.
1. uic.org/safety-database 7KHGULYHUKDGVZHUYHGDURXQGWKHǩUVWJDWH
2. www.ilcad.org
to avoid waiting for a couple of minutes and hit
3. safer-lc.eu
the second that, in turn, knocked the signaller
to the ground causing his injuries.
66
Our investigation revealed that Network
Rail’s risk assessment was inadequate, and
we prosecuted them for that reason, but that does
not mask the fact that it was the driver’s actions
which caused the accident.
Level crossings can be alarming, especially
as most drivers do not encounter them often, but
following simple rules can make sure that everyone
stays safe.
Our role is to continue working with Network Rail to
reduce the risks at Britain’s 5,939 level crossings, but
there will always be some danger when drivers need
to use them – so follow the rules and get home safely.
KNIGHT: While the UK is home to the safest rail
network in Europe, safety at level crossings remains
an issue with approximately 45 vehicle-related
incidents a week.
A recent Network Rail study indicated that
a lack of knowledge among motorists on how
to use a level crossing correctly might be the
primary cause behind many of the approximately
10,000 incidents recorded in the UK since 2012
ǁFRQWHVWLQJDQ\SHUFHSWLRQVRILQHǨHFWLYHOHYHO
crossing design and infrastructure.
With almost half of these incidents considered
avoidable – where drivers ignored or disregarded
barriers and warning lights – imposing lower
VSHHGOLPLWVRQDGMRLQLQJURDGVZRXOGRǨHU
motorists more time in which to not only assess
the situation at a level crossing, but to hopefully
use those additional moments on approach
to decide against the rash actions that can cause
a fatality.
Network Rail’s ‘Drivers level crossing safety
campaign’ODXQFKHGLQ2FWREHULVǩUPLQLWV
stance that all vehicles – including emergency
services – must stop at level crossings when barriers
and warnings indicate to do so. However, until
we see a decline in the regularity of motor-based
incidents at level crossings, perhaps the operator
should eliminate all doubt by implementing
mandatory, around-the-clock stop points at all level
crossings. Surely an increase in road congestion and
inconvenience is preferable to lives being lost?
globalrailwayreview.com
 IN THIS ISSUE
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How new technology
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Connected,
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to improve rail
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maintenance through digitalisation
Ahead of Global Railway Review’s webinar in
association with Alstom, which will explore how
WRLPSOHPHQWHǫ FLHQWUDLOZD\PDLQWHQDQFH
through digital solutions, we posed some
questions to Christophe Sanguina, Market &
Portfolio Director for Alstom Services.
To what extent do you think
digitalisation has changed
maintenance activities
in the railway sector?
Digitalisation allows us to
collect and use data as never
before. At Alstom, digital
advances have allowed us
to rethink maintenance from
the ground up – including
our business model – while
helping us overcome the
industry’s unchanging
challenges; reducing costs,
ensuring the reliability of
processes and optimising the
availability of trains. Thus,
extensive digitalisation has
become a necessary step
in the modernisation of the
railway industry.
There are many areas
of application; spare parts
and maintenance planning,
obsolescence monitoring,
SUHGLFWLRQRIIDLOXUHVSHFLǩF
instructions and technical
documentation, access to
remote experts, e-learning,
and much more. In every case,
GLJLWDOLVDWLRQUDLVHVHǫ FLHQF\
in both daily activities and
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Alstom’s HealthHubTM
represents an innovative
approach to condition-based
22 MAY 2019
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@GlobalRailway
and predictive maintenance
for rolling stock, infrastructure
and signalling. This integrated
range of decision-support
tools (sensors, cameras, lasers,
dataloggers, etc.) continuously
monitor the state of assets to
prevent failures, questioning
the standard execution of
maintenance activities. Building
on HealthHub’s success,
Alstom now proposes Dynamic
Maintenance Planning (DMP)
– a new batch of solutions
which allow a more responsive,
ǪH[LEOHDQGǪXLGH[HFXWLRQRI
maintenance tasks. DMP is the
next phase of digitalisation in
maintenance; turning collected
data into action.
What are the main benefits
of the Dynamic Maintenance
Planning system?
DMP is best described as the
culmination of a multi-phase
programme stretching back
over 20 years.
7KHǩUVWSKDVHLVFRQFHUQHG
with being able to monitor
our assets, which include
infrastructure, rolling stock and
signalling systems. Sensors,
cameras, lasers, dataloggers
and others continuously
monitor the state of assets
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and identify changes in
subsystem performance.
As a second phase, collected
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involves algorithms capable
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failures and sending alerts.
Data is bundled and secured,
then sent to a web platform
able to predict the remaining
useful life of the assets and
to anticipate other failures
before they occur. The ability
to transmit and interpret
this data is essential for
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As mentioned, DMP is the
third phase, in which the deep
wells of collected data are put
into concrete action, ensuring
PD[LPXPHǫ FLHQF\DQG
HǨHFWLYHQHVVRIGD\WRGD\
works. DMP is composed
of 12 applications which
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dynamically adapts during
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visibility and traceability of
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What will be the key take-
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The webinar will demonstrate
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globalrailwayreview.com
70
 Your ticket to
global rail expertise,
opinion and intelligence
Coming up in our next issue of
Global Railway Review
OUR 25TH ANNIVERSARY EDITION

ISSUE
03
JUN
2019 EXPERTISE
IN-DEPTH FOCUS SUPPLEMENTS: | OPINION
| INTELLIG
ENCE

h Improving Freight Performance

h Bogies & Wheelsets

h Plus, articles covering the evolution

of signalling in a digital era,
improving passenger satisfaction
in Slovenia and exploring remote
sensing technologies for
monitoring infrastructure.

Published: June 2019

globalrailwayreview.com
INTER VIEW

SPOTLIGHT
Ahead of Railtex between the 14-16 May 2019 in
Birmingham, UK, Exhibition Director, Olivia Griscelli
at Mack Brooks Exhibitions, highlights what we can
expect from this year’s show and how it continues
to build its reputation as a premier networking
event by attracting top-level delegates and
creating maximum engagement for visitors.

Since Railtex was
launched in 1993, to what
extent has the railway
equipment, systems and
services sector changed
and has this affected the
organisation of Railtex?
In many ways the sector has
changed massively, and in
others it has not changed
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now from when we began is
the sheer size and scale of the
industry. Passenger numbers
have more than doubled since
privatisation, freight business
has grown dramatically, and
capacity has been squeezed.
The fundamental aspects
of our industry and rail
network remain the same,
but what is ever-changing
is the technology and skills
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As technology has
advanced, many companies’
exhibits at Railtex have
changed quite drastically, from
the traditional stand displays
of tools and equipment, to
incorporating VR technology,
interactive displays and
live action demonstrations.
Despite this, we have kept the
layout simple and traditional,
to give visitors the chance to
experience the face-to-face
networking experience which
has proved so popular for
more than 25 years.
Digital solutions are
already modernising our
railways. How will this
theme be represented
at Railtex 2019?
As in previous years, there
will be a range of exhibitors
showcasing digital technology
within their solutions. This year
will see the introduction of a
brand-new Digital Rail Forum
which will welcome project
managers and supply chain
teams to review the current
Digital Rail programme. The
forum will provide a unique
opportunity to explore what
a future digital railway can
look like and achieve, with the
support of many organisations
in attendance.
We will also welcome
the Birmingham Centre
for Railway Research and
Education (BCRRE), which is
presenting The Digirail project,
an ERDF-funded scheme which
aims to establish a cluster of
digital rail demonstrations
to showcase long-term
innovation and support to
SMEs developing digital
products and services within
the rail industry. With the
BCRRE exhibiting alongside
the Rail Alliance, there will be
a space dedicated exclusively
to providing organisations with
support on digital solutions.
The transition to a
digitally-led rail network
and the continued progress
of major projects including
HS2, Crossrail and the Great
North Rail project make 2019
a huge year of opportunity for
the sector’s suppliers, buyers,
infrastructure managers and
operators, and at Railtex we’ll
be providing a platform for all
the latest digital innovations.
How is Railtex 2019
planning to showcase
developments from
around the world?
As always, Railtex 2019 will have
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expecting visitors from more
than 50 countries, with lots of
exhibitors bringing products
and services from countries in
Europe, Asia and the U.S.
We’ll also have some great
opportunities to speak with
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international industry, as
part of our live Q&A sessions
at the Knowledge Hub, our
educational theatre. Sessions
including the Rail Baltica
programme and Invest in
Turkey will engage the supply
chain with future overseas
opportunities, as well a range
of multinational organisations
taking to the stand to cover
a diverse range of topics.
Beyond the main exhibition,
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supporting programme,
including insights from
leading international industry
ǩJXUHVDQGDQH[WHQVLYH
seminar programme. Our
new Conference area will also
feature a range of interactive
forums, topics and discussions
while keynotes will be provided
at Seminar Theatre and the
Knowledge Hub hosting
a selection of project updates
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NH\ǩJXUHV
What makes Railtex stand
out from other events
within the rail sector?
What makes Railtex unique,
and why the exhibition has
stood the test of time, is
that it encompasses the
entire railway equipment,
systems and services
sector, and brings together
these organisations in a
collaborative and informative
VHWWLQJ,WLVWKHGHǩQLWLYH
exhibition for the industry and
anyone with an interest in the
sector should look to have
a presence there.
RAILTEX is organised by Mack Brooks
Exhibitions (www.mackbrooks.com)
which also runs the Infrarail
series of railway infrastructure
technology shows. Outside the
UK, the company’s regular rail
industry exhibitions include SIFER
in France and EXPO Ferroviaria in
Italy, as well as Exporail India.

globalrailwayreview.com
72
14th International Exhibition of Railway Equipment, Systems & Services

Register
r
Online fo
Now!

@railtex #Railtex2019 14 -16 MAY 2019

www.railtex.co.uk NEC, BIRMINGHAM, UK

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