News

February 2022

Thailand Back to basics Risk

overview and Red Line points Engineering Council guidance
 +44 (0)1332 343 585
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 This month
Issue 285 Overview of signalling
February 2022 systems and future projects in
Thailand
Wichai Siwakosit

The IRSE is the professional First of a series of short papers on

institution for all those engaged in signalling in Thailand given as part of the
or associated with railway signalling 3 presidential programme.
and telecommunications, train
control, traffic management and The signalling system of the
allied professions.
Red Line of the State Railway
of Thailand
Sanyawit Aphichatapong
For fast access to IRSE services
and information relevant to you, Application of ETCS to the country’s
just scan the QR codes below with first electrified metre-gauge
your smartphone. 8 commuter service.

Our website, Back to basics: Points

for information Part one
about the Francis How
Institution and
all its activities Looking from first principles at what
worldwide. points do, how they are constructed and
how they are safely controlled.
13
Our sections,
IRSE activities
taking place near
UK Engineering Council’s
you. “Guidance on risk for the
engineering profession”

New guidance on the management of

Membership, risk in engineering.
everything you
need to know 22
about being a
member. Professional ethics
Blane Judd
Our examination,
the ultimate A view from the Chief Executive on
railway signalling, the commitments we all make as
communication professional engineers.
and control 25
qualification.

Licensing, our Industry News 28

unique scheme
to help you News from the IRSE 32
demonstrate your
competence.
Midland & North Western Section:
Developing Engineers Competition 2021 35
The IRSE
Past lives: Horst Bimmermann 36
Knowledge Base, Your letters 37
an invaluable
source of
information about
our industry.

1
IRSE News | Issue 285 | February 2022

News view:
Digitalisation and people
When I joined the railway industry improve passenger and freight operator
three years ago, I was used to change. experience, the digitalisation of control,
I’d experienced the biggest market command and signalling or the use of
and technology transformation of digital tools. Other areas of opportunity
the telecoms industry and worked in include data analytics and machine
revolutionary digital start-ups who learning to drive efficiencies and predict
fundamentally changed the way we and prevent failures in real time.
work. However, I certainly didn’t expect
We also need to challenge the ways
to see the rate of change we have seen
we have always done things. Are our
over the past few years.
processes and approaches still valid in
The pandemic has caused societal, this new world? Are we constantly asking
industrial and political transformation ourselves how we can do things differently
and the economic impact on the rail and better? Are we looking at how
industry has been unimaginable. new, innovative technologies can solve
Pre-Covid, much of our work in the UK our challenges?
was based on increasing capacity in
Equally critical to delivering the railway of the future are our
peak periods to meet an ever-growing demand for commuter
people. My experience of coming into the industry is that most
travel. Now, however, with commuter travel still much lower
people are welcoming and supportive. They are enthusiastic
than before the pandemic, we have to change our focus –
about bringing new talent into the industry, whether
encouraging more people and freight customers to use rail
apprentices or graduates, or those with experience in other
rather than road transport to maximise this spare capacity on
industries, to drive diversity of thought and approach.
the system. At the same time we need to drive down the costs
of upgrading and operating the railway so we can make rail Rail is going through a massive change, but I know that the
more affordable for all. industry can rise to this challenge and deliver the transport
solution that society needs. To do that we all need to commit
Having lived through the transformation of the telecoms
to thinking differently, maximising the opportunity from new
industry, I am convinced that digitalisation is key to responding
technologies and the skills and commitment of our people.
to these challenges and delivering the railway of the future.
That response includes the adoption of new solutions to Helen Davis, Director of Strategy & Business Development,
Rail Infrastructure, Siemens Mobility UK & Ireland

Cover story
This month’s cover shows a starting signal, On page three of this month’s issue
a junction indicator and a shunt signal at News
February
we feature the first of five papers from
2022
Chachoengsao junction railway station of the Thailand with “Overview of signalling
state railway of Thailand. systems in Thailand and future projects” by
Wichai Siwakosit from Kasetsart University.
As part of this year’s presidential paper
In this paper, Wichai paints a fascinating
series, the Thailand signalling community
picture of the current capabilities and future
presented exclusive insights into the
ambitions of Thailand’s signalling systems.
current and future plans for the Thai
These include a large variety of signalling
rail network. From monorails to mix-
systems from the legacy LZB system to
mode signalling systems, the papers
ERTMS, CBTC and CTCS.
demonstrated the variety and scale of rail
projects in Thailand. Photo Wichai Siwakosit.

Thailand
overview
and Red Back to
Line
points
basics
Risk
Enginee
ring Cou
ncil guid
ance

2
Presidential programme
Thailand short papers event
Part 1
The fifth event in Ian Bridges’ presidential programme for 2021/2022
involved a series of short papers looking at work in Thailand associated
with “the age of the intelligent railway”. These were shared online before
Institution of Railway Signal Engineers
a live Q&A event with the presenters which was held on 14 January. THAILAND SECTION

In the first of those papers Wichai Siwakosit gave an overview of existing

and planned signalling in the country. For an overview map of the main line
network visit irse.info/6rdqb

Overview of signalling systems and

future projects in Thailand

Wichai Siwakosit

Since 1890, Thailand has developed surrounding area. There is an airport rail single track, 543km of double track,
railway systems which provide link service running between the city and 107km of triple track. The double
revenue services to serve urban centre station and Suvarnabhumi airport, tracking project is ongoing, and this will
areas and all regions in the country. which will have its own Automated eventually double track the majority of
People Mover (APM) running between the network. 214.3km of railway serves
The signalling systems in Thailand have two terminals. the city of Bangkok and its environs.
evolved from flag signalling to ETCS Each line has its own operator and has
level 1 with limited supervision (L1LS) In five to six years, there will be two high
its own concession scheme. There will
on the main line, and from fixed block speed rail projects. The Thai-Chinese
be two additional monorail lines in early
wiggly wire systems to CBTC systems High Speed Railway (HSR) will link
2022 that will add another 64.9km to
in urban mass rapid transit systems Bangkok to the north-eastern province,
the system. Tables 1, 2, and 3 show the
and urban fixed-guideway feeder lines. Nakon Ratchasima, the second largest
present railway and signalling system
The new high-speed railway lines will province in Thailand; and the three
types in Thailand.
use either ETCS or CTCS systems from airport high speed railway lines which
China. This paper describes Thailand’s will link Don Muang, Suvarnabhumi, and Railway systems in Thailand
railway network and signalling systems U-Tapao airports serving Bangkok and
The main lines and the electrified
along with the future development of Chonburi areas.
commuter networks use three-aspect
railway projects in Thailand. The State Railway of Thailand (SRT) colour light signalling systems and
network serves four major corridors in computer-based interlockings with
Overview the north, the northeast, the east, and ETCS level 1 with limited supervision.
Thailand has had a metre gauge main the south, while the west is a portion This is needed to enable the automatic
line railway system serving the country within the south. The Mae Klong signalling which must be used with
for both passenger and freight services railway running between Bangkok automatic train stop functions according
since 1890. The metro systems and and Samut Songkhram separate from to SRT regulations. The installation of
feeder lines are in Bangkok and its the main line. There are 3 394km of the on-board equipment to existing SRT

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IRSE News | Issue 285 | February 2022

SRT metre-gauge main lines Length km Signalling types

Northern Line: Bangkok-Chiangmai 781 3-Aspect Colour Light, Semaphore, Tablet, Flag
North Eastern Lines: Bangkok-Nong Kai 1094 3-Aspect Colour Light, Semaphore, Tablet, Flag
and Bangkok Ubon Ratchathani
Eastern Lines: Bangkok-Laem Chabang 534 3-Aspect Colour Light, Tablet, Flag
and Bangkok-Aranyapratet
Western and Southern Lines: Bangkok- 1570 3-Aspect Colour Light, Semaphore, Tablet, Flag
Kanchanaburi, Bangkok-Padang Pesar,
and Bangkok-Sungai Ko Lok
Mae Klong Line 65 Flag

Table 1 – Current main line system. All tables source Ministry of Transport.

Urban railways Operator Infrastructure owner Rolling stock

Green Lines BTS BMA and MRTA CRRC and Siemens heavy rail standard gauge EMUs,
750V DC
Red Line SRTET SRT Hitachi heavy rail metre gauge EMUs, 25kV 50Hz
Airport Rail Link AEO SRT Siemens heavy rail standard gauge EMUs, 25kV 50Hz
Blue Line BEM MRTA Siemens heavy rail standard gauge EMUs, 750V DC
Purple Line BEM MRTA JTREC heavy rail standard gauge EMUs, 750V DC
Pink Line NBM MRTA Alstom monorail EMUs, 750V DC
Yellow Line EBM MRTA Alstom monorail EMUs, 750V DC
Gold Line BTS BMA Alstom APM EMUs, +/-375V DC
Suvarnabhumi Airport APM AOT AOT Siemens APM EMUs, 750V DC
Table 2 – Current urban railways.

HSR Lines Operator Infrastructure Owner Rolling Stock

Thai-Chinese Line N/A SRT CRRC High Speed Standard Gauge EMUs, 25kV 50Hz
3 Airport Line AEO SRT N/A
Key to tables
SRT = The State Railway of Thailand, SRTET = SRT Electric Train Co Ltd; BTS = Bangkok Mass Transit System PLC;
BEM = Bangkok Expressway and Metro PLC; AEO = Asia Era One Co Ltd; AOT = Airports of Thailand PLC;
NBM = Northern Bangkok Monorail Co Ltd; EBM = Eastern Bangkok Monorail Co Ltd;
MRTA = Mass Rapid Transit Authority of Thailand; BMA = Bangkok Metropolitan Authority
Table 3 – Future High Speed Rail (HSR) Lines.

diesel electric locomotives and diesel workstation, and Figure 2 shows a which is a subsidiary of the Charoen
rail cars is progressing, although the signalling service room at Nakonpathom Pokphand (CP) Group. The rolling
automatic signalling is not enabled on station. ETCS level 1 limited supervision stock model has not been chosen. The
the main line at this time. The legacy and automatic signals are used on new signalling system will either be CTCS
Linienzugbeeinflussung (LZB) system is double track and triple track routes. level 3 or ETCS level 2.
used on the Blue line and the airport rail
In 2026 or 2027, there will be two HSR The Green line or Bangkok Mass Transit
link which were built by Siemens. Other
lines with standard gauge. The first phase System (BTS) Sky Train is a backbone
metros and feeder lines use CBTC with
of the Thai-Chinese HSR from Bangkok standard gauge mass transit system
2.4GHz or 5.9GHz Wi-Fi. The Thai-
to the northeast is 253km long and the in Bangkok. Running from the north
Chinese HSR will likely use the Chinese
three airport HSR from Bangkok to the to the southeast and from the centre
Train Control System (CTCS) level 2
east is 220km long. A future extension to the west of Bangkok, it serves
or level 3, while the 3-airport HSR is
of the Thai-Chinese line will connect approximately 1 million trips per day.
still undecided.
with the Lao-Chinese project at Nong The BTS company is an operator and
SRT controls diesel-electric locomotives Kai. The Thai-Chinese HSR project has uses a CBTC signalling system with ATP
and diesel rail cars with three aspect not yet been assigned an operator. The and ATO. Figure 3 shows the Green Line
colour light signalling and computer- rolling stock will come from the China CRRC rolling stock.
based interlocking. Railway Rolling Stock Company (CRRC).
The Red Line is a metre gauge electric
The signalling system will either be
The photo on the cover of this issue commuter line in the vicinity of Bangkok
CTCS level 2 or CTCS level 3 from China.
shows a typical SRT starting signal with operated by the SRT. It uses ETCS level 1
The 3-airport HSR project will be
junction indicator and shunt signal. with ATP and cab signalling and can
operated by Asia Era One company
Figure 1 shows a local control operate in mixed traffic with SRT trains.

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 IRSE News | Issue 285 | February 2022

Figure 1 – Local control workstation in Nakonpathom. Figure 2 – Signalling service room in Nakonpathom.
Photos Wichai Siwakosit.

Figure 3 – CRRC rolling stock of the Green line approaching Thonburi Figure 4 – Gold Line APM rolling stock.
station from Taksin station.

The Asia Era One company is operating using standard gauge. The signalling The Gold Line APM is a short feeder line
an airport rail link project which will system is CBTC with ATP and ATO, with rubber tyred rolling stock operated
become part of the airport HSR project. and axle counters as a back-up train by BTS. It uses a CBTC signalling system
The legacy signalling system is LZB detection method. with driverless operation. The AOT APM
continuous control system with ATP and is a rubber-tyred feeder system running
The MRTA Pink Line is a monorail system
ATO. The route will undergo re-signalling between two terminals in Suvarnabhumi
operated by the Northern Bangkok
at the time of the 3-airport HSR project. airport. It also uses CBTC system with
Monorail (NBM) company which is a
driverless operation. Figure 4 shows the
Operated by the Bangkok Expressway subsidiary of BTS and partners. The
Gold Line rolling-stock.
and Metro (BEM) company, the MRTA signalling system is CBTC with driverless
Blue Line is a standard gauge metro operation. The MRTA Yellow Line will Features of the signalling
system with underground and elevated be operated by the Eastern Bangkok
SRT utilises colour light signals with
portions. The signalling is LZB with Monorail company which is a subsidiary
bi-directional operation. As you can see
ATP and ATO. The MRTA Purple Line of BTS. Like the MRTA Pink Line, it uses
in Figure 5, triple tracks passing through
is an elevated mass rapid transit (MRT) CBTC with driverless operation.
Bang Pa In station in Ayuthaya have

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IRSE News | Issue 285 | February 2022

Figure 5 – Bang Pa In Station Signalling Layout.

Source SRT.

Table 4 – Future SRT double-tracking projects, all with ETCS L1 LS. Table 5 – Future urban railway projects.

Under Construction Length km Urban railways Length km Tentative

Chachoengsao-Klong 19-Kang Koi 106 signalling types
Jira-Konkaen 187 Pink Line 3 CBTC
Monorail extension
Prajuab Kirikan-Chumpon 167
East Orange Line 23 CBTC
Lopburi-Paknampo 148
Yellow Line 3 CBTC
Mabkrabao-Jira 132
Monorail Extension
Nakon Pratom-Huahin 169 North Red Line Extension 9 ETCS L1 LS
Huahin-Prajuab Kirikan 84 West Red Line Extension 15 and 6 ETCS L1 LS
West Orange Line 13 CBTC
To be Approved by the Thai Cabinet Airport Rail Link Extension 22 LZB
Paknampo-Denchai 281 Purple Line Extension 24 CBTC
Konkaen-Nongkai 167 Brown Line Monorail 22 CBTC
Jira-Ubon Ratchatani 308 South Red Line Extension 6 and 38 ETCS L1 LS
Chumpon-Surattani 168 East Red Line Extension 20 ETCS L1 LS
Surattani-Hatyai-Songkla 321 Green Line Extension 10 and 7 CBTC
Hatyai-Padang Pesar 45 Blue Line Extension 8 LZB
Denchai-Chiangmai 189 Gold Line APM Extension 1 CBTC
Sriracha-Mabtaput 70 Grey Line Monorail 16 and 24 CBTC
Light Blue Feeder Line 10 CBTC
Planned Double Tracking Projects
Klong 19-Aranyapratet 174
Hatyai-Sungai Kolok 216

Table 6 – Future high speed rail projects.

Planned New SRT Double Track Routes
Denchai-Chiangkong 323 Planned HSR projects Length km Tentative
Banpai-Nakonpanom 355 signalling types
Surattani-Tanun 163 Thai-Japan HSR, 380 and Japanese
Bangkok-Pitsanulok and 288 digital ATC
Nakonsawan-Kampaengpet-Tak-Maesod 256
Pitsanulok-Chiangmai
Kanchanaburi-Banpachee 221
Thai-Chinese 355 CTCS
Songkla-Pakbara 142 HSR Extension,
Banpachee-Nakonluang 23 Nakonratchasima-Nongkai
Mabtaput-Rayong-Chantaburi-Trad 197 Southern HSR, Bangkok- 211, 424 CTCS or
Nakornswan-Banpai 291 Huahin, Huahin-Surattani, and 335 ERTMS
and Surattani-Padang Pesar
Ubonratchatani-Chongmek 87
Kanchanaburi-Banpunamron 36
Tabpud-Krabi 68
Surattani-Donsak 79
Chumpon-Ranong 109

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 IRSE News | Issue 285 | February 2022

signals in both directions. Normally, on ETCS level 2 is one of the choices for Conclusions
the main line with double track or triple the 3-airport HSR. ETCS would allow With the extensions and new routes of
track, the signals will be on the left of the interoperability among the HSR lines in double tracking projects for SRT main
driver. On the single track, the signal will Thailand, provided that all others utilise line, extensions of the metro network
be on the right of the driver. The point ETCS. The communication and control in Bangkok and its vicinity, and the
machines on the main line are typically to all trains in the system is done through development of HSR lines, there will be a
trailable. SRT also uses derailers on radio, typically with GSM-R. Track circuits lot more work for signalling companies,
the dead ends. or axle counters are used to provide engineers and technicians in Thailand.
train detection. The government policy
The system is installed with automatic
signals, but is currently disabled until the
for GSM-R replacement in Thailand is References
however not yet decided. 1. Ministry of Transport, 2021.
installation of the on-board equipment
is complete on locomotives and diesel The Chinese Train Control System or Development of Thai rail industry
rail cars running on the lines. Normally, CTCS has been developed in the style with supporting policy from the
12V DC track circuits and axle counters of ETCS for use on all HSR networks government (in Thai language).
are used for train detection. On the main in China which together are about Presentation to audiences in the
line, the maximum braking distance 37 900km long. In discussion with MOU signing ceremony between
is 500m for speeds not exceeding the Thai government, the China the department of rail transport and
120km/h for passenger trains and Railway Signalling Company (CRSC) academic institutions on September
60km/h for freight trains. The longest has proposed CTCS level 2 and CTCS 24, 2021 in Bangkok, Thailand
length of a train is 600m. The shortest level 3 as choices for the Thai-Chinese 2. The State Railway of Thailand,
block section is approximately 3km, HSR. The 3-airport HSR project is also 2004. S&T Double Track Railway
which significantly exceeds the braking considering CTCS which can provide Project Layout at Bang Pa In station.
distance. Hence the shortest possible interoperability for these two HSR lines. Bangkok, Thailand.
headway of SRT is about two blocks plus The features of CTCS in comparison with
1.1km. An automatic signal will be placed ETCS/ETCS are similar, but incompatible.
between stations which are 6km or more CTCS level 3 uses CTCS level 2 as a
apart. However, on the Red Line electric back-up system, communicating with
commuter train, several automatic trains in the system through both track About the author
signals can be placed between any two circuits and the radio system.
stations to increase the line capacity. Wichai Siwakosit is a chair of IRSE
Future projects Thailand section, an associate
LZB is a fixed block system used in the professor of mechanical engineering
For SRT the double tracking projects
MRTA Blue Line and the airport rail at Kasetsart university and the
are still ongoing with five projects under
link which are the turnkey projects by author of the first rail engineering
construction and 8 more projects yet
Siemens with ATP and ATO systems. The textbook in Thai language. He is in
to be approved by the cabinet. This
loop antennas or ‘wiggly wires’ laid along charge of rail engineering courses at
will increase the share of the double
the track provide the communication the university.
track portion of SRT to be more than
channel between the on-board
3000km. All signalling systems will be
signalling systems and the Centralised Wichai was a member of the public
ETCS level 1. An additional two double-
Train Control or CTC while the train private partnership (PPP) committee
tracking projects are planned. SRT will
detection is achieved through AC track for MRTA Blue Line, MRTA Purple
also construct seven new double-track
circuits. The minimum headway distance Line, MRTA Pink Line and MRTA
routes totalling 1482km with seven more
is shorter than that of the three – aspect Yellow line projects, all under Thai
in the pipeline.
colour light system. PPP law. He received an outstanding
The new HSR routes are also being government official award from the
All metro systems in Thailand apart from civil service association of Thailand
studied, with the Thai-Chinese HSR
the MRTA Blue Line use CBTC. Most in 2020. He earned his BEng
extension to be soon approved by the
systems use 2.4GHz public frequency (mechanical engineering, Kasetsart)
cabinet. This will connect with the Lao-
Wi-Fi radio while the Suvarnabhumi APM in 1995, his MS (engineering,
Chinese project at the border. Others
uses 5.9GHz. Train detection and control UC Davis) in 1998 and his PhD
are in long term planning. Metro project
is continuous through radio while (mechanical and aeronautical
construction in Bangkok and the vicinity
balises are used as reference points, engineering, UC Davis) in 2001.
will be ongoing for at least eight more
hence the lowest headway distance
years. With all extensions of existing
among signalling systems. Four lines of
lines and new lines, this will increase the
metro railway with CBTC have driverless
route length from 214.3km to 555.77km.
operation. A back-up train detection
Most new MRT and feeder systems by
system is optional but not essential. Most
MRTA will use CBTC while the Red Line
CBTC systems in Thailand are equipped
will use ETCS level 1. As for the future
with notch filters to alleviate the effects
projects, new routes/extensions of SRT
of interference from 4G/5G public
and Red Line will use ETCS level 1 limited
mobile phone service providers.
supervision while new metro lines will
likely use CBTC. HSR signalling systems
will either be ETCS or CTCS. Tables 4,
5 and 6 each show a summary of the
future projects.

7
IRSE News | Issue 285 | February 2022

The Red Line signalling system

of the State Railway of Thailand

Sanyawit Aphichatapong

In the second of the five presidential and the new signal types from SRT metre gauge railway project for SRT,
papers from Thailand, Sanyawit to accommodate both types of trains with future extensions of the Red Line
explains the Red Line resignalling. in the system. in the planning stage. The Red Line was
This is based upon the use of constructed with a Japan International
Commuter trains use a ETCS level 1 with
Cooperation Agency (JICA) loan. The
ETCS level 1 and can operate limited supervision signalling system,
main contractor was Mitsubishi Heavy
mixed traffic. whereas the conventional long-distance
Industries (MHI) corporation, partnering
trains are controlled by three-aspect
The Red Line project is the first with Hitachi Rail and Sumitomo. Nippon
colour light signals. All train movements
electrified metre gauge commuter signal was responsible for the signalling
are controlled through an operations
railway project in the history of the and telecommunication system. See
control centre and monitored by the
State Railway of Thailand (SRT). The Figures 1 and 2 for pictures of the
centralised traffic control of SRT.
rolling-stock and signals.
trial operation of the system began
in August 2021 and revenue service Overview Figure 3 shows the Red Line signalling
began in November 2021. The Red Line currently consists of subsystems which are Centralised Traffic
the 24.6km North Line from Bang Control (CTC), train detection, Computer
Mixed mode operation between the Sue Grand station to Rangsit and the Based Interlocking (CBI), ETCS,
commuter trains and long-distance 15.2km West Line from Bangsue to wayside, SCADA, Passenger Information
trains required new rules of operation Taling Chan. It is the first electrified Display System (PIDS), master clock,
and simulator.

Figure 1 – Red Line rolling stock.

Photos Sanyawit Aphichatapong.

8
 IRSE News | Issue 285 | February 2022

Figure 2 –Red Line starting signals with shunt signals. The one seen to the left of the photo also has a junction indicator.

Centralised Traffic Control (CTC) System

Simulator System

ATS CTC
Server Controller Simulator
(for simulator) (for simulator)

SCADA
Line
ATS Panoramic CTC
Controller
Server Display Controller
Workstation

LED Display
Board
Performance Maintenance Passenger
Maintenance CTC Interface
Management Management Information
Server Server
Workstation Workstation Display Broadcasting
Equipment

Computer Based ETCS System

Train Detection
Interlocking
System
System
Master
Clock

Track Object Technician’s Lineside

Axle Counters Electronic
Circuits Controllers Terminal
Unit (LEU)

Balise
Wayside Equipment

Point Level Train-carried

Signals Equipment
Machines Crossings

Figure 3 – Red Line signalling subsystems.

Source SRT Red Line.

9
IRSE News | Issue 285 | February 2022

Bang Sue Junction station Existing SRT Southern Line

BSJ
BSN BMR TLC

Bang Sue
Loco Depot Red Line West
Red Line North

CTK WSN BKH TSH LAK KHA DMG LHK RST

Existing SRT Northern Line

Bang Sue
Grand station Depot connection track area SRT Red Line CTC system coverage
LD depot CT depot SRT Existing CTC system coverage

Figure 4 – Red Line System track layout.

Source SRT Red Line.

North Line LD West Line LD and CT

track wayside signal wayside signal
ETCS components shown in red and marker board and marker board

North Line CT track

CT Train Juridical go/no-go indicator to provide
Recording drivers departure
Unit Speaker
instruction (no SIL)
Balise European Driver
Transmission Vital Machine
Module Computer Interface

Balise
In-fill Doppler Fixed Switchable
Antenna
Radar
balise Wheel balise balise
Sensor

Train
detection
Lineside
Electronic
Unit
Interlocking

Figure 5 – ETCS equipment for the Red Line project. (ETCS elements shown or outlined in red).
Source SRT Red Line.

The scope of the signalling system is The CBI processes route-setting Line for both CT and LD trains, while
shown in Figure 4. This includes the commands from the control centre, the North Line has four tracks, two for
Bang Sue Grand station yard with the using information from the train CT trains and two for LD trains. On the
Long Distance (LD) train and Commuter detection system to control point West Line there are colour light signals
Train (CT) depots, three stations on the machines and signal aspects for fail-safe for both CT and LD trains, while on the
West Line – Bangson (BSN), Bang Bamru operation. The CBI is used by controllers North Line, CT tracks are equipped with
(BMR), and Taling Chan (TLC), and nine in the Red Line to supervise, request go/no-go indicators and LD tracks are
stations on the North Line – Chatuchak or cancel, and interlock all the signal equipped with colour light signals. See
(CTK), Wat Samian Nari (WSN), Bangkhen functions and to provide signal aspect Figure 5 for a schematic diagram.
(BKH), Tung Songhong (TSH), Laksi (LAK), information to ETCS.
In ETCS level 1 the train speed and
Kheha (KHA), Don Muang (DMG), Lakhok
ETCS location supervision rely on the ETCS
(LHK), and Rangsit (RST).
on-board equipment. The CBI will
The equipment of the ETCS level
All Red Line stations are co-located provide the movement authority to
consists of Driver Machine Interface
with existing SRT existing except CTK, trains via the LEU and Eurobalises, with
(DMI), ETCS on-board equipment,
WSN, TSH, and KHA. the train driver receiving information
balise antenna, in-fill balise, fixed balise,
through a DMI. A fixed balise transfers
The Red Line depot is controlled switchable balise and Lineside Electronic
static data and a switchable balise
from the CTC. The signalling system Unit (LEU). The ETCS interfaces with
transfers dynamic data from the LEU via
also controls the train movements SRT’s three-aspect colour light signal
balise antennas on the trains. The ETCS
in the LD depot. system. There are two tracks on the West

10
 IRSE News | Issue 285 | February 2022

on-board system will provide full and on a track circuit if the receiver has a Chief Controller Workstation
complete in-cab information to train voltage less than a certain value. If the (CCW) and Line Controller
drivers through the DMI and enforce receiver has a higher value of voltage
train braking in the event of exceeding than the specified value, then the track is
Workstation (LCW)
the permitted speed. The ETCS on- unoccupied. The Red Line project uses In normal automatic train operation,
board equipment is provided on all CT axle counters for train detection on the the CCW in the OCC controls all of the
trains in the Red Line project. However, main line and the axle counter reference target area except the LD depot area.
in the future LD trains will also be direction is the same as increasing The LCW in LD depot control room
equipped with ETCS. track chainage. controls the LD depot area. FBOCC
takes over from the OCC and controls
The ETCS on-board equipment for CT Centralised Traffic Control all target area except the LD depot area
trains comprises: if the OCC is unable to control the area.
The CTC of the Red Line controls the
• European Vital Computer (EVC). train movements in the North Line, The CCW and LCW cannot be manually
West Line, CT depot, LD depot, and the controlled at the same time and are
• Balise Transmission Module (BTM)
Bang Sue Grand station. Figure 6 shows interlocked as follows:
• BTM Antenna.
the control room. Figure 7 shows the 1. CCW manual control is
• Driver Machine Interface (DMI). locations of the workstations for the possible when the following
• Tone Generator DMI speaker. Operations Control Centre (OCC), the conditions are satisfied:
• Pulse Generator Wheel sensors. Fallback Operations Control Centre
(FBOCC), LD depot control room, a. The station to be controlled is in
• Doppler Radar sensors. CT depot control room, and Station Auto mode or CTC mode.
• Accelerometer. Operation Rooms (SORs) at Red Line b. The logged-in user has an authority
• Juridical Recording Unit (JRU). stations along the route. for manual control.
• Train Interface Unit (TIU). OCC equipment is arranged as in 2. LCW manual control is possible when
Figure 8. Notice that the LD depot the following conditions are satisfied:
• Brake application device.
controller is not in the OCC room. a. LCW can only control its own
• Diagnostic and Communication
There are workstations for a West Line station if an authority is transferred.
Computer (DCC).
controller, a North Line controller, a It is possible to refer to the
• Isolation switch. Bang Sue Grand station controller, a status of the stations other than
Train detection CT depot controller, an engineering its own station.
AC track circuits are used in the Red Line controller, and a chief controller. b. Non turn-out stations are only
project in the CT and LD depot areas for Train crew operation rooms are for reference (because there is no
train detection. Multiple Train Detection situated at Bang Sue Grand station control point).
(MTD) will detect the presence of a train and the CT depot.

Figure 6 – The Red Line control room.

Photo Sanyawit Aphichatapong.

11
IRSE News | Issue 285 | February 2022

BSJ
BSN BMR TLC

Bang Sue
Loco Depot

CTK WSN BKH TSH LAK KHA DMG LHK RST

Operation locations

Bang Sue Operations Control Centre Signalling Training Room

Grand station
Fallback Operations Control Centre Operations Planning Office
LD depot CT depot
LD Depot Control Room Train Crew Operator Room

Station Operation Room

Maintenance locations

Signalling Equipment Room Signalling Equipment and

Communication Room

Figure 7 – Operation and maintenance location room arrangement for Red Line.
Source SRT Red Line.

Bang Sue
West Line North Line CT Depot Display
Grand
Controller Controller Controller Controller 1
Line Controller

Display Panoramic
Controller 2 Display

Optical Chief Display

Engineering
Distribution Supervisor Controller 3
Controller
Frame Controller

Figure 8 – OCC control room block diagram.

Maintenance The line controller can select the About the author
For the SRT Red Line system, the rooms appropriate recovery operation
depending on the situation. Recovery Sanyawit Aphichatapong is a
for maintenance are arranged as shown superintending engineer of the
in Figure 7. The maintenance technician operation is available only from the CCW
in OCC or the LCW in OCC/FBOCC. maintenance centre in signalling
uses the Technician Terminal in the and telecoms department at the
signalling equipment room for obtaining Conclusion SRT. He has been taking care of
more detailed information on failures. railway signalling systems for main
The Red Line signalling system of SRT
line track doubling projects since
Timetabling controls the North Line, the West Line,
CT depot and Bang Sue Grand station. 2002. Currently, he is supervising
Operations planning staff operate maintenance of the signalling
the Timetable Planner Workstation to The main features are focused on CT
trains operation, but it allows LD trains and telecoms system of the SRT
prepare the timetable which is the base Red Line project.
for controlling automatic route setting to operate on the system with three-
by the ATS Server. For the timetable aspect colour light signals. ETCS level 1 Sanyawit is also a special lecturer
preparation, the schedule planner is used with CT trains while the LD trains at Kasetsart university on topics
creates and edits the base timetable. will have ETCS onboard equipment about the signalling system and
in the future. operation rules of SRT. He earned
his bachelor’s degree in electrical
engineering from King Mongkut’s
Institute of Technology Latkrabang
(KMITL) in 1995 and his MBA from
Ramkhamhaeng university in 2002.

12
Back to basics: Points
Part one

Francis How
with contributions from John Alexander and Trevor Bradbeer

This is the latest in the IRSE’s “Back to basics” series of

articles, aimed particularly at helping people preparing
to take the Certificate in Railway Control Engineering
Fundamentals (Module A) of the IRSE’s Exam, and
those who are new to the industry or the profession of
railway signalling.
This article is about points and is in two parts. Part 2
will follow in IRSE News March 2022. Points have been
mentioned previously in the Back-to-Basics series but
have not been covered in any detail until now. There
are seemingly endless varieties of points and point
operating mechanisms around the world, and it is not Figure 1 – Profile of wheels on a pair of rails, illustrating the flanges.
possible to cover them all. Instead, we will focus on the
principles and common practices, with some examples.
Terminology varies considerably as well; we will use the part of the wheel below surface level. The wheels of railway
term ‘points; throughout, but points are also referred to vehicles have flanges, which is the part of the wheel which
as ‘switches and crossings’ (S&C) and ‘turnouts’. runs on the inside of the tracks and serves, in extremis, to
prevent the vehicles derailing – see Figure 1.
One of the joys of S&T engineering is that it embraces a broad
range of engineering skills. Many articles in IRSE News explore For these reasons, points have moveable sections of rail, both
high-tech topics such as software, IP networks, cyber security to provide a continuous railhead for the train to travel in the
and artificial intelligence. At the other end of the spectrum lies intended direction, and to provide gaps in the rails where
the mechanical engineering of points, with the signal engineer required so that the flanges can pass through.
quite literally involved in the nuts, bolts and grease of keeping On most railways, the points trackwork is the responsibility
points operational. You can be an S&T engineer at either end of the track (permanent way) engineer, and the signal
of this spectrum, or somewhere in the middle – and a few engineer is responsible for providing and controlling (via
even manage to be knowledgeable about all of it! the signalling system) the means of moving the points, and
for ensuring that the points are in the required position
What are points and why do
before a train is permitted to pass over them. This division of
railways need them? responsibility is not universally true, however, and in some
As soon as a railway becomes more than a simple piece of railway administrations the roles and responsibilities are
track connecting A and B, requiring junctions to connect allocated differently.
with other lines or sidings, then points are a necessity. They
Points are used to enable trains to diverge from the ‘straight’
comprise fixed and moveable rails that guide a train from one
route ahead, onto another line, or to stay on the straight route.
track to another.
When trains traverse a set of points in this manner, they are
Roads have junctions as well, of course, but self-evidently said to be travelling over the points in the ‘facing’ direction.
there are no moveable parts, and it is worth briefly considering Points can also be used in the opposite direction, of course,
why railways are not the same. Firstly, road vehicles can steer where two lines converge and become one. Trains using
themselves whereas trains cannot, and they therefore require points in this manner are said to be travelling over them in the
something to guide them in the intended direction. Secondly, ‘trailing’ direction – see Figure 2. Many points are used for both
the wheels of road vehicles sit on the road surface, with no facing and trailing movements.

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IRSE News | Issue 285 | February 2022

Figure 2 – Facing and trailing directions of movement

over a set of points.

Facing

Trailing

Figure 3 – The principal parts of a typical set of points.

Stretcher bars Closure rails

Switch rails Check rail

Stock rail
Wing rails

Straight route

Position of Diver
ging
switch heels route
Stock rail Check rail

Common crossing

The basic design of points Common crossing (also known as a ‘Frog’ or ‘Vee’ crossing)
Before going much further, we need to understand the is the part of the track layout where the switch rails converge.
principal parts of a set of points. The main components are Of necessity, there is a gap in the rails here so that the wheel
shown in Figure 3. Again, terminology varies somewhat, both flanges can pass through. The existence of a gap can however
from one country to another and depending upon whether create problems, particularly on long turnouts, and we shall
you are a track engineer or a signal engineer. So please excuse return to this subject in Part 2.
us if we use terminology with which you are not familiar or Closure rails are non-moving sections of rail that connect the
even which you consider to be incorrect! switch rails with the common crossing.
Various terms are also used to describe the position of points. Check rails. Also known as guard rails, these are short sections
In Britain, and in some other countries, when the points of rail positioned alongside the stock rail to ensure that the
are set for straight route they are said to be in the ‘normal’ wheels follow the correct route through the common crossing
position, and when they are set for the diverging route, they (frog). It can be seen in Figure 3 that there are similar rails
are in the ‘reverse’ position. This terminology dates from the alongside and forming part of the common crossing. These
days of mechanical lever signal boxes, when a lever was said are known as wing rails (sometimes these are manufactured as
to be in its normal position when it had not been pulled, and part of the common crossing rather than being separate rails).
in its reverse position when it had been pulled. Alternative
terminologies for normal and reverse, which are used in other Stretcher bars are provided at intervals between the two
parts of the world, include left/right, positive/negative and switch rails to help ensure that the correct distance is
direct/diverted. maintained between them not just at the tips but throughout
their length. Note that railways in many countries do not use
The key components of the points shown in Figure 3 are: stretcher bars, although they are used in Britain and some
Switch rails (also known as blades or tongues) are the movable other countries whose railways are based on British practice.
rail sections which guide the train along the straight or the Where they are provided, the number of stretcher bars is
diverging route. They are tapered at their tips so as to fit governed by the length of the switch rails, which in turn is
closely to the adjacent stock rail. determined by the maximum permitted speed of trains taking
the diverging route.
Stock rails are the outer running rails for the straight and
diverging routes. The tips of the switch rails move up tight Switch heels are the demarcation point between the movable
against the stock rails when in the closed position for route set. switch rails and the fixed closure rails. A heel block assembly is
positioned in the vicinity of each heel to maintain the switch,
closure and adjacent stock rail in the correct relative positions.

14
 IRSE News | Issue 285 | February 2022

Extended sleepers
(bearers)

Stock rail
Switch rail

Stretcher bar

Switch rail Slide chairs

Stock rail

Figure 4 – General layout of a set of points.

Photo Shutterstock/Timofeev Vladimir.

All these components work together to guide a train along disastrous for a train. Before reading further, you might like to
the correct route. Ensuring that a train can traverse points think for yourself what the principal hazards are. If not, or to
safely and smoothly, with minimum wear and tear on both check your answers, they are:
the wheels and the track, means that the design of points is
1. Points not fully in correct position for the safe movement
a complex matter, particularly where points are very long (for
of a train. For facing movements, this is likely to result in
high-speed turnouts).
derailment. For trailing movements derailment is unlikely,
What Figure 3 does not depict, but which can be seen in but damage may occur to the points or associated
Figure 4, are the supporting elements for the rails. These trackside equipment
include extra-long sleepers which support the rails. Sleepers 2. Points in the opposite position to that required for
are known in some parts of the world as bearers, ties or safe movement of a train. For facing movements, this
cross‑ties. The rails themselves sit on ‘chairs’, as does rail on will result in the train going on the wrong route, which
plain line, of course. Where the switch rails move, the chairs may have consequences such as derailment as a result
support both the stock rail and the switch rail. These are of excessive speed, or collision with another train. For
‘slide chairs’, and as well as holding the stock rail in position trailing movements, the train might derail or, more likely,
they also have a flat surface over which the switch rails move severe damage is caused to the points and the associated
laterally. To aid movement, these surfaces are usually greased, trackside equipment.
or fitted with plastic inserts to reduce friction, or with rollers
3. Points moving as a train passes over them. For facing
which lift the switch rails very slightly while they move.
moves, this is very likely to result in derailment of all or
Operational hazards associated part of the train. For trailing movements, it could result in
with points derailment but is more likely to cause damage to the points
and associated trackside equipment.
So far, we have not said anything about how points are moved
and held in position for the passage of a train. This is where 4. Excessive speed. This may result in derailment. Most points
the signal engineer comes in! But before we discuss this, we have, by their very nature, one position which involves a
should consider the operational hazards associated with a set relatively tight radius curve, corresponding to the diverging
of points. Clearly, a section of rail that can move is potentially route. There is generally no super-elevation or ‘cant’ on
the diverging route through the points to help the train
negotiate the curve (unlike plain line curved track).

Railway wheels and tracks

The mechanics of how a wheel stays on the track are If you like railway history, you may be interested in exploring
complicated, and are beyond the scope of this article, how the wheel-rail interface evolved from its origins in the
but it is worth noting that in normal running on plain line earliest horse-drawn wagonways where the wheel surfaces
(including curves), the track and the wheels are designed so were flat and ran in grooved wooden “track”, then later
that ideally the flange does not come into contact with the where the guiding flanges formed part of the metal track,
inside of the rail. Instead, the concave/conical wheel profile rather than being part of the wheels, through to the most
serves to keep each pair of wheels running smoothly on the modern systems which are capable of safely guiding trains
head (top) of the rail. travelling at very high speeds.

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IRSE News | Issue 285 | February 2022

5. Track gauge is incorrect for safe movement of a train. This When signal boxes began to appear, the points were operated
is likely to result in derailment. The fact that part of the by moving a mechanical lever in the box. Each point lever was
track is moveable means that there is a somewhat greater connected via rodding (or sometimes wires) and cranks to the
risk (compared with plain line) of the track becoming ‘wide tips of the switch rails of the associated set of points – see
to gauge’, because of lateral outward movement of the rails Figures 5 and 6. By pulling the lever to the reverse position in
caused by the passage of successive vehicles or trains. the lever frame, the rodding moved in one direction sufficiently
6. Broken and worn rails. This may result in derailment. to move the points into the reverse position. Restoring
The switch blades and the common crossing have less the lever to the normal position returned the points to the
metal to support the wheels, and both the switch tips normal position.
and the crossing receive more impact from the wheels, Because of the weight and the effort required to move the
which may cause rails to break. Switch and stock rails also rodding and points via the points lever, the distance from a
wear through use, especially where heavy traffic uses the signal box to a mechanically worked set of points is quite
diverging route. Excessive wear can lead to derailment. limited (typically to ~200-300 metres).
The risks associated with the first three of these hazards are
controlled principally through the signalling system, of which Power operated points
we shall say more shortly. Examples of mechanically-worked points can still be found
in many parts of the world, but all modern signalling systems
The fourth hazard is usually controlled by a speed restriction use power-operated points. Most commonly this takes the
that applies to trains taking the diverging route, reinforced by form of an electric motor in what is known as a point machine
controls in the signalling system. These controls may include (also known as a switch machine or switch motor). The
route and/or speed indications and aspect controls that point machine is located adjacent to the switch blades and is
instruct/remind the driver to slow down, and train protection connected to the tips of the blades either by two rods (one for
systems which enforce speed reduction in the event each blade) or by a single rod and a bar which links the two
of driver error. tips, ensuring they move in synchronism. The bar is commonly
The risks relating to the fifth and sixth hazards are controlled known as a ‘lock stretcher bar’. Figure 7 shows a point
principally through track inspection and maintenance. machine, with the drive rod connecting the electric motor via
gears to the blades. As the motor turns, the rod moves to the
The role of signalling in point operation left or the right, moving the points to the normal or reverse
The role of signalling in the operation of points is to position respectively. Note that there are other rods also
fulfil three basic functions, and they are achieved jointly shown in the diagram – we shall discuss their purpose shortly.
by the interlocking and the trackside equipment, as There are many types of point machine in use, with various
described in Table 1. drive arrangements linking the motor to the switch rails. That
The interlocking features relating to points were described shown in Figure 7 is just one example . A layout in a training
in two previous ‘Back to basics’ articles (IRSE News, April and environment is shown in Figure 8, where the point machine is
May 2020), and it is not the intention to repeat them in this mounted on extended sleepers, and as with mechanical points
article. This article focuses instead on the trackside signalling a soleplate (extended stock rail gauge tie) maintains the gauge
equipment that moves, locks and checks the points. and the distance between the track and the point machine.

Point operating mechanisms Over the years, alternative types of powered point operating
mechanisms have been produced. Some use hydraulic
Manually operated points actuation, such as the clamp lock (other similar devices are
When railways first began, the practice was for railway known as chair locks, claw locks and ground locks). The clamp
personnel to operate a set of points using a lever beside the lock has a hydraulic power pack instead of an electric motor,
track. Examples of this can still be found in sidings. with hydraulic rams (jacks) positioned between the sleepers to
drive the switch rails to the normal and reverse positions.

Table 1 – The main signalling functions associated with a set of points.

Function Fulfilled by
Move the points to the required position for A trackside point operating mechanism which, under the control of the
the passage of a train interlocking, moves the switch rails to the required position. The mechanism
is usually mechanically, electrically or hydraulically powered, although some
railways use pneumatic power.
Check that the points are in the A trackside mechanism which detects whether the switch rails are correctly
correct position. positioned and locked (see below) for the safe passage of the train. Often, but
not always an integral part of the point operating mechanism (see earlier).
The detection of the position of the switch rails is used by the interlocking.
Prevent the points moving until the whole of A locking mechanism which holds the switch rails securely in the required
the train has passed safely position for the train. Again often, but not always, an integral part of the point
operating mechanism
In addition, the interlocking has safety features that prevent power being
transmitted to the point operating mechanism when there is a route set over a
set of points and when there is a train actually on the points.

16
 IRSE News | Issue 285 | February 2022

Figure 5 – Points rodding leading from the signal box (out of picture, to the Figure 6 – Close-up of a rodding run for several
right) to a set of points, with cranks that are used to transmit the motion of the sets of points (a wire run for signals is on the left).
rods through a right-angle. Photo Ian J Allison.
Photo John Francis.

Drive rod
Stretcher bar
Point machine

Extended sleepers

Facing point
lock rod Sole plate

Lock stretcher bar

Circuit controller and

detection contacts

Detector rod Detector rod

(left-hand switch) (right-hand switch)

Figure 7 – Typical point machine with its connections to the switch rails
(schematic only; not intended to be an accurate representation).
Image Trevor Bradbeer.

17
IRSE News | Issue 285 | February 2022

Figure 8 – A typical point machine arrangement (in a training school environment) showing the drive rod, detection, FPL
rodding connections, and associated stretcher bars. Image Trevor Bradbeer and Signet Solutions.

A further variant is the ‘in sleeper’ (also known as ‘in bearer’) How detection works
mechanism, where all the machinery is contained within a box The positions of both switch rails are detected, firstly to be
or trough which takes the place of a conventional sleeper. This sure that the tip of the closed switch rail is sufficiently close to
means there is little or no equipment above sleeper level, thus the stock rail that a wheel flange could not pass between the
making it easier to undertake mechanised track maintenance two rails; and secondly to be sure that the gap between the
without risk of damage to the equipment. stock rail and the open switch rail is sufficient for the wheel
It is also worth mentioning an example of an innovative flanges to pass through.
approach to point operation which has featured in IRSE In the case of point machines, detection is achieved using
News (most recently in May 2019). “Repoint” was a project rods that are attached to the tips of the switch blades, which
undertaken by the University of Loughborough (UK) to operate electrical contacts in a detector box adjacent to
consider afresh the failure modes of points and to develop an the track as the switches move left or right. In many point
operating mechanism that was more reliable, just as safe, and machines, the electrical contacts are inside the point machine
would help improve track capacity. It illustrates that innovative rather than being a separate unit – see Figures 7 and 8. These
thinking still has something to contribute to an issue as basic are called ‘combined’ point machines. In the case of hydraulic
as point operation. clamp locks, the contacts are in boxes attached to the outsides
of the stock rails.
Checking that points are
correctly positioned The electrical contacts for both switch rails are combined into
The second signalling function associated with points (listed in points detection circuits, the outputs of which are fed back
Table 1) is to detect the position of the points. This is necessary to the interlocking via fail-safe relay circuits or a high integrity
because it cannot be assumed that the points will move to transmission system. Hence the interlocking knows whether
the position to which they have been called. Ballast or other the points are normal, reverse or in an indeterminate state
debris could obstruct the movement, for instance, preventing (neither normal nor reverse).
the switch rail closing against the stock rail. A power failure Where points are worked mechanically via rodding, a wholly
or malfunction of the point operating mechanism could also mechanical detection system is often used. The detection
prevent the movement. rods are connected to sliding metal plates which engage with
In the situation where the points do not need to be moved similar slotted plates at right angles which are connected to
for the route being set, it cannot be assumed they are still the wires that operate the mechanical signals. This ensures
safely in the correct position for the next train. The passage that the wires leading to the signals cannot be operated unless
of the previous trains might have caused the points to the points are correctly set, and vice versa. Hence there is
open very slightly, through vibration, wear or mechanical direct interlocking of points and signals at the trackside, in
failure for instance. addition to the interlocking of the levers in the signal box. You
can just about see an example of such a device near the top
left of Figure 5.

18
 IRSE News | Issue 285 | February 2022

Detection tolerances This leads to two key observations. Firstly, the requirement
The permissible gaps between the switch and stock rails vary recognised that points traversed in a facing direction present
slightly from country to country, but on a standard gauge a much greater hazard than in the trailing direction; and
railway the gap on the closed switch rail side must typically be secondly, the hazard was originally perceived more in relation
no more than ~5mm, and on the open switch rail side it must to signalman error than the points having an excessive gap
be at least ~115mm (these figures may also vary depending between the closed switch and stock rail because of poor
upon the type of points and operating mechanisms). If these adjustment, track movement or wear and tear. The risk of
criteria are not satisfied, the detection circuits will indicate to signaller error in relation to points movement has now all but
the interlocking that the points are not correctly positioned. disappeared as a consequence of comprehensive interlocking
Tolerances are generally assigned to these values, both to of points, tracks and signals. However, the requirement to lock
allow some latitude when setting up or maintaining the facing points on passenger lines remains in most countries
points and to reduce the risk of the closed switch detection in the world and serves to minimise the risk of derailment in
being intermittently lost due to track vibration or slight the vicinity of the blade tips. Furthermore, in practice many
movement. Thus, for instance, one railway administration railways lock the points for movements in the trailing direction
states that the closed switch detection contacts must just be as well as facing, and also lock points on freight-only lines.
made at a switch-stock rail gap of 4mm (but not less) and The extreme dangers associated with facing points can be
definitely broken at 6mm. seen throughout the history of railways. As with so many safety
Detection of the open switch may at first sight appear to features on railways, accidents led to the introduction of facing
be less critical than the closed switch, but there have been point locks. In Britain there was for many years an aversion
accidents such as at Kingham (1966) and Grayrigg (2007) , to having facing points at all, something which reached its
both in Britain, where the open switch rail gap was insufficient. height in 1873 when a north-bound express train derailed on
The continual battering by the backs of wheels caused the points at Wigan station. Thirteen people died as a result of the
open switch rail and fittings to be fatigued, causing fractures points moving under the train (not, in this case, by the action
leading to derailment. The condition of the stretcher bars was of the signalman but because of the excessive speed of the
implicated in both accidents, incidentally. train). The accident brought to the fore the need to fit locks to
facing points. Even in relatively modern times points-related
Locking the points in position accidents have still occurred. Examples include Potters Bar, UK
The third and final signalling component of points operation (2002), Grayrigg, UK (2007) and South Carolina, USA (2018).
is the physical locking of the points in the required position, How points are locked
to minimise the risk of the switch rails moving. The
As with detection, the facing point lock mechanism varies in
locking mechanism is known as a ‘point lock’ or ‘Facing
design for mechanically-worked and power-operated points.
Point Lock’ (FPL).
It is instructive to start by looking at mechanical points – see
Why do we lock points? Figure 9. A lock stretcher bar connects the two switch blades.
In Britain it has been, from relatively early railway days, a legal It has two slots cut into it. When the points are in the required
requirement that points used by passenger trains in the facing position, the signaller pulls the FPL lever. This is a separate
direction are fitted with a lock. The Board of Trade’s 1892 lever, not the same one as is used to move the points. The
requirements relating to the opening of new railways stated lever is connected via rodding to the lock rod, driving it into
that “In order to ensure that the points are in their proper one of the two slots in the lock stretcher bar. There is one slot
position before the signals are lowered, and, to prevent the for the points in the normal position, and a second for the
signalman from shifting them, while a train is passing over reverse position.
them, all facing points must be fitted with facing-point locks…”.

Figure 9 –A facing point lock on a set of mechanical points.

Image Trevor Bradbeer.
Port where lock
rod engages
Lock stretcher bar when points are in
opposite position to
that shown

Lock rod

Rodding coming in
Sole plate from FPL lever
in signal box

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 IRSE News | Issue 285 | February 2022

It can be seen that when the lock is engaged in one of the In the case of a clamp lock, the locking mechanism is different,
slots, it is impossible for the switch blades to move, either although its purpose is the same. Trying to explain how a
by the signaller attempting to move the points lever or by clamp lock works is not easy – it is easier to understand by
vibration as a train traverses the points. Figure 9 also shows seeing one in action! In essence, there is a G-shaped lock arm
the metal soleplate (also known as the stock rail gauge tie) on (sometimes called a claw) attached by a pivot to the inside
which the lock and the two slide chairs are rigidly mounted of each switch rail. The hydraulic rams move the switch rails
to prevent movement and maintain the correct gauge at via the drive/lock slides and the lock arms, and eventually the
the switch tips. free end of the lock arm on the closed switch side is forced
up so that it fits tightly against the outside of the stock rail.
Moving on to power-operated points, although some railways
The switch and stock rails are thus physically clamped to each
use point locks which are actuated by a mechanism separate
other and cannot be moved unless the clamp lock is powered
from that which moves the points, more commonly the lock
to the opposite position – see Figures 10 and 11.
is part of the point operating mechanism. In the case of point
machines, the lock is usually contained within the machine. If Some point operating mechanisms have a quite different
you look at Figures 7 and 8 you will see that one of the rods type of lock. For instance, the UK High Performance Switch
coming out of the point machine is connected to the mid- System (HPSS) utilises a lead screw (which moves the
point of the lock stretcher bar. Inside the point machine the blades normal and reverse) combined with a brake, thus
rod is connected to a lock mechanism. As the point machine preventing any movement of the blades when they are in the
completes the point movement (either normal or reverse) required position.
it engages the lock mechanism, so preventing the rod, lock
In power-operated points, the detection circuits referred
stretcher bar and switch blades from moving until the point
to earlier also include electrical contacts to prove that the
machine is powered up again to move the points to the
lock has engaged. Thus, when the detection circuit informs
other position.
the interlocking that the points are normal or reverse, this
Figure 10 – Typical clamp lock installation. information is, in effect confirming that the closed switch is
Photo Francis How. against the stock rail, the other switch is sufficiently open, and
the switches are locked in position.
It can be seen from what we have considered so far that
modern point machines, clamp locks and similar devices
combine the functions of point movement, detection and
locking in one trackside device. Taking the example of a
conventional point machine, a typical sequence of operations
for moving the points from normal to reverse is as follows:
1. Motor starts turning when powered from the interlocking.
2. Point lock disengages by the action of the motor. As soon
as this starts to happen the normal detection circuit is
forced to break (even though the switches are still normal
at this stage).
3. Switches are driven to the reverse position by the
action of the motor.
4. Point lock engages by the action of the motor.
5. Reverse detection circuit is energised, provided the lock
has successfully engaged and both switch rails have fully
moved to the reverse position.
6. Power to the motor is switched off by contacts on the
circuit controller inside the point machine (the interlocking
also disconnects the power to the points when reverse
detection is obtained).
7. The motor is electrically braked by ‘snubbing’ contacts on
the circuit controller (somewhat like regenerative braking),
to avoid damage to the motor and mechanical parts when
Figure 11 – Clamp lock cross section. the movement reaches the end of its travel.

Lock arm
Hydraulic cylinder

Drive/lock slide

20
 IRSE News | Issue 285 | February 2022

Figure 12 – A high speed turnout on the Paris to Strasbourg High Speed Line.
Photo SNCF.

Facing point lock tolerances Still to come…

Although it is desirable from a safety perspective for the gap In this article we have explored the basics of points and point
between the closed switch rail and the stock rail to be as small operation, and the role of signalling and the signal engineer in
as possible (ideally zero), in practice some tolerance must be ensuring they work safely. Next month, in Part 2, we will look
applied. Without this, the very slightest movement or incorrect at some of the additional features and functions associated
adjustment of the points might mean the point lock could with points, including topics such as trailable points, catch
not physically engage. If that were to happen, the detection points, turnouts on high-speed railways, and more.
circuits would indicate that the points were not locked, and
therefore trains could not be signalled over them. This is a
classic example of a points failure, causing delays to trains
and requiring a technician to attend the points. The provision Things to think about
of the tolerance is, therefore, a trade-off between safety You may like to consider the following questions; answers
and reliability. will follow in the March issue of IRSE News.
Accordingly, points are adjusted so that with a very small gap 1. Mechanical point rodding (see Figure 6) expands and
between the switch and stock rail (typically 1.5mm on standard contracts in length with the air temperature. This
gauge railways) the lock can still engage. If the gap is much could cause points to unlock or move when they
larger (typically 3.5mm) the lock must fail to engage. The should not. How is this prevented from happening?
normal way of checking these gaps is to use a facing point
2. Stretcher bars, switch rails and the common crossing
lock gauge. This is nothing more than a small rectangular
provide an electrical connection between the stock
piece of metal, 1.5mm thick at one end and 3.5mm thick at
rails, which would mean that a track circuit through
the other. Each end is in turn inserted between the stock
the points would show permanently occupied. How is
and switch rails, and the points moved (generally by hand
this problem overcome?
operation rather than under power) to check that at 1.5 mm
the lock engages and that at 3.5mm it does not. The tolerances 3. In what circumstances might points be provided for
may vary slightly for different railways and countries, but the the purposes of derailing a train?
principles are the same.

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receiving important membership information or IRSE e-communications.
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21
UK Engineering Council’s
“Guidance on risk for the
engineering profession”

The UK Engineering Council’s guidance on risk

ENGINEERING COUN
CIL

describes the role of professional engineers and

technicians in dealing with risk, and their responsibilities
to society. The guidance is intended as an introduction
to risk and aims to encourage all those working in
engineering to adopt risk management thinking in their
practice. It applies across all sectors of engineering.
International Organisation for Standardisation (ISO) 31000
(the standard related to risk management) defines risk as ‘the
effect of uncertainty on objectives’. This definition allows for
variability and the positive consequences of uncertainty as well RISK
as the negative. ISO’s definition includes the following: Risk
is often expressed in terms of a combination of the potential
severity of a series of events, the associated likelihood of GUIDANCE ON RISK
for the engineering profes
sion
occurrence and the opportunity for detection. The probability,
frequency of occurrence, detectability and impact of an event
are factors which should be considered in any analysis of risk.
Risks are often thought of as being negative, however,
there can be unexpected positive outcomes. According to www.engc.org.uk/risk

ISO 31000, a risk management process identifies, analyses,

evaluates, treats, monitors, records, reports and reviews risks.
Within the guidance, the use of the term ‘risk management’
includes all of the above.
The engineering profession recognises that risk is an inherent Therefore, it is important for engineering professionals to
part of all engineering activities. Engineering professionals understand the level of risk that is acceptable in pursuit
have a significant role to play in appropriately managing risk. of objectives – the risk appetite. Risk appetite defines the
In ISO 31000, ‘engineering professionals’ means registered boundaries within which risk-based decision making can
engineers and technicians, as well as non-registrants occur, be controlled and expectations set. Some elements of
engaged in engineering including tradespeople, students, an engineering activity will be non-negotiable and there will be
apprentices and trainees. Non-engineers managing or no appetite for risk.
teaching engineering professionals should be made aware
of this Guidance. In all cases, there is a need for engineering professionals
to exercise informed judgment and leadership in order to
Risk is present in all engineering activities as a result of manage the risk, consistent with their organisation’s defined
uncertainty as well as inherent hazards. Some elements of risk risk appetite. All risk decisions should be pursued in line with
may be quantified, while others may be evaluated in a more risk appetite.
qualitative way. Nevertheless, novel engineering activities
will often involve a degree of uncertainty where previous Society’s perception of risk may differ from the engineering
experience offers an incomplete guide. However, excessive professional’s, and therefore they should strive for clarity
risk aversion might lead to technological stagnation and deny when communicating about risk, and communicate in terms
society potential benefits. understandable by non-specialists.

22
 This guidance describes the role of professional engineers
and technicians in dealing with risk, and their responsibilities
to society. It lists six principles to guide and motivate IRSE News | Issue 285 | February 2022
professional engineers and technicians in identifying,
assessing, managing and communicating about risk.
• Treatment of the risk which includes:
1 Apply professional and responsible judgment
and take a leadership role
• Consideration for eliminating or minimising the cause
or consequence.

2 Adopt a systematic, broad and holistic

approach to risk identification, assessment,
• Identification of control and mitigative measures for
remaining causes.
management and review • Identification and closure of plans to manage
gaps identified.
3 Comply with legislation and codes, but be
prepared to suggest or promote further
• Monitoring of measures for risk management
improvements • Recording and reporting the steps and status of the risks
by maintaining the system employed to manage them.
4 Ensure good contextual communication with
the others involved
• Reviewing the performance of the risk management
system periodically, driving continuous improvement.

5 Ensure that sustainable systems for oversight

and scrutiny are in place
The guidance lists six principles to guide and motivate
professional engineers and technicians in identifying, assessing,
managing and communicating about risk.
6 Contribute to public awareness of risk
1. Apply professional and responsible judgment and
Risk is referred to both explicitly and implicitly in several Engineering Council take a leadership role
documents including the UK Standard for Professional Engineering Competence
(UK-SPEC) and other associated documents. Engineering professionals should demonstrate by example a
This guidance is intended as an introduction to risk and aims to encourage commitment to safety, reliability and ethical conduct through
all those working in engineering to adopt risk management thinking in their the professional management of risk, from the inception of
practice. It the
Through applies across all management
effective sectors of engineering. Sector-specific
of risk, engineering context and any engineering activity. They should clearly demonstrate the
practical step-by-step guidance are not included. For that, users are encouraged
professionals should
to refer to material bebyable
published to:of sectoral organisations, including
a range standards by which they expect risks to be managed, thus
engineering bodies, governments and corporates. Some links are available on setting an example to others.
• manage
the Engineeringactivities inwebsite
Council’s risk fulfilment
pages:of the accepted risk appetite.
www.engc.org.uk/risk
• improve
The Engineeringthe reliability
Council andthiseffectiveness
will review of their
guidance periodically and product,
welcomes In doing so, engineering professionals should:
comments
process on it.
orProfessional
service. engineering institutions (PEIs) and Professional
Affiliates are encouraged to use it to assist them in developing guidance for • be prepared to challenge assumptions and proposals.
• minimise
their members. the impact of potential problems or • ensure that safety receives appropriate consideration.
adverse effects.
• assess the balance of risk and benefit.
• maximise the impact of potential benefits or
• strive for all those involved to be able to identify potential
helpful outcomes.
problems and opportunities.
• provide early warning and definition of potential threats.
• ensure that any engineer reporting to them has the
• help ensure demonstrable compliance with opportunity to maintain competence in the process of
regulation as a minimum. risk management.
• contribute to improving the resilience of • lead others in improving practice.
their organisations.
2. Adopt a systematic, broad and holistic approach to
• protect revenue and enhance value for money.
risk identification, assessment, management and review
• articulate and manage uncertainty surrounding the
The factors that give rise to risk are interdependent and cannot
decisions being made.
be examined in isolation. It is vital in managing risk to be aware
Risk is an inherent part of every engineering activity. Risk of this interdependency and, rather than dealing with risks
management in accordance with risk appetite is an essential one-by-one as they arise, use approaches that deal with whole
part of engineering. Risk management is also practised by systems. This requires engineers to:
other professionals with whom engineering professionals work
in multi-disciplinary teams. • make risk management an integral part of all engineering
activity and decision making.
Principles to guide engineering professionals • look beyond purely technical considerations, to address
The principles will guide an engineering professional when non-technical factors, including social, economic,
managing and communicating about risk, and help to ensure environmental and political perspectives.
that risk issues are recognised as important considerations • don’t discount weak signals without further consideration.
in all engineering activity. They may be included as part
• ensure that human factors are considered.
of an organisation’s risk management policy, with risk
management plans describing how the principles will be • adopt a decision-making approach that is proportionate
applied in that organisation. A range of quantitative, qualitative to the risk and consistent with their organisation’s
and systematic methods exist for the management of risk. defined risk appetite.
However, the behaviour of people is central to the success of • aim to quantify the risks with as much precision as is
the risk management process, for example in ensuring that relevant, sufficient and can be supported by the evidence.
those inside and outside the organisation feel confident in • ensure consideration of high severity, low frequency events
highlighting risks. along with low severity, high frequency events.
Therefore, the engineering professional will need to pay • be responsive to changes in the operating environment.
attention to human and cultural perspectives as well as purely • look for connections, patterns and relationships between
technical aspects. The key stages of managing risk are: risks and opportunities.
• Systematic identification of causes. • bear in mind that risk assessment should be used as an aid
• Evaluation of the severity of potential consequences. to professional judgment and not as a substitute for it.

23
IRSE News | Issue 285 | February 2022

3. Comply with legislation and codes, but be prepared

Photo Shutterstock/ampcool.
to suggest or promote further improvements
Regulations and codes are generic. They can only deal
with anticipated events and cannot predict every possible
situation. Engineering professionals should take a measured,
yet challenging, approach to potential risks, whether or not
regulations apply. They should:
• act in accordance with codes of conduct.
• know about and comply with the law in countries
where they are operating or where their products or
services will be used.
• recognise and understand the intent behind standards
and codes, and understand when their limits are
being approached.
• comply with current relevant legal requirements governing
engineering risk issues.
• seek advice where necessary.
• where it is practicable, seek further improvements, thus
embedding a culture of seeking continuous improvement.
• be open-minded and avoid hiding behind regulations
4. Ensure good contextual communication with the
others involved
Communicating effectively with all stakeholders is important
to ensure that risks and their implications are understood
properly. Within an organisation, risk management
should be communicated as a core value. Engineering
professionals should:
• establish strong, honest and effective two-way
communication within and beyond their organisation.
• establish a consultation and feedback process about
risks with all stakeholders, including the public and
local community.
• express clearly the balance of risk and benefit. 6. Contribute to public awareness of risk
• communicate clearly assumptions made during the risk The perception of risk among the public is influenced by
management process. a range of factors, including emotional ones. Engineering
professionals have an important role in raising awareness and
• communicate clearly individuals’ responsibilities in understanding about actual levels of risk and benefit, and
managing risk over the lifetime of the engineering activity. helping to prevent misconceptions. They should:
• encourage a culture of ‘open reporting’ and a spirit of
questioning and learning from others • be prepared to engage in public debate on the perceived
risks and benefits.
• avoid a ‘good news only’ or closed culture.
• ensure that discussion with the public includes
5. Ensure that sustainable systems for oversight and management of risk.
scrutiny are in place • ensure that the public are informed about all aspects of
Effective oversight and assurance processes are important risk management.
safeguards in controlling risks. They should be challenging, and
• explain the quantitative and qualitative aspects of risk with
carried out with independence from those creating the risk or
clarity and supporting evidence.
attempting to control it. Engineering professionals should:
• be honest and clear about assumptions.
• be aware that risk assessment documentation may be used
• be prepared to challenge misrepresentations.
in incident investigations.
• communicate to the public its role in risk management.
• ensure that effective oversight and assurance procedures
and systems are in place, and are sufficiently independent.
• ensure that roles, responsibilities and accountabilities are
understood and clearly defined, especially where functions What do you think?
are outsourced. Are the Engineering Council’s “Principles to guide
• include assessment of culture. engineering professionals” on risk useful to the rail
• not limit assurance to audit or physical systems. signalling and communications industry? What guidance
does your country’s regulatory body and professional
engineering institutions provide on managing risk? What
The Engineering Council do you consider are the elements of signalling engineering
guidance and a wallet card activity that are non-negotiable with respect to risk?
can be downloaded from
www.engc.org.uk/risk Email us at [email protected]

24
Professional ethics

Blane Judd

If asked, I describe ethics as representing the IRSE. Where behaviour In seeking to establish a culture of zero
doing the right thing when no is not in accordance with what we tolerance to non-compliance with
one is looking. Of course, it is expect, we all also have a responsibility our code of conduct, it is important
much more than that, but the to say speak up and if necessary, let that all our members and staff know
someone in a position of authority that they are empowered to raise
sentiment is the same.
know about it. concerns without fear of retribution
As members of a professional body, we for doing so, irrespective of who the
There are fine balances when managing
agree to abide by a code of professional alleged perpetrator is. Volunteers who
someone or asking them to carry out
conduct (irse.info/codeofconduct) sit on committees can and should raise
a task. The onus is on us to reflect on
which includes ethical values. It is their concerns with the chair of that
how someone may be receiving the
therefore important we not only committee, to a senior member of the
messages not what was intended when
consider our own behaviours, but also staff team, or the president if they feel it
giving it. Changes in employment law
be ready to call out someone who more appropriate.
gives greater power to employees to
in our opinion has not behaved in a
raise complaints and to stamp out In the same way, volunteers should
manner which could be described
undesirable actions. Respect is earned, know that if they are not being treated
as professional.
not a given right based on position, and in a manner which is acceptable by the
In society today, the imperative to get employees today recognise this. They standards of today, they too can raise
things done has not changed, but the look to their peers to support them that concern. Any such issue will be
way to go about it has. Successful when they feel uncomfortable about dealt with through the IRSE membership
organisations work in a collaborative specific behaviours. So, it is incumbent disciplinary process, unless it is a
and open way, valuing everyone’s on all of us to be there in support if staff member who is accused, when
contribution and working towards a the individual does not feel able to employment law would prevail.
common and clear goal. Creating an raise the issue themselves. Of course,
In a recent survey by the Royal Academy
environment where everyone feels when people are passionate about
of Engineering, the professional ethics
valued and has the confidence to an issue, conversations can become
of engineers was held in the same high
contribute to the best of their ability is heated, similarly proffering challenge
regard as lawyers and doctors. We are
of paramount importance. At the IRSE is an important part of business. These
proud of our standing as an engineering
we are no exception and I appreciate are often isolated incidents and do
professional body, please help us to
that our culture supports these aims. not usually impact long-term on
maintain that standard and reinforce
Tolerance leads to an assumption relationships. When these actions are
ethical behaviour.
that unethical behaviour is condoned, sustained or continue after being asked
if witnessed or reported it must be to stop, they become more serious.
dealt with in an appropriate and
proportional way.
However, it is everyone’s responsibility
to contribute to creating and sustaining
this culture, particularly those who are
in positions of authority over others, by
Photo Shutterstock/

their own behaviour and by ensuring

that the behaviour of others is also
Olivier le Moal.

appropriate. We all have a responsibility

to treat each other with respect and
courtesy in all our interactions with staff,
volunteers and all stakeholders while

25
Shaping Melbourne Australia
Are you interested in joining the project team at Metro Trains Melbourne (MTM)
that is involved in multibillion dollar city-shaping infrastructure projects?
Did you know? Metro Trains Melbourne is part of the MTR family, with global reach
across Europe, Asia, Australia and the Middle East.

Can you bring your wealth of experience to

help us support the delivery of Melbourne’s
three largest rail infrastructure projects?
THE METRO TUNNEL PROJECT
The A$11 billion Metro Tunnel will untangle the city loop so more trains can run more effectively across Melbourne. The Metro Tunnel scope
includes twin nine-kilometre rail tunnels, five new underground stations as well as new high capacity signalling. The Metro Tunnel Project is
being delivered in three work packages, with a programme-level team assisting each package. The three work packages are: Rail Systems
Alliance, Rail Infrastructure Alliance and the Tunnels and Stations Public Private Partnership.

THE MELBOURNE AIRPORT RAIL PROJECT

Melbourne Airport Rail is a transformational public transport project connecting Melbourne Airport to Victoria’s regional and metropolitan train
network. Trains will run from Melbourne Airport through to Sunshine Station, then into the Metro Tunnel and the heart of the CBD, before
continuing on to the Cranbourne and Pakenham lines. This eagerly awaited project will connect people from the airport to where they need to
go – be that work, home or Victoria’s key tourism destinations – via a rail service for the first time.

> MELBOURNE METRO TUNNEL & AIRPORT RAIL PROJECT ROLES:

» Signalling Project Engineer » Head of Operations

» Signalling Project Manager » Operations Definition Test Manager

» Testing and Commissioning Managers - Dynamic testing & CBTC » Operations Delivery Manager

» Testers in Charge » Operations Resource Coordinator

» Operations Integration Manager

THE LEVEL CROSSING REMOVAL PROJECT

The Level Crossing Removal Project (LXRP) was established by the Victorian Government to oversee one of the largest rail infrastructure
projects in the state’s history. LXRP is part of the Major Transport Infrastructure Authority and our projects fall under Victoria’s Big Build.
Central to the project is the elimination of 85 level crossings across metropolitan Melbourne by 2024, in addition to other rail network
upgrades such as new train stations, track duplication and train stabling yards.

> KEY LXRP PROJECT ROLES:

» Testing & Commissioning Managers » Signalling Design Review Engineer

» Testing & Commissioning Engineers » Signalling Design Managers

» Signalling Project Engineers » Testing & Commissioning Review Engineer

www.metrotrains.com.au
 Melbourne: Australia’s sporting and culture capital.

e nce
if f e r
AD
ke
Ma

e
Deliver a great passenger experience
le
ab

OUR VISION
nd

Connecting people and places

pe
De

for a growing Melbourne

S
EA R
SA

Empower and engage our people

E G I C F O CU
OU R V A L U E S

One T e am

R AT
R ST

Support rail transformation

OU

OUR MISSION
RF

We work smarter every day

OU

to be Australia’s most
Ca
ri

respected city railway

ng

Be a sustainable business long term

Zer
o Ha
rm

OUR FOUNDATION Safety – Our goal is Zero Harm, because every injury is preventable

> FURTHER CAREER OPPORTUNITIES:

Metro is a multi-award winning organisation, and we pride ourselves on our team of honest, high performing professionals who are
talented, inclusive and safety focused and who are at the core of our success. You will be joining an organisation that is known as a global
leader in its field but also prides itself on being dynamic, embracing new technologies and focused on customer service. Our aim is to promote
work/life balance, allow team members to bring their best to work and to truly be focused on a common goal which is to provide a world-class
railway service.

> OFFICE OF THE CHIEF ENGINEER ROLES: > SIGNALLING STRATEGY TASKFORCE ROLES:

» Signalling Assurance Managers » Signalling Data Designers

» Senior Signalling Support Engineers » Principal Testers

» Testers in Charges

INTERESTED?

If what you’ve read resonates with your values, experience To register your interest, contact Kyle MacLean (Talent Partner)
and career aspirations then we want to hear from you. on [email protected] with your CV and
contact details, or for more information, see:
Successful candidates and their families will be offered
sponsorship and be provided with relocation assistance as part
of the MTM’s Global Mobility Framework. mtm-careers.com
IRSE News | Issue 285 | February 2022

Industry news

For more news visit the IRSE Knowledge Alstom is to supply Interflo 250 and 450 City and urban railways
Base at irse.info/news. ETCS Level 1 and 2 equipment, including
interlockings, a traffic control centre Trial operations underway
Main line and freight and a smart object controller designed ahead of Elizabeth line opening
Automated bullet train trial run to eliminate obsolescence risks and to UK: Delivery of the Elizabeth line in
Japan: East Japan Railway (JR East) provide the capability for the signalling London (Crossrail) has reached its
has carried out a trial run of its E-7 systems to use GSM-R and fibre next significant milestone with the
series Shinkansen bullet train in Niigata networks. The line, which will then be trial operations stage under way at the
Prefecture. Niigata Prefecture has a extended to Bandırma port, will be used end of November last year. This marks
population of 2 227 496 and is the for freight and passenger transport. the final phase of the programme
fifth-largest prefecture of Japan by before the Elizabeth line opens for
ETCS for sixth Danish main line
geographic area The test run, which passenger services between Paddington
was announced in 2020, is in support of Denmark: ETCS Level 2 Baseline 3 has and Abbey Wood.
automated high-speed rail operations, been installed on the Mogenstrup –
Nykøbing Falster section of the Ringsted More than 150 scenarios are being
which are required due to labour
– Femern line. The line runs between carried out to ensure the readiness of the
shortages. The trial was remotely
Ringsted and Fehmarnbelt tunnel and is railway. These include exercises to make
operated from a control centre and the
the sixth main line to be equipped with sure that all systems and procedures
12-car E7-series bullet train was run
ETCS in Denmark. work effectively and staff can respond to
in automatic mode without any direct
any incidents, including customers being
physical intervention. It is believed to be Alstom was awarded a €300m (£255m, unwell or signal failures.
the first automatic trial of a bullet train $340) contract in 2012 to install ETCS
already in commercial service. in Zealand and Fyn, comprising 510km A series of more complex exercises
of double track line and 260km of will include evacuations of trains and
During the test run, drivers and other
single track. The contract also includes stations using thousands of staff. The
staff members were present on the train
25 years of maintenance. They are final step will see a period of ‘shadow
in case of any emergency. The train
also equipping 789 rail vehicles with running’, operating timetabled services
travelled for nearly 5km from Niigata
ETCS under a separate €200m (£170m, ahead of the Elizabeth line opening.
Station on the Joetsu Shinkansen line,
$227m)contract. A joint venture of Trial operations will also see a number
close to the train’s top speed. While
Thales and Strukton is installing ETCS on of organisations, including London
stopping at the Niigata shinkansen train
the western portion of the network. Underground and Transport for London,
depot, the train missed its planned
MTR Elizabeth line, Network Rail and the
stopping point by 8cm, which was still In 2022, it is planned to install ETCS on emergency services all working together
within the allowable margin of 50cm. JR the Vigerslev – Ringsted line in Zealand, to respond to the trial scenarios.
East has been carrying out autonomous and the Vejle – Holstebro and Herning –
shinkansen test rides for technical Skanderborg sections in Jutland. Wanda–Shulin driverless
evaluation since October 2021.
ETCS across the Danish mainline metro route in Taipei
Turkish signalling contract network was approved in 2009, and was Taiwan: The Taipei City Government
Turkey: Kalyon İnşaat, a supplier of originally scheduled to be completed has awarded a $3.16m (£2.3m,
infrastructure, rail systems, sea pipeline, in 2023, however this was deferred to €2.8m) contract to Ricardo to deliver
natural gas and petroleum pipe line, 2030 in November 2017. The project’s Independent Verification and Validation
energy and environmental projects budget was originally set at DKK24.9bn (IV&V) services for Phase Two of the
based in Turkey, has awarded Alstom (£2.9bn, €3.5bn, $3.8bn) but was Wanda–Shulin line. Wanda–Shulin line is
a contract to supply systems for reduced to DKK4.5bn (£500m, €610m, a driverless metro route being developed
the Bandirma – Bursa – Yenişehir – $690m) in 2011-12 after Banedanmark in Taipei. Phase Two includes an elevated
Osmaneli High Standard Railway Project. received lower contract offers. However, section, spanning 11km, which is
The 201 km line in northwestern Turkey subsequent budget revisions have scheduled to open in 2028.
is being built to link the cities to the returned the budget to the original
Ricardo will evaluate if the electrical
Istanbul – Ankara high speed corridor, business case levels.
and mechanical sub-systems, along
with completion planned for 2023. with their interfaces with civil and track

28
 IRSE News | Issue 285 | February 2022

works, are in line with the required Hybrid satellite the current 60 per cent. Creation of a
standards. They will also support the communications for trains national regular interval timetable is also
integration of Phase Two with Phase seen as a priority. The new government
One, a 9.5km underground section UK: Isotropic Systems, has joined the says it wants to connect more suburban
anticipated to begin passenger service consortium led by CGI, which has been areas with long-distance transport
in 2025. Upon completion, the line will selected by the UK Department for and strengthen cross-border traffic
be called the ‘Light Green’ line and will Digital, Culture, Media and Sport, the including more night trains within the
run using driverless technology (Grade- UK Space Agency, and the European European Union.
of-Automation 4). Space Agency (ESA) to develop a
demonstration of a hybrid satellite German Rail (DB) will be retained
Communication and radio communications and terrestrial network in public ownership. However, an
for use on trains. internal restructuring will aim to
Radio frequency attenuation improve efficiency and transparency.
characteristics – The project is part of a joint initiative in Infrastructure businesses DB Network,
the UK to demonstrate the integrated
GB rolling stock DB Station and Services will be merged
use of 5G in the area of transport into a new infrastructure division. Profits
UK: The UK’s Department for Transport and logistics. The Satellites for
has published a detailed report on generated by this division will remain
Digitalisation of Railways (SODOR) within the new unit rather than being
mobile radio signal attenuation in rail project will deliver pilot demonstrations
carriages used on Britain’s railway, distributed across the DB Group. The
of improved network connectivity coalition aims to support innovation
as part of its objective to understand for train monitoring and passenger
the practical and technical barriers to and drive new technology and says it
broadband in 2022. will prioritise the digitisation of vehicles
improving railway connectivity. See
irse.info/17bvj Terrestrial public radio connectivity can and infrastructure. There are also plans
be unreliable with limited coverage along to accelerate the introduction of Digital
The aim of the study was to investigate some sections of track, while satellite Automatic Coupling (DAC).
the contribution of passenger rail connectivity has been challenging
carriage design to radio frequency due to line-of-sight problems from Europe’s Rail Joint
(RF) propagation and to understand the train. The new antenna developed Undertaking
important attributes that could influence by Isotropic Systems is claimed to Europe: Europe’s Rail Joint Undertaking,
future train specification and design. solve this problem by offering multiple the successor of Shift2Rail Joint
Train signal attenuation and factors simultaneous connections to satellites in Undertaking, came into force in
considered included: any orbit, including NGSO constellations September 2021 for a period ending on
• Rail carriage design. that SpaceX, OneWeb, SES, and 31 December 2031. See irse.info/9f8dv
• Technology generation and Telesat are launching.
frequency allocation for both voice The objective of Europe’s Rail Joint
The consortium, led by GCI will work Undertaking is to deliver a high-
and data services using 2G (GSM),
with Icomera and 5G3i, alongside capacity integrated European railway
3G (UMTS), 4G (LTE), and 5G (NR)
Network Rail, ScotRail, Northern and network by eliminating barriers to
mobile networks.
LNER, to explore how hybrid networks, interoperability and providing solutions
• Angle of arrival of signals varying based on multi-bearer 5G technology, for full integration, covering traffic
between a signal coming directly can improve network availability while management, vehicles, infrastructure
towards the side of the train offering better value for money than and services, aiming to achieve faster
(90° to the line of route) and a existing solutions. uptake and deployment of projects
trackside transceiver serving the line
and innovations.
of route (5°). Government, regulators
• Passenger location within the train and society Safety and standards
to explore the effect of external
windows, doors and carriage body, New German government Driver Advisory Systems Board
and internal fixtures and fittings, plans for rail UK: Chaired by Darren Jowett, the RSSB
on the passenger experience. Driver Advisory Systems (DAS) Board’s
Germany: The government plans to objective is to promote the development
Vehicle penetration loss (3 to 28 dB) invest considerably more in rail than
attributed to the train design. User and deployment of DAS systems to
road, saying rail must become the meet the needs of the UK rail industry
body loss (2 to 20 dB) related to how backbone of mobility throughout
the passenger holds and uses their in support of the industry technical
Germany including in rural areas. It strategy. The board is also tasked with
mobile device. promises to focus on expanding rail
• Crowding body loss (ranging from contributing to the industry objectives
infrastructure and operations. The for the management of capacity
0dB to higher than 60dB under three-way coalition formed of the
extreme crowding) caused by and carbon, algorithm optimisation
centre-left Social Democrats (SPD), and impact on schedules that sit
signal absorption by the bodies and the environmentalist Green Party
belongings of other passengers. within access agreements through
and the Free Democrats (FDP) will the undertaking of an optimisation
The reports found that the large range assume power following elections held operational trial to manage conflict at
of widely varying factors highlights on 26 September. FDP will assume Airport Junction (on the approaches
one reason why research and national responsibility for transport. to Paddington station) exploiting the
passenger rail surveys report a good
Targets include increasing rail’s share of on-board DAS units fitted to First
service for some mobile users, and none
freight transport from 19 per cent to 25 Great Western (FGW) trains as a near
or poor service for others. User body
per cent by 2030, doubling passenger term primary goal.
loss is affected by the design of the
built-in mobile device antennas and can numbers and electrifying 75 per cent
vary by up to 10dB. of the country’s rail network, up from

29
IRSE News | Issue 285 | February 2022

The technical scope of the subgroup is

focused in the following key areas:
• The development of connected DAS
systems to build on the deployments
of standalone DAS that has been
implemented by a number of
passenger and freight train operating
companies in recent years.
• To promote the undertaking of a
joint industry operational trial on the
network to demonstrate the principles
and operation of improved conflict
management by the use of DAS and
other predictive techniques such as
mathematical algorithms to manage
train path conflicts at key locations.
• To support and monitor the
integration of connected DAS with HydroFLEX hydrogen train.
Traffic Management to optimise the Image University of Birmingham/Porterbook.
effectiveness of Traffic Management
Network Rail also say that they have had low-carbon train technology. HydroFLEX
in regulating the operational railway
a wonderful response and are extremely is the world’s first train retrofitted to
• To support the development of grateful to their suppliers for showing operate under hydrogen power and
principles and process, including positive support for this initiative. They the first hydrogen powered train on
algorithms, and system architecture said, “The success of the science‑based Britain’s railway.
to improve capacity management by targets workshops is reflected in
the use of DAS at key locations. The train had been converted to
the growing number of suppliers
include an ‘on-board boardroom’,
• To oversee the next phase of committing to reduce carbon emissions.
providing delegates the opportunity
development (phase 2) of the We have more to do to achieve our
to use the train to support the globally
Combined Positioning Alternative goal but we’ve made a strong start
significant discussions taking place.
Signalling System (COMPASS) with 50 per cent of suppliers already
The train was fitted with 16 passenger
programme for the generation of the committed to science-based targets for
information screens, provided by
tactical picture of a train’s location, carbon emissions.”
KeTech - who have offices based in
speed and direction of travel as
“As a country we need to show we Preston and Nottingham. Normally, the
a joint venture on behalf of the
are serious about climate change by system’s core function is to present
UK rail industry.
reducing our reliance on fossil fuels real-time information relevant to the
• To support the realisation of the to leave a positive legacy for future service running, but during COP26 the
longer-term strategy to progress generations. “Rail is one of the most train ran with no stops, limiting the
from connected DAS, Traffic environmentally friendly ways to information able to be displayed, so the
Management and the roll out of the travel but we need our suppliers’ help opportunity was taken to display a series
ERTMS system across the UK rail to become an industry powered by of pages highlighting the details of the
network with the aim of achieving renewable energy. It’s great that our conference and the train.
Automatic Train Operation (ATO) at supply chain is rising to this challenge
the earliest opportunity. Porterbrook’s innovation and
and we look forward to more companies
project director Helen Simpson said,
Sustainability and signing up in future.”
“Porterbrook selected the KeTech PIS
decarbonisation While Network Rail itself is making system for its HydroFLEX programme
efforts to reduce its carbon emissions, due to the completeness of the package
Half of Network Rail
the UK government has been criticised on offer and our continued approach
suppliers committed to for failing to pursue a broad programme to supporting the local SME supply
reducing carbon footprint of electrification on the network. chain. The system itself provides the
UK: Network Rail, which manages GB According to the Railway Industry ideal mix of innovation, flexibility and
railway infrastructure, had already set Association, electrification is not proven pedigree for what is required
a series of targets in its Environmental happening fast enough for the network for our unit.”
Sustainability Strategy to deliver a to reach carbon neutrality by 2050.
greener railway based on efforts to limit Electric trains have been estimated People and skills
global warming to 1.5°C. to emit 20-35 per cent less carbon Technology skills shortage
than those powered by diesel and this
It says around 97 per cent of its UK: Harvey Nash Group’s Digital
is expected to fall further as the UK’s
emissions are within “scope three”, Leadership survey report, has found
electricity grid adds renewable capacity.
meaning emissions largely come from that the growth in the UK technology
third parties, including suppliers. To HydroFLEX at COP26 sector is now under serious threat as
address this, Network Rail has set a skills shortages reach an all-time high.
UK: The UK’s first hydrogen powered
target for 75 per cent of suppliers to The report found that 61 per cent of
train, dubbed ‘HydroFLEX’ (pictured
have their own science-based carbon companies intend to increase their
above), was showcased at the United
targets by 2025. It has already worked technology investment and 66 per cent
Nations Climate Change Conference
alongside transport industry partners to to boost their headcount. This represents
Glasgow (COP26) in November 2021, to
help suppliers commit to carbon cutting. increases of over a third on 2020 levels.
demonstrate some of the best of British

30
 IRSE News | Issue 285 | February 2022

The ongoing skills “crisis” is worsened Companies and products Equality, Diversity & Inclusion
because employees – having taken the UK: Atkins and Faithful+Gould – both
opportunity to rethink their priorities DeBo recognition for Ricardo
part of the SNC-Lavalin Group – have
during the worst of the coronavirus Belgian: Ricardo Certification has
achieved Gold Standard accreditation for
pandemic – are switching direction received Designated Body (DeBo)
Equality, Diversity and Inclusion (ED&I).
in their careers. 8 in 10 digital leaders recognition from the Belgian
reported that new life priorities among government. This means that Ricardo The Gold Standard is awarded to
staff are making retention more Certification can now perform organisations that can provide evidence
challenging, and 4 in 10 said that independent assurance and testing of fully integrating Equality Diversity and
employees are not remaining with their services for all subsystems, such as rail Inclusion into everything they do, with
companies as long as they would like, as infrastructure and rolling stock, within all policies and practices reflecting and
they leave for better paid positions. Belgian national regulations. reinforcing its strategy. Atkins is currently
the only engineering sector company to
However, just 38 per cent of Ricardo Certification is already active
be accredited with the Gold Standard.
organisations have redesigned their as a Notified Body (NoBo) in Belgium
employer offer to make them more to help to achieve the necessary sub- Atkins said they employed thought
attractive to new recruits, such as by systems authorisations within EU leadership and an intersectional
embracing hybrid and flexible working. regulations. Current clients include approach to ED&I through data
Skills shortages are most acute in Infrabel, SNCB and TUC Rail. analysis, training, and policy reviews.
cyber security with 43 per cent of Performance management training
digital leaders reporting a shortage, up
First 5G edge computing has been provided for line managers,
from a third in the past year. A recent rail antenna and inclusive interviewing training for
government report found that the UK’s Germany: HUBER+SUHNER have all hiring managers. They added that
cyber security recruitment pool has announced their SENCITY® ACTIVE consistent processes in collecting and
a shortfall of 10 000 people annually. rooftop antenna, which they say is analysing performance and exit interview
Other in-demand professionals are data the first-of-its-kind rail antenna that data, by diverse groups, allows trends
analysts (36 per cent) and technical contains an embedded radio and and future actions to be identified.
architects (33 per cent). computer module to offer increased
data throughput to support 5G services. Thales and National Railway
A shortage in developers is rising fastest Museum corporate partnership
It is an all-in-one active antenna with
of all professions in the technology
a single ethernet cable input for power UK: Thales has announced a new
sector (only behind HGV drivers
and data transmission. corporate partnership with the National
and nurses overall). 32 per cent of
Railway Museum. The partnership will
leaders surveyed noted a shortage of RF cables connecting passive antennas
solidify a shared vision, with the two
developers. Two-thirds of digital leaders to radios are fragile and can be damaged
organisations working together towards
said they are unable to keep pace with from a small amount of bending or
a united aim of effecting positive change
change because of a shortage of the physical stress. If damage occurs, the
within the rail sector.
talent they require. They identified, for whole connection path can be lost,
instance, that companies are focused leading to significant downtime. By The National Railway Museum is
on creating new products and services combining the radio and antenna into committed to supporting the need
but cannot recruit enough developers one housing this risk in eliminated. The to fill the rail industry skills gap, by
to do this work. weight saved by replacing multiple RF engaging young minds to inspire future
cables with one ethernet cable will also generations of engineers and operators.
Passenger experience reduce fuel consumption. Traditional Both organisations are working
£360m rail ticketing radios also utilise heavy metals for towards the shared goal of positively
investment cooling, which is no longer required. impacting the UK Rail industry through
the promotion of science, technology,
UK: The government has said that “It is the first product of its kind and
engineering and maths to young people,
£360m (€422m, $477m) will be invested is bringing rail communications
creating the future rail workforce.
to improve passengers’ experience of systems into the 21st century,”
fares, ticketing, and retailing on Britain’s said Daniel Montagnese, head of David Taylor, High Speed Rail account
railways. This will involve contactless product management antennas at director for Thales UK, and Sarah Tack,
tap-in and tap-out ticketing at more HUBER+SUHNER. “With 5G even more HSE director for Thales Transport Global
than 700 stations across the country cables will be required for connectivity, Business Unit said “We are thrilled to
outside London and the South East, so this antenna is preparing the have joined forces in a partnership
which will include more than 400 industry for years of savings on costs, with the National Railway Museum.
stations across the North. Extensive data environmental impact, and installation This collaboration will allow us to
telecoms links will therefore be required. efforts. As mmWave connectivity makes demonstrate our passion for technology
its way to Europe, antennas will need to within the railway industry and provides
Over the next three years, contactless be fitted with radios in order to support an exciting opportunity to inspire people
pay-as-you-go ticketing will be provided this kind of connection.” of all ages through education.”
across the Midlands and North areas.
This will enable London-style price caps The antenna is available from The National Railway Museum in York
and greater integration of rail, local bus HUBER+SUHNER as hardware only has the largest collection of railway
and tram networks. without application software and can objects in the world and prior to the
be upgraded with edge computing pandemic, attracted more than 750 000
software from McLaren Applied, such visitors per year.
as Fleet Connect.

31
IRSE News | Issue 285 | February 2022

News from the IRSE

Blane Judd, Chief Executive

Professional registration as an
engineer provides a benchmark
through which the public,
employers and clients can have
confidence and trust that registered
engineers and technicians
have met globally recognised
professional standards.
To achieve registration each individual’s
competence and commitment is
independently and thoroughly assessed
by their peers. Obtaining professional
registration via the IRSE means your
Andy Tay, Xiaolu Rao and Kevin Weston, all professionally registered engineers.
application will always be assessed by
IRSE members who have considerable Xiaolu Rao CEng has over ten years smooth process as it was, especially
experience of railway signalling and of experience of traffic management during the current Covid-19 situation.
telecoms engineering. systems and automatic train operation,
Kevin Weston IEng first considered the
The registration process underpins the including experience with Systransis
possibility of applying for registration
systems and processes that ensure and Siemens Switzerland in the fields of
in 2003. “My initial enquires were
the current and future safeguarding of intelligent railway control, railway safety
not positive as I was told that I did
society, with engineers and technicians technology, project management with
not have the required academic
registered as: Engineering Technician railway operator SBB, together with four
qualifications. In 2021, I was invited by
(EngTech), Incorporated Engineer (IEng), more years’ PhD research at ETH Zurich.
Polly Whyte to discuss the registration
and Chartered Engineer (CEng) “My experience within the rail industry process, although I still believed that
The IRSE is licensed by the Engineering helped me to become skilled in the not achieving the suitable academic
Council to assess candidates and the application of railway software product qualification would always be the barrier.
IRSE process is shown on the opposite life cycles from concept to development,
Polly convinced me to make the initial
page. Below are some thoughts and creating innovative ideas during
application to check my suitability and I
reflections on the registration process the life-cycle.
was subsequently sent the Summary of
from people who have recently gained I joined the IRSE Council in 2018 and Evidence form which I found daunting
professional registration via the IRSE to I take responsibility for linking young to say the least. The doubts set in again,
assist future applicants. members and senior engineers in but it was meeting with long-time
Andy Tay CEng has spent the last 20 sections around the world. I encourage friend John Francis who convinced me
years on various railway infrastructure female colleagues (engineers and to continue, and John agreed to be
projects throughout Asia and Australasia. scientists) to be more confident about my mentor for the process, which we
He is currently an associate technical their work or research, to be less completed over two weeks.
director in Arcadis Australia focusing on distracted by the judgements of others,
Polly and John supported me through
rail systems. Andy is also a Technologist and to be more focused on what they
the process. John in particular said that
Member of Engineers Australia are contributing.
registration is recognition of my own
(TMIEAust), NER and AMIRSE. Applying for CEng might seem unusual personal achievement in my career. His
His specialties include project for an IRSE member from the Swiss help gave me the confidence to write
management, engineering management, Section, but I saw this as a good the Summary of Evidence form, when
project coordination, bid management opportunity to review my career path only a few weeks previously I did not
and design management; scoping, and to make better future plans. I even know where to start.
planning, designing and maintenance enjoyed the professional interview,
I will admit that I found the application
of rail infrastructure; along with all which was a very good opportunity to
initially very daunting and without
aspects of railway engineering from exchange current railway digitalisation
support I would not have completed.
design, construction to maintenance of topics with other railway experts”.
However, I do believe that for those of us
railway assets; Xiaolu would like to thank Francis How, who have ‘come up through the ranks’,
Andy said, “I would like to thank IRSE Markus Montigel, Caterina Indolenti, with few or no academic qualifications,
for their guidance in obtaining my CEng Polly Whyte, Peter Gracey and it does provide formal recognition of our
status and would strongly encourage Neil Horton. She didn’t think that achievements based on our long-term
others to do so too.” registering for CEng would be such a knowledge and experience”.

32
IRSE News | Issue 285 | February 2022

33
IRSE News | Issue 285 | February 2022

2022 Council Elections Council members also appoint the non-members wishing to take this
All associate members, members and directors of IRSE Enterprises, the stand-alone qualification, or for those
fellows will receive their link to the company which amongst other things, who are starting their professional
voting website for the 2022 Council operates the Licensing scheme. examination journey as any candidates
elections from Mi-Voice, the body who are planning to sit one or more the
Proceedings Advanced Diploma modules (Modules
administering the process for the IRSE
The IRSE publishes a set of Proceedings B, C and D) on Saturday 1 October must
this year. Voting opens at 0900 GMT
for each presidential year, containing either have passed the Certificate or a
on Monday 7 February 2022 and closes
information about the activities of previously available module. Registration
at 1200 GMT on Monday 7 March
the Institution worldwide. The latest for the exam on 26 March is open until
2022. Hard copies will be sent to those
set which documents George Clark’s the end of this month for all members
members who have expressed this
presidency from 2019 – 2020 is available and non-members. Please note that
as a preference.
here irse.info/n8zj6 candidates planning to sit any of the
Please ensure you vote as it is important Advanced Diploma modules (Modules
that the IRSE Council is representative Professional Examination B, C and D) must also be IRSE members,
of all our members. Council members Our new Certificate in Railway Control with membership applications emailed
make decisions on the strategic direction Engineering Fundamentals qualification in by 11 February, and be up to date
of the IRSE, act as trustees of the IRSE is available to sit online on 26 March, with their subscription fees. For full
Charity and ensure that the IRSE’s a new date in our calendar. This is details please see the IRSE website at
charitable objectives are progressed. available for anyone, members and irse.info/irseexam

26 March 2022

1 October 2022
Stand alone qualification and mandatory pre-
The Advanced Diploma is: qualification for anyone wishing to take
The high level that the Advanced Diploma*
professional exam always
Railway safety
and systems
engineering

has been * or has pass in numbered module

(Mod B)

A fast-track route to
corporate membership of
IRSE (AMIRSE / MIRSE /
FIRSE)*
A “top up” for approved
qualifications to
demonstrate knowledge
and understanding for IEng
Application of railway
systems (Mod D)

and CEng* Advanced Diploma in Railway Control

communication
control and

* Experience and responsibility Engineering (aka the IRSE professional exam)

required Principles of railway requires passes in all four modules
control and (or agreed combinations of numbered modules)
communication
systems (Mod C)

Do you understand the Engineering Technician (EngTech)

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

34
 IRSE News | Issue 285 | February 2022

Midland & North Western Section

Institution of Railway Signal Engineers
MIDLAND & NORTH WESTERN
SECTION

Developing Engineers Competition 2021

In 2021 the Midland & North Western Section held a

developing engineers competition. The competition
was aimed at Younger Members and members working
towards professional registration. The competition
consisted of two stages. Entrants had to submit a
synopsis of their proposed paper and presentation, with
three finalists selected to submit a paper and then make
a presentation and participate in a discussion on their
presentation at the Section’s meeting in November.
The winner of the competition would receive a free place on
an ETCS course, kindly donated by Signet Solutions, and £250
from the MNW Section, for the winner to either use towards
their travel and accommodation expenses to attend the ETCS
course, or towards other professional development expenses.
The finals evening took place on 24 November 2021.
Unfortunately, only one entry was received - “Increasing
line capacity with advanced & customised train detection”
by Nikhil Swami of Frauscher Sensor Technology India.
However, Nikhil kindly expanded his paper and presentation to
fill the event.
The international aspect of the IRSE was very much
demonstrated on the evening, together with the benefits of
on-line presentations which have now become a familiar IRSE
way of presenting to members and guests. Traditionally, and
like many sections, the MNW Section would typically attract 20
to 30 members and guests to attend a local event. In the case Nikhil’s paper was accompanied by a detailed and
of the MNW they would consider a good evening would be well-illustrated presentation that looked at the challenges and
if people attended from say Derby, Birmingham and Preston, benefits of the adoption of the new technology.
to a talk held face to face in Manchester. However, for the
MNW competition in November, a total of 129 registered for colour light signals on different routes. A substantial number
the event and on the night, Nikhil presented from Delhi in of projects to implement panel working and electronic
India and people from a far wider area than the MNW Section interlockings are also underway. Similar transition is seen
attended. This included an IRSE member from New Zealand, in adopting advanced digital axle counter systems for safe
who logged on early in the morning to take part in the event train detection. In the last two decades, advanced digital
held in UK evening time. axle counters have become the preferred choice for Indian
Nikhil began his winning presentation by explaining the Railways for their train detection systems. One of the
increasing pressure Indian Railways is facing on existing routes prime reasons driving this change is the imminent need to
to handle larger passenger and goods traffic, which is growing enhance section capacity at an affordable cost and deliver
at the rate of 10 per cent per annum. He explained that Indian good availability.
Railways is one of the largest railways in the world and that Nikhil went on to explain the difference between track circuits
some of the busy sections are reaching their capacity limit. The and axle counters used for train detection, and the challenges
conventional method for enhancing the capacity of railways is posed by track circuits; such as they are sensitive to ballast
by adding additional lines, adding stations and shortening the conditions and require insulated rail joints which are difficult
inter-station distances. It is possible to increase the number of to maintain, and compromise track integrity. He then expertly
trains on the same line, but it is expensive. detailed the axle counter systems used in India.
Like many railways Indian Railways is undergoing constant The presentation is recommended to anyone studying for
transformation, specifically with safety and signalling systems. the IRSE exam or who is new to railway signalling, and can be
Several zonal railways in India are implementing projects found on the IRSE Vimeo channel, irse.info/vimeo
for replacing mechanical semaphore signals and installing

35
IRSE News | Issue 285 | February 2022

Past lives: Horst Bimmermann

Living in Hamburg and Luebeck, Germany when

he was growing up, Horst became a member of a
school hockey team sponsored by the British military
government. Since that time, he had a deep connection
with Great Britain and the British way of life in general.
After completing a degree in heavy current- and relay-
technology at the Technical University of Braunschweig,
he joined Siemens railway signalling, also in Braunschweig,
in 1962. Initially, he worked in the department for relay
interlockings. Soon, however, the emerging electronics
technology his subject, so he worked in the early sixties on a
so-called “3-phase MT technology”, through which a fail-safe
logic, consisting of magnetic cores, transistors and resistors
was realised. This was followed by projects for the freight
department, in which data processing systems were already
being used in the late sixties to control shunting operations of
marshalling humps.
Later, he worked on the field of interlocking power supply,
during which research was also carried out regarding
the induced voltages, which became a pressing problem
in Germany because of the ever-advancing AC railway
electrification in the late sixties and early seventies.
Promoted to the head of the development department,
Horst was involved in the development of the first electronic
interlocking system at the end of the 1970s, the so-called
microcomputer system SIMIS/MES80, which used already
wired ICs on printed circuit boards for CPU, EPROM and RAM.
These systems have been used successfully in South Africa, the
Netherlands, and in Germany.
Horst Bimmerman, 1934-2021
Horst’s activities were followed in the 1980s by leading
positions in the development departments for axle counting
systems, train control and even software! He said it was a great honour to organise the successful
Kassel, Germany IRSE convention in 1992 when 300 delegates
From the mid-1980s until his retirement in 1995, he was an attended and visited installations on the DB high speed line in
enthusiastic member of the IRSE, becoming a Fellow of the the Kassel area and the train supervision centre at Frankfurt.
IRSE in 1986. Horst was also a Fellow Council member 1991-
1994. Here he was able to develop, use and imaginatively Horst’s last major task at the then Siemens-VT (today Mobility)
shape the sympathies he had already gained in his youth and was to introduce quality management in accordance with
his admiration for all things British. Together with his wife ISO9001. His many professional and friendly contacts in Great
Kate, he took part in many international IRSE conventions, Britain were very helpful to him in achieving this in 1995.
for example in Scotland, Hong Kong, Italy, Germany, Leaving two sons and a grandson in the railway signalling
Spain and England. industry, railways were always his passion.
Martin Bimmermann
(Horst’s son and a signalling engineer)

36
 IRSE News | Issue 285 | February 2022

Your letters Keeping it snappy

with irse.info
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Articles of a newsworthy or technical nature are
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37
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