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Rail telecommunication network documentation and modelling

Photo: shutterstock.com.

Traditional drawing methods employed by rail owners to describe the Plesiochronous Data Hierarchy (PDH) networks are no longer applicable. In the long run, the issue will create major problems for rail owners seeking to document payloads and optimise their investment in Synchronous Data Hierarchy (SDH) networks.

Our belief is that the actions used to deploy services onto real world bandwidth should mimic those used to assign services onto the model’s payload.

We have constructed the network model to support engineering/construction processes and to identify bottlenecks within the payload and to logically assess
disruptions.

Literature review

PDH and SDH networks, their structures and main characteristics, are well documented in literature. PDH network basics, object classes definitions, attributes definitions, name bindings definitions, ASN.1 definitions, packages and behaviour definitions can be found in 1 and 2.

The authors in 3 describe an overview of the Virtual Circuit Transport System, Managed Object Class Definitions, packages, attributes, action definitions, parameter definitions, name bindings and Virtual Circuit Transmission System ASN.1 Module.

References 4-8 expose the limitations of PDH networks introducing SDH networks. In 4 and 5, the authors talk about PDH network limitations, migration to SDH/SONET, SDH/SONET network elements, frame structure, overhead structure, layers, network topology and advantages. SDH introduction, synchronisation of digital signals, advantages, PDH, PDH limitations, basic SDH signal, transmission hierarchies, synchronous versus asynchronous, synchronisation hierarchy, synchronising SDH, evolution of timing and synchronisation, SDH frame structure, SDH overhead, SDH anomalies, defects, failures and alarms, SDH pointers, SDH multiplexing and SDH tributary multiplexing are described in 6 and partially in 7.

Reference 8 details SDH bit rates, SDH multiplexing elements, Synchronous Transport Module STM-1 Frame Structure and Synchronous Transport Module STM-4
Frame Structure.

The evolution of the telecommunications transport architecture from PDH and SDH is explained in 9. The authors examine the changes that are taking place in
telecommunication transport networks, from a hierarchical digital architecture to the possibility of an all-optical network for meeting the ever-changing needs of a global multiservice communication system.

References 10-13 describe SDH transport networks, SDH basics, synchronous transmission system, network architecture and design, protection, network management, high-capacity networks, synchronisation, support data-centric and wavelength services, availability of SDH network, benefits of Ethernet over SONET/SDH and benefits of switched Ethernet over SDH.

While literature delivers substantial reference on the existence of SDH network configuration management technologies, the quality of information and the details seem to be kept secret by the software packages’ owners and developers. Also, the authors in 14 mentioned a replacement of MS Access and MS Excel databases existing today with their tool, in order to document the routing of PDH, SDH and Ethernet network. However, they haven’t documented the functions stored in MS Access and MS Excel databases, so it is not certain all the functionality using more available methods has been transferred into the offered software package.

In this paper, we are presenting an alternative method to document an SDH network and manage its configuration and auto-generate documentation necessary to conduct physical work.

Relevant telecommunication history

Telecommunications has always been an integral part of rail transport. The earliest manifestations of rail telecommunication were open copper wire telegraph pole routes installed along the rail corridor, providing a means of voice communication on a station to station basis. Supervising train departures and arrivals by way of conversation formed the earliest quintessential need for railway telecommunication.

As the ability to supervise train passages evolved, station to station verbal reporting gave way to controlling trackside points and signals remotely from a distant central location. Nonetheless, the interactions between central and remote electrically powered interlocking and signalling 15 equipment occurred using the existing open wire pole route. The electrically powered interlocking and signalling equipment at each station interfaced to the telegraph wire pairs, using electronic telemetry via a modem.

A key change to rail telecommunication happened upon the introduction of the electric locomotive. The arrival of the electric locomotive, with the high voltage overhead traction wires, created a problem for open wire pole routes. The electromagnetic field emanating from high tension traction wires would cause lethal voltages to appear on the copper wire pairs of open pole routes.

Electrified traction in rail corridors made redundant the open wire telegraph poles and marked the inception of fibre optic cable, which was impervious to the effect of induced electromagnetic interference.

Fibre optic technology became a catalyst to the rise of digital communication. In the digital communication, voice is converted into a digital bit stream by telecommunication equipment known as a multiplexer.

The digital bit stream is used to modulate laser light which is applied to the fibre optic medium for propagation along the optic fibre cable.

The advent of digital bit stream technology over a fibre optic medium as opposed to an open wire pole route realised an added benefit. Failure of a copper wire medium (e.g. storm damage) renders the whole party line service unusable due to induced earthing noise, whereas failure of the fibre optic medium (e.g.earthworks) occurs with controllable consequences. The bit streams on unbroken fibre optic cable remain intact and noise free, therefore communications to stations each side of a broken fibre optic cable are still possible provided there is a contingency path that will bypass the broken section of fibre optic cable.

Rail telecommunication began deploying multiplexing equipment to form the backbone of their network, and the digital revolution had begun. Initially, Plesiochronous Digital Hierarchy (PDH) was deployed (a technology used in telecommunications networks to transport large quantities of data over digital transport equipment such as fibre optic and microwave radio systems). PDH is now successively being upgraded to Synchronous Digital Hierarchy (SDH). SDH is the most frequent transport technology used in long-haul networks. A multitude of those streams can be transported simultaneously through the same fibre over dense wavelength-division multiplexing (DWDM) technology.

In the deployment of SDH network, many experienced the biggest hurdle of present telecommunication – the equipment is no longer endemically linear in design. A
completely different approach is needed to document the telecommunication network. Maintaining single line diagrams does not make any sense due to the dynamic
character of the network. An introduction of network modelling, with an option to automatically generate linear diagrams to support maintenance or upgrade,
works with the ability to quickly document the changes to the centralised documentation database.

Network documentation/modelling

The SDH multiplexer, or Nodes as they are known, are multi-directional in design; their fibre interfaces facilitate many avenues with which bandwidth may detour around a network. Ostensibly, the new technology has transformed the linear assemblage of bandwidth deficient PDH multiplexers into a homogenous mesh of interconnected SDH nodes, saturated in payload possibilities.

Having said that, an instrument (a model) that can logically analyse service failures, as a result of simulated multiple breakdowns to modelled infrastructure, would automatically realise the potential to improve, innovate and support rail telecommunication applications. Perhaps more importantly, the model intrinsically provides an enumerated account of spare capacity, which is beneficial to identifying payload bottlenecks or future opportunities for third party payload backhaul.

There is always an expectation from Rail Owners that the continuity of their telecommunication network is well administered. Being able to deliver on that expectation infers knowledge of how each service propagates through the telecommunication network.

Networks impacted by hardware failures are inundated by customer complaints of service loss. Impacts to hardware caused by unscheduled events may be unavoidable to some extent; under these circumstances the customer’s complaint occurs after the fact.

However, a pre-scheduled hardware disruption emphasises the expectation that the loss of service should have been foreseen by a well administered network, and advisements of service loss, heralded accordingly before the fact.

Due to the nature of modern telecommunications, infrastructure can carry a significant amount of customer service, thus the potential to cause widespread loss of service and detrimental damage to supplier reputation.

Paper-based documentation for the purposes of illustrating the technical components involved in the delivery of individual services are manifested as schematic diagrams or circuit diagrams. These diagrams tend to have a large amount of commonality because major technical components in a telecommunication network are shared by large amounts of customer services.

In a paper-based regime, the administrative effort applied to updating large amounts of customer service diagrams increases every time a common major technical component in the network is changed.

Managing the changes to every diagram affected by a major network component upgrade causes delays in their availability for use by technical staff.

We propose a data modelled approach that overcomes the repetitive handling effort of common components associated with large amounts of customer service diagrams.

The data model recognises the “one to many” relationship between hardware and customer services. It is able to modify a single alteration in the one and update the association of the many.

The model contains three layers of information presentation. The developer environment contains the coding functions to manipulate the information. The layers are as follows:

  • map view (Geographic Information System – GIS – correlated)
  • physical connection (connectivity view)
  • payload configuration (data view).
Fig. 1 Graphical layers of model

Fig. 1 illustrates the static components of the Model and the navigational “drill” (in orange ribbon) between layers.

Layer – map view – used as an interface to drill into the Physical connection layer below. Navigational functions include search and zooming to site locations. Maps tend to offer a peripheral view and orientation that is easily understood by the casual eye.

Layer – physical connection – this view is used to ascertain the manner in which major equipment is connected to each other. Navigational functions in this layer provide searching and zooming to equipment hardware. This layer is used to auto collect data relating to the interconnectivity of components, for use by functions devoted to configurations and automated drawing routines.

Layer – payload configuration (not shown on Fig. 1) – this layer is driven by multiple data tables in the underlying database and allows the model user to view the logical connections of the virtual payload. Most remarkably, the model contains just one table that requires human entry; all other tables are automatically populated via functions within the graphic’s coding environment as the physical connection layer of the model is drawn. This important aspect reduces the risk of erroneous input often associated with alpha numerical data entry.

The static images of the physical connectivity layer are kept minimalistic and stylised to reduce the file size, yet provide the model user with an insight of the critical components of hardware that carry payload. An example of the physical connectivity of an imaginary rail telecommunication network model is presented on Fig. 2.

Fig. 2 Physical connectivity layer of Rail telecommunication model

It shows such details as locations, distances between locations, component devices, nodes, optical units, port units and bit stream. Those details are essential to be able to document a rail telecommunication network.

Fig. 3 Modelled backbone components

The schematic above (Fig. 3) is a particular, 15.3km long, connection between Central Signalling Equipment Room (SER) and Northern Signalling Equipment Room (SER). The connection is made by means of a fibre optic cable. In the Central SER, the nodes optical unit CEN-SER- MSUC-01 has two cards. Card 1-11:1 provides ports for external interfacing to local equipment. Card 1-9:2 is physically attached to fibre optic cable on which the payload bearing bit stream propagates. In the Northern SER, the nodes optical unit NTH-SER- MSUC-01 also has one optical unit Card 1-8:1 with its associated bit streams, and card 1-11:1, is used for external interfacing physical ports to local equipment. Virtual configuration of cross connects and payload are not statically visualised in the connectivity layer. However, the auto generated drawings of payload configuration can be triggered from this layer.

Fig. 4 Modelled components devices

Fig. 4 presents additional, documented components of the rail telecommunication network. The circles with arrows represent Cisco routers. STH-SER- NDM2-S2 is a Nokia 2Mbit terminal Multiplexer. 1-7ETH represents an Ethernet card. 1-7:E is an internal virtual payload unit.

Dimensions of model and network

The Model has been implemented to document a substantial, real Rail Utility Network (located in central Qld Australia) whose dimensions and statistics are as follows:

Network

Total number of Locations: 334
Total SDH Bit stream lengths: 6,289.72 km
Total number of SDH nodes: 367
Total number of PDH nodes: 542
Total number of Ethernet access ports: 1632
Total number of PDH access ports: 3696

SDH Topology depth: STM-4.(with expansion to STM-64)

Model

Files size of Model (unlimited licence)
.VSD component 20.0 Mb
.ACCDB component 43.6 Mb

The Model and Network are tracking 68,554 SDH cross connections.

The static components in the model contribute largely to the 20Mb file size; the dynamic automated drawing routines allow for a plethora of drawings and reports to be generated using coded routines in the Visio developer environment.

The model is distributed to the client’s Standard Operating Equipment (SOE) machines via a central server using a desktop launcher App. By using SOE common applications, the number of licences is unlimited.

Observations and conclusions

The following observation and conclusion remarks can be drawn from the paper:

  • unlike their domestic cousins, rail utility networks exhibit payloads festooned with backup paths, in order to achieve an industrial level of resilience for service continuity.
  • the rail network design philosophy makes it necessary to know where contingency services exist and where spare payload is available in order to provide complete confidence in managerial control.
  • modelling network payload using common application has been thoroughly explored using the techniques described in this paper. The modelled techniques herein offer distinct advantages over commercial grade solutions by way of low cost, rapid implementation, easy access, unlimited licencing and customising flexibility.
  • the model is able to auto generate a multitude of diagrams and reports from underlying data, and exhibit the information in a timely manner, most suitable for dissemination among engineering staff.
  • the impact upon traditional drawing regimes is significant; the draftsman’s eye for detail has evolved into the coding domain of the telecommunication artisan developer.

– –

Acknowledgments

The authors acknowledge the generous assistance from Simon Lowe (Network Rail) in preparing the paper for publication.

Authors

Cliff Arnold
ADII
CQU
Rockhampton, Queensland, Australia
[email protected]

Dr JacekMocki, MIEAust MIRSE CPEng RPEQ
Innovation for cost reduction/Optimise asset usage/Infrastructure investment efficiency
MOTZKY Pty Ltd
PO BOX6401, Yatala QLD 4207, Australia
[email protected]

List of Figures

Fig. 1 Graphical layers of Model
Fig. 2 Physical connectivity layer of Rail telecommunication
model
Fig. 3 Modelled backbone components
Fig. 4 Modelled components devices

References

1    Pepe Caballero, presentation “The PDH hierarchy”, ICT electronics
2    European Telecommunications Standard Institute (ETSI), “Telecommunications Management Nework (TMN); Plesiochronous Digital Hierarchy (PDH) information model for the Network Element (NE) view”, Draft ETSI European Standard EN 300 371 V1.3.2, France, October 2000
3    European Telecommunications Standard Institude (ETSI), “Telecommunications Management Network (TMN); Information model for a VC transport system using a 34 Mbit/s PDH transmission system in accordance with ITU-T Recommendation G.832”, ETSI Standard ES 202 098 V1.1.1, France, May 1999
4    O. Dokun, A. Gift, “PDH (Plesiochronous Digital Hierarchy)/SDH-SONET (Synchronous Digital Hierarchy / Synchronous Optical Networking)”, International Journal of Mathematics and Engineering Research, Vol 3 (1), pp. 01-06, January 2015
5    O. Babatunde, S. Mbarouk, “A review of Plesiochronous Digital Hierarchy (PDH) and Synchronous Digital Hierarchy (SDH)”, International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 – 0882, Vol 3, Issue 3, June 2014
6    Tektronix, “SDH Telecommunications Standard Primer”, Tetronix Inc., 2001
7    N. Siriwardena, presentation “Synchronous Digital Hierarchy SDH”, July 2006
8    P. P. Copeland, “Overview of the CCITT Recommendations for Synchronous Digital Hierarchy”, report number FEL-91- B329, TNO Physics and Electronics Laboratory, The Netherlands, October 1991
9    J. D. Ash and S. P. Ferguson, “The evolution of the telecommunications transport architecture: from megabit/s to terabit/s”, ELECTRONICS & COMMUNICATION ENGINEERING JOURNAL, February 2001
10    ABB Switzerland Ltd, “Synchronous Transmission Systems (SDH) – A guide to the SDH world”, Edition 5.2, ABB Switzerland, 2008
11    European Telecommunications Standard Institude (ETSI), “Transmission and Multiplexing (TM); Functional architecture of Synchronous Digital Hierarchy (SDH)
Transport networks”, ETSI TC-TM, November 1993
12    ECI Telecom, a white paper “Ethernet Services and Service Delivery Technologies in the Metro”, ECI Telecom, February 2007
13    M. Thulin, “Measuring Availability in Telecommunications Networks”, Royal Institute of Technology (KTH) in Stockholm, September 2004
14    RGOMAN, “NETx – Professional Transmission Planning & Provisioning Tool”, February 2015, available on the website www.ergoman.gr, website last accessed in March 2017
15    J. Mocki, “Railway Interlocking Process: A Formal Method for Documenting and Evaluating Railway Junction Signalling and Interlocking”, PhD Thesis, Griffith University, Brisbane, December 2015

The publication of this paper has been sponsored by Motzky

Rail Engineer Issue 157: November 2017

From newts to knotweed: Managing the ecology of the railway

Bird nesting season is over, leaf fall is already in full swing and nature’s life cycles are slowing down in preparation for winter. Network Rail and the train operating companies work extremely hard throughout the year to reduce the effect of delays on services and mitigate autumn and winter delays, including the ongoing management of trees and vegetation growing alongside the railway. When broad leaf trees lose their leaves, complications arise with slippery platforms and Teflon-like coatings are deposited on the rail tracks, causing railway delays.

The railway environment is constantly changing as trees and vegetation grow relentlessly, both alongside the railway and in close proximity to overhead cables. Add to this the tens of thousands of trees growing along thousands of hectares of the national network, tonnes of leaves falling onto the railway annually and storms upsetting roots resulting in trees and branches falling onto the lines, and it’s easy to see how damage and delays occur.

Bats and badgers

Many protected species, including birds, badgers, hazel dormice, great crested newts and lots of other animals, call these environments home. Within any site, large or small, it is essential to identify the presence of protected species. For this, a specialist is usually called in, one with the expertise and manpower to conduct the survey and report on its findings.

One such is Ground Control, an Essex-based company that operates nationally, having acquired the UPM Tilhill rail business in 2012. RISQS approved for vegetation management, fencing, weed control and ecology, the company offers advice to customers based on best practice, and once an invasive species is identified, has the resources to undertake further investigative works.

As Ground Control has its own in-house design department, which includes many highly skilled ecologists, it is able to work alongside clients to provide:

  • Environmental impact assessments;
  • Extended phase 1 habitat surveys;
  • Protected species surveys;
  • Species mitigation and translocation;
  • BREEAM assessments;
  • Ecological clerk of works.

Working within the National Planning Policy Framework, the company delivers across all stages of the planning approval and development process, providing accurate GIS, CAD and GPS spatially- referenced data and drawings.

Invasive species

While the threat to wildlife is being managed, over the last 40 years or so, a significant group of invasive non-native species has become established throughout the network.

Invasive species continue to pose a significant threat to the environment. In fact, invasive non-native species are now recognised as the second biggest threat to biodiversity worldwide, which is why it is all the more important to be able to distinguish the threats.

Japanese Knotweed, an extremely aggressive, alienating species listed by the World Conservative Union as one of the most invasive species due to its rapid growth (up to 20 centimetres a day), is extremely difficult to remove. From an ecological point of view, it destroys the habitats of native species, putting bio-regions at notable risk, which is subsequently a threat to the environment.

Overall, it is detrimental to buildings and land, blocking footpaths, damaging concrete, tarmac and the stability of riverbanks. Japanese Knotweed is a huge threat, not only to the landscaping industry, but to many other vertical sectors, ranging from railway networks to highways, water networks and the property industry.

Today, invasive species are causing structural damage to the tune of £2.1 billion per year, according to figures from the Environment Agency and the Department of the Regions. The problem is so severe that the Royal Institute of Chartered Surveyors now surveys for Japanese Knotweed in or near the property as part of its mortgage survey. If it is found to be present, not only will the property be devalued by around 40 per cent, neighbouring properties’ values will be affected, often resulting in litigation.

Although Japanese Knotweed is the most pernicious to control, it is not alone. Another invasive species known to cause detrimental damage is Himalayan Balsam, which spreads its seed through biological ‘explosions’. These seeds can remain viable for five years, meaning a long-term treatment regime is crucial.

Giant Hogweed.
Giant Hogweed.

Giant Hogweed contains sap that can cause horrific blisters when in contact with skin. However, it is susceptible to herbicide if treated correctly.

To combat this threat, Ground Control’s services include:

  • Pre-development site surveys;
  • Biosecurity;
  • The legislative landscape and organisations’ legal obligations;
  • Full technical support and advice;
  • Long-term treatment guarantees;
  • Internal staff training for customers;
  • Lantra-registered training.

Timing of treatment, whether for Knotweed or other invasive species, is critical for achieving acceptable levels of control- and early engagement is recommended. Japanese Knotweed is an herbaceous species, which lies dormant throughout the winter, making it incredibly difficult to pick up during these months. But that’s not all, the species will start to appear in mid-to-late March and is most active throughout the summer growing season. To be able to spot any invasive species on and around rail networks, knowing what they look like is crucial.

Ground Control is currently supporting Network Rail staff to ensure they possess the knowledge of what to look for when identifying invasive species. This includes their natural habitats, what environmental factors increase their growth and most importantly, the warning signs. This way, rail engineers and other staff will know what they are looking for during their everyday activities, speeding up the process of treating it before it impacts on such areas as neighbouring cities and towns.

Following identification, the next step is to call in the experts. Ground Control can assist rail networks in creating a long-term strategy that includes a sustained annual tri-treatment chemical control regime. With this comes the saving of much-needed money in comparison with the likely significant cost of having to dig up and remove the invasive species from around and sometimes even underneath the rail tracks.

Vegetation management

Ground Control has worked for many years in the field of arboriculture; surveying and assessing the conditions of trees to establish whether they are dead, dying or diseased, and where necessary, managing them in accordance with BS3998:2010 (Tree Work, Recommendations). The rail network requires the same management activities to avoid disruption, so clearing vegetation and trees lineside is critical. The cost of disruption is not easily calculated to the economy, but is likely to be significant.

Industry-standard chainsaw and chipping techniques are applied to clearance work but, after some recent investments, the process is now being mechanised. With the right conditions on track and around access to sites, this can greatly speed up the rate of clearance, reducing the number of workers in or around the railway environment.

Ground Control is both an innovator and pioneer of technology, delivering a range of services including grounds maintenance, winter maintenance, tree works and vegetation management, soft and hard landscaping, ecology, design and build, pest control, fencing and roofing services.

Ecology and environment concerns remain at the forefront of all that the company does and, as environmental awareness remains topical in today’s society, it is keen to be sustainable when it comes to wildlife and our surroundings. Ground Control’s managers are expertly trained to work across the range of possible systems and site types to ensure that customers continue to enjoy their services efficiently throughout the year.

Read more: Sustainability and the fallout from scrapped electrification plans

 

Sustainability and the fallout from scrapped electrification plans

The fallout from the Government’s decision to scrap three major electrification projects, in Wales, the Midlands and the North, is inevitably a hot topic on the subject of sustainability. Mary Creagh MP, chair of the environmental audit committee, voiced her frustrations as keynote speaker at the Rail Sustainability Summit in September, commenting: “We could have HS3, HS4 and HS5 by the time they electrify the Great Western main line.”

A vocal opponent of transport secretary Chris Grayling’s summer announcements, Mary used the example of the electrification programme to raise her concerns that sustainability is falling down the Government’s agenda. Brexit, she added, is the biggest threat to environmental rights in 40 years, and the industry must remain vigilant and focused, as the public did not vote to see the environment degraded.

As chair of Parliament’s environmental audit committee, Mary assesses if governmental bodies are adequately contributing to environmental protection and sustainable development. A report labelled ‘Meeting Carbon Budgets: Closing the policy gap’, which her committee helped to produce in June, noted that the Government isn’t on track to meet its own emission targets. Overall, UK greenhouse gas emissions are 42 per cent lower than in 1990, around halfway to its 2050 commitments, but progress is stalling and new policies are urgently needed. The report also found that transport emissions are a particular issue, as these figures are rising.

Not only does the railway contribute to climate change, it can be critically disabled by products of climate change too, demonstrated by such events as flooding, erosion, landslips, overheated tracks and overheated power lines. The network’s vulnerability was emphasised by Storm Angus last winter, with ballast wash-aways in Exeter, and by storms in 2014, which battered the Devon coast and caused Dawlish sea wall to collapse under the railway line, cutting Cornwall and much of Devon off from the rest of the UK.

Electrification

Network Rail describes electrification as essential for introducing faster, greener and more reliable train journeys. The numerous delays and failures have destroyed trust, added Mary, but there is much more to be lost from the schemes.

James Howles is the rail director of BakerHicks, the design subsidiary of Morgan Sindall Group and a key supporter of the summit. He has 15 years’ experience in the rail sector and examined the negative impact that the cancelled electrification programme will have on rolling stock, people and the environment in the North.

Run by Arriva UK Trains, the Northern franchise is to order 281 new vehicles by 2020, half of which will be electrically powered and half diesel. Meanwhile, First Group’s TransPennine Express franchise is to order 220 vehicles, a mixture of electric and bi-mode trains.

James commented that the impact of this new rolling stock on sustainability will be “significantly compromised” without the equivalent infrastructure development. It may mark the end of the Pacers on those franchises but it also means that, while diesel cars are on a finite programme of retirement, railways are left with the prospect of diesel-powered trains running on the network indefinitely.

James stressed that cancelling electrification is a backwards step for the North and urged the soon-to-be launched devolved authority Transport for the North to prepare for, and fight, the case for a more sustainable way forward.

Bombardier’s head of engineering for Crossrail, Mark Ellis, added that electrification would have killed bi-mode trains, but that they are now a necessity.

Working from the rolling stock manufacturer’s Litchurch Lane facility, Mark has worked on the development of the Aventra programme and revealed it was intended to be an electrical multiple unit only, but that the team had to return to the drawing board. Nevertheless, Bombardier will be looking at exporting the resulting bi-modes.

Visiting Bombardier’s Derby neighbour Rolls Royce to look at alternative technologies, Mark said that fuel cells would probably not be ready for another ten years. Therefore, a diesel engine in a bi-mode with an electrical system is currently the best solution.

Safety’s poor sister

Since the last Rail Sustainability Summit on 8 November 2016 – the day of the United States’ presidential election – there has been a lot of political change, but the need for sustainable economies and a sustainable rail sector has not changed. So noted returning host Adam Crossley, who works as environment director for one of the summit’s key supporters, Skanksa.

The conversation around sustainability has only gained prominence in recent years. This is emphasised by the fact it was only the third Rail Sustainability Summit and that Network Rail this year held its first sustainable leaders conference, revealed by its environmental systems manager Rebecca Harris. As a result, sustainability has been viewed as the poor sister to safety.

There is, of course, more to sustainability than just environmental considerations. Two other key areas are economy, such as value for money and economic growth, and society, including wellbeing and communities. Thus, sustainability is about getting the right balance between the needs of the environment, the economy and society. According to the United Nations, any development that meets the needs of the present without compromising the ability of future generations to meet their own needs is classed as sustainable development.

In the rail-franchising programme, sustainability is promoted through such tools as the mandatory sustainable development strategy for franchise bidders, who must also set baseline environmental targets. Using the example of the recently awarded South Western franchise, Department for Transport’s head of stations policy Peter Batten said the department rewards bidders who set out innovative proposals to exceed these targets. In First MTR’s case, innovation rather than finances was the deciding factor.

Ultimately, the length of franchises are barriers to innovation, Peter said, because they do not incentivise train operating companies (TOCs) to introduce new ideas or methods as they are given a clear mandate.

But GTR Thameslink’s head of environment Jason Brooker disagreed. He argued that TOCs need lengthier franchise agreements, because that is in the very essence of sustainability. The idea of potentially conflicting or contrasting sustainability strategies every seven years – the length of the Thameslink, Southern and Great Northern franchise – isn’t sustainable in nature, especially considering the tight – or in his case non-existent – budget they have to work with.

Another factor that holds sustainability back, as raised by RSSB’s head of sustainable development Anthony Perret, is that sustainability lacks the same “burning platform” that safety did in the post-privatisation landscape.

Aventra

Returning to Bombardier’s Aventra platform, Mark Ellis explained the sustainable elements that have shaped its new family of trains. Starting in the design phase, Bombardier took an active decision to concentrate on lifecycle rather than initial cost.

The design uses FLEXX eco bogies, reducing the mass of the train and, resultantly, its energy usage and noise. The train’s paint is water-based, stringent requirements have been issued to suppliers on re-usable packaging equipment and the trains can feature driver advisory systems (DAS) and intelligent stabling functions as well. DAS enables drivers to monitor the timetabled path of a train to ascertain whether the train will reach its next timing point on schedule, and to give an advisory speed for this to be achieved, while the intelligent stabling functions can automatically shut a train down, including lowering pantographs, when it is not in service.

Once the Aventras reach their end of life, Bombardier is targeting a recoverability of at least 95 per cent. This is based on data from its predecessor, the Electrostars, which had a recyclability rate of 90.2 per cent and recoverability of 95.2 per cent. Recoverability is defined by Bombardier as the percentage of materials that can be diverted from the end-of-life stream to be material recycled or energy recovered. In summary, Bombardier put sustainability at the heart of the Aventra’s lifecycle.

Stealing with pride

Other speakers shared their experiences on various approaches to sustainability. Rail Delivery Group’s head of railway planning Mary Gaynor said that it can be difficult to try radical technologies on railways, because of the magnitude and severity of problems that could occur. The industry should therefore “steal with pride” from other sectors, to look at best practices and learn from them.

Drawing from his work on projects with the National Grid and Yorkshire Water, AECOM’s Robert Spencer touched on developing an understanding of natural capital for the benefit of the environment and finances. By measuring the strengths of natural capital – woodlands, for example, which absorb rain water and potentially prevent houses from being flooded – landowners can have a proactive approach to managing environmental impact and see them as assets rather than liabilities.

Network Rail’s Sarah Borien explored one of the three areas of sustainability that many didn’t touch on – society, and social performance – looking at health and wellbeing, volunteering and local labour and procurement.

The final speaker on this topic was Willy Bontinck, who travelled from Belgium on Eurostar for the conference. Representing the International Union of Railways (UIC), he spoke about sustainability more broadly and looked at the positives of rail sustainability. For example, he revealed that railways consume only 1.3 per cent of all energy used in the transport sector, but they deliver 9.1 per cent of all journeys, emphasising how energy efficient rail is compared to other modes of transport.

Future

Transport for London’s sustainability coordinator Helen Woolston disclosed that it does not have a single strategy on the subject, but rather it is a key part of the mainstream strategy. Representatives from HS2 and Crossrail 2 also spoke about how sustainability is being embedded into these huge infrastructure projects from day one.

HS2’s sustainability manager Laura Russell has been making sure that – as well as other forms of public transport – the high-speed line will link into existing walking and cycling networks, especially at Euston station. A Lincolnshire nursery has also procured seven billion trees and shrubs as part of planting on Phase One to ensure the impact it has is reduced. Laura added that HS2 will be re-using 86 per cent of the 130 million tonnes of excavated material – Crossrail generated ‘only’ eight million – to build the line, but it is also working with the Environment Agency to use it for flood defence schemes.

Crossrail 2’s consents and environment manager Nick Giesler said that they hope to kick off the environmental impact assessment soon with an attitude of “what they can fix” in mind, designing-in sustainability from scratch, as well as synergising stations into communities and green spaces.

Bringing together the end-to-end supply chain, the Rail Sustainability Summit provided the perfect opportunity to share best practice and give sustainability the important platform it needs. Thanks to the summit’s hosts, Addleshaw Goddard, and to Craig Hales, rail sustainability manager at Skanksa, and Nick Craven, sustainable development manager at UIC, for helping to put the programme together.

Read more: RVE 2017 – New Venue, More Exhibitors

 

RVE 2017 – New Venue, More Exhibitors

Rail Vehicle Enhancements (RVE), the rolling stock industry’s annual components and systems show, moved to a new venue for 2017 and attracted more exhibitors and visitors in the process.

Rail Engineer reports on this exhibition each year. It had previously been held at Derby’s Riverside Centre, but it was obvious to regular visitors that it was getting a little cramped. For 2017, show organiser Onyxrail decided to move to larger premises and, on 5 October, a large number of people visited Derby Arena, the city’s new velodrome, adjacent to Derby County’s football ground in Pride Park.

Derby Arena is much bigger than the former venue, with space for the exhibition in the cycle track’s infield, a raked seating area for the conference, and a mezzanine space used by the Department for International Trade East Midlands (DIT) for a Meet the Buyer event, funded by the Midlands Engine. By, the way, if you’ve never been to a velodrome, but have seen the banked track on TV, I can assure you that it looks much steeper in real life!

The exhibition was opened by the Mayor of Derby. There were 80 exhibitors, and nine conference speakers. It was impossible to get around them all and visit the conference, so this is a highly selective report about the stands and the presentations that struck a chord with me.

Sell them off abroad

It has become traditional that Ian Walmsley, formerly of Porterbrook Leasing and now a regular contributor to another railway magazine, opens the conference with his usual round up of the market for enhancing vehicles. This year was no exception, although his usual wicked sense of humour was a little muted because this market “lives in interesting times” as the apocryphal Chinese curse would have it. He summed it up in five words “Enhancement or the Scrap Line”.

Despite a number of reports from organisations that should be well informed, it has become increasingly difficult/impossible to forecast the demand for used or refurbished rolling stock – “all those reports, always wrong”, he said. It seems that the quality score in the franchise process arising from new rolling stock trumps premium payments. Moreover, new rolling stock and its financing has never been cheaper, encouraging franchise bidders to offer new trains. Thus, thousands of electric vehicles from the 1980s could be destined for the scrap heap.

Ian suggested a solution, based on the time when the UK exported redundant locomotives and coaches (for example EM2 1500V locos to the Netherlands, MkII coaches to New Zealand and Pacers to Iran) called Project Electra. He suggested that the rail vehicle enhancement industry might buy some of these redundant vehicles, refurbish them and sell them abroad. Was he being serious? I don’t know, but I saw members of the audience nodding wisely as if a sea change was happening in owners’ willingness to invest so that existing fleets might compete more readily.

Innovation is key

Simon Evans, from Wabtec Faiveley, talked about the need for his company to innovate in the vehicle support area. In the UK, it faces a “cliff edge” in passenger rolling stock work as it ruses to complete modifications by the 2020 deadline which has been set by the DfT for compliance with the Technical Specification for Interoperability – People of Reduced Mobility.

He also talked about some innovations, including fitting powered sliding bodyside doors to MkIII carriages and the work to fit diesel engines to Class 319 electric sets, giving them bi-mode capability. Simon foresaw that UK rail will never be fully electrified and there will always be a demand for bi-mode trains, and the self-powered capability might not always be diesel. He also reminded the audience that new trains become old trains in time and will always need support.

On show

Back to the exhibition, and I think it is no exaggeration to say that there was a representative company of any activity that might be undertaken to enhance a train ranging from the highly technical (such as networks) to non-technical (insurance broker Jobson James Rail). A selection follows.

Connected trains: This is probably the fastest moving area of train technology. It doesn’t matter how old the train is, customers expect Wi-Fi and operators want data from the train’s data recorders.

Several companies offered equipment for installing or upgrading Ethernet backbones to trains and the various devices that connect to it – switches, antennae, servers.

At my first RVE, suppliers suggested that Gigabit (1 gigabit/sec) capable Ethernet was the coming thing. Now it’s all about future proofing at least the cabling by providing 10 Gigabit, generally in copper. Onyxrail, Westermo, Lütze, Harting, UR Group, Time 24 and LPA were amongst the companies offering Ethernet components, connectors or solutions.

On train systems: Hasler Rail, Televic Rail, KeTech, Knorr Bremse, Sella Controls, EKE Electronics make a whole smörgåsbord of sub-systems that use or rely on Ethernet and Wi-Fi, including passenger information systems, data recorders, and, increasingly, sensors and applications that aggregate data from these sensors and other systems. As Jan Richard of Hasler Rail put it, “we are in the age of the Internet of Things Trains”.

It’s also important not to forget the lineside systems that support communication to and from the train, which is ADComms’ specialism. I noticed particularly that full colour LCD displays have largely replaced LED displays for internal applications and there is now a reasonable range of long, narrow LCD displays that generally suit train interiors.

Arrowvale, famous for its On-Train Data Recorders (other names and acronyms available), was demonstrating a small, prototype box designed to monitor passenger comfort.

Just 140mm x 70mm x 50mm, it is intended to monitor temperature, humidity, light level, CO2 and vibration. The device can be powered by the train or have its own internal battery. As ever, once installed, the challenge is to turn the data it supplies into useful information – for example comparing vibration data between all cars on a train or over a whole fleet to identify rough riding trains, or indeed, gross track defects.

Decoration: Long gone are the days when trains were painted by coach painters with decoration by expert sign writers. Today, companies such as Ast Transport Branding say effectively: “If you can draw it, we can make it into printed film for a livery.” Moreover, they can apply it more quickly than it would take to paint the train.

Aura Graphics offers a complete refurbishment process whether paint or film. Forbo Flooring offered a range of materials ranging from classic lino (linoleum) though to quality carpets. I was particularly impressed with the specialist materials for entrance materials and by the Flotex Vision FR material, which looks like lino from a distance but has an upright pile and can be “printed” to almost any design.

Nuts and bolts: There have been a number of major incidents where at least one of the causal factors was nuts or bolts that were not properly tight. Staytite was showing its Hardlock two-part lock nut solution. The main nut is fitted with a short cone. The locking nut has a cup that fits the cone, but is off-centre to the threaded hole. When the lock nut is tightened to the right torque it binds on the main nut and will stay put, as a demonstration on the stand clearly showed.

Meanwhile, on the Hytorc stand, there was a demonstration of how to tighten a large nut to 500NM torque using comparatively compact power tools whilst an assistant holds a very short torque reaction lever. This involves a two-part concentric socket on the tool, the outer part of which interlocks with a washer between the nut and the part being secured. This washer is serrated on the face that mates with the part. The outside of the socket is held stationary whilst the inside part mates with the nut and builds up the torque. This process avoids the use of reaction fixtures that can damage the bolts and prevent the bolted joint seating properly.

Windscreen wipers: One of my very earliest jobs was to convert a really bad windscreen wiper system to use a sprung arm and a flexible blade. Hepworth Group and PSV Wipers were displaying their products, which have to cope with much bigger windscreens and higher speeds, have to have wash wipe systems and might even respond automatically to moisture on the screen. PSV made the point that wiper systems are getting bigger by displaying a two metre long blade on its stand, although they admitted that there is no current application for something this big. Today, even windscreen wipers are required to integrate to train Ethernet system to monitor, for example washer fluid levels, further increasing the complexity of what was once a very simple system.

Electronics faults and obsolescence: Referring again to “new trains will become old trains”, electronic trains will increasingly have faults and obsolescence issues that will need specialist electronics engineers. Amongst the exhibitors, Wabtec and SET both offer these services, the latter illustrating its capability with a number of case studies including work on frequency division multiplexing racks, IGBT (Insulated-Gate Bipolar Transistor) obsolescence and failure and automatic voltage regulators.

Lubrication: At the Certas Energy stand, I picked up a leaflet describing the benefits of reviewing the lubricants that are used in diesel engines with a case study illustrating how the use of Valvoline Premium Blue engine oil allowed Bombardier to change the frequency of oil changes from 36 days to 48 days. It also improved the engine wear properties on the Cummins QSK19R engines fitted to the Voyager DEMUs.

Meeting the buyers

Meanwhile, the Meet the Buyer event was doing great business. It was open to any to any UK registered company, and 114 companies registered; a great improvement on 2016.

The DIT had secured buyers from Alstom, CAF, Eurostar, Hitachi, MTR Tech Sweden, ÖBB Austria, SBB Switzerland and Siemens, providing a cross section of opportunities from federal operators to OEMs. Some 76 companies were selected for appointments, of which there were nearly 200 scheduled for the day.

The 14 booths for these short, 20-minute appointments provided valuable opportunities for face-to-face conversations and aimed to develop export opportunities for the UK’s rolling stock supply chain. In addition, DIT commercial officers leading on rail from South Africa, Nigeria and Austria conducted meeting programmes supporting companies interested in developing activity in these markets.

At the end of a busy day, Antxon de la Fuente from CAF said: “This was a perfectly organized meet the buyer event in Derby. It helps developing our supply chain in the UK, and is a starting point to work with new suppliers.”

Gustav Sjöberg from MTR Tech Sweden added: “The event was a good way to establish a contact and understanding of new potential suppliers that I could choose based on current interests.”

Alstom’s Tim Ward said they had met 28 suppliers in one day with well-planned and managed meetings “reinforcing existing relationships and making new connections. This was a very effective way of doing business”.

Parts list

Back to the conference, and Lee Barron from Siemens talked about the refurbishment of the 51 Class 185 diesel multiple units, currently all used by First Trans Pennine Express.

The following list of changes neatly illustrates how expectations have changed in just 10 years:

  • Auto passenger counting (Infodev);
  • Power sockets – one per pair of seats;
  • LED lighting;
  • Automatic selective door opening;
  • Additional passenger information screens;
  • Wi-Fi including Ethernet backbone and media servers;
  • External film livery plus roof repaint;
  • Interior refresh including new seat cushions and upholstery (flat cloth in standard and e-leather in first class);
  • LED headlights;
  • Driver advisory system;
  • Forward and rear facing CCTV.

Lee was especially pleased that they have reduced the production time to nine days.

For the fleet, some large quantities of materials have been required:

  • Enough external livery film to fill two football pitches;
  • Over 6,500m2 internal film and nearly 25,000 labels from Aura;
  • 7,400m2 of Axminster carpet;
  • Nearly 6,400 power sockets from TBM;
  • Over 12,000m of electrical cable for Wi-Fi and power sockets;
  • 1,275 tables from Baker Bellfield;
  • Over 1,300m2 of curtains from Richmond Interior Supplies.

In addition, Lee highlighted the success of the seats, which were refurbished by Diamond Seating of Sheffield. They used the existing frames but fitted new cushions and upholstery. It took 50 tests and over a year to demonstrate compliance with the fire requirements and the refurbishment used more than 6,700m2 of flat cloth from Camira of Huddersfield and nearly 1,500m2 of E-leather, not-surprisingly from E-Leather of Peterborough.

Refurbishment challenges

Tim Burleigh from Eversholt Rail gave a presentation about the current landscape from a ROSCO point of view. Tim echoed some of Ian Walmsley’s thoughts, saying that, in his 14 years in the industry, he had not known of such a period of change on so many fronts – volatility of passenger numbers and uncertainty over infrastructure enhancements which has led to “significantly reduced EMU cascade opportunities”. He thought that a refurbished train can still be sold, provided it is not specified (and priced) too close to that of new trains.

He added, though, that there are few, if any, places outside London that can absorb a “London-sized” fleet. He illustrated the work on the Class 321 Renatus project, where Eversholt has split the interior work, which is being carried out by Wabtec, from the work to replace the traction package and motors being carried out by Kiepe Electric.

Tim concluded that large new fleet builds and Network Rail enhancement delays have had a far-reaching impact. However, he ended on a positive note that enhancement programmes are delivering tangible benefits and new opportunities continue to emerge, but these will only succeed if focussed on efficient delivery of capacity.

Looking forward

In conclusion, whilst this is a challenging time for the rail vehicle enhancement sector, the general mood of the event was optimistic. Kevin Lane and his team at Onyxrail are to be congratulated on taking on the much greater risk with the larger venue. I thought that the event was a great success and there is still room to grow. Here’s to next year; put the date in your diary – 4 October 2018.

This article was written by Malcolm Dobell.

Read more: Building ScotRail’s 385s

 

Building ScotRail’s 385s

Preparing a train operating franchise bid is a complex and expensive business. For the current ScotRail franchise, this included the requirement for electric multiple unit (EMU) procurement for the soon-to-be electrified Edinburgh to Glasgow service and for there to be sufficient electric trains to operate a four-trains per hour service by December 2017, 32 months after the start of the franchise.

To meet this requirement, Abellio ScotRail was in discussion with Hitachi Rail during the preparation of its franchise bid and, as a result, could sign a £400 million contract for 70 new EMUs (46 three-car and 24 four-car) in March 2015, just before taking over the franchise a month later. These trains were to be built in Britain, except for the first seven, which were manufactured at Hitachi’s Kasado plant in Japan.

Hitachi's rail vehicle manufacturing facility under construction in April 2014.
Hitachi’s rail vehicle manufacturing facility under construction in April 2014.

The factory

Meanwhile, the factory that was to build these trains was taking shape at Newton Aycliffe, near Darlington. The construction contract for the new plant was let to Shepherd Construction, which started work on a 127,500 square-metre green field site in December 2013. The new plant has a footprint of 44,000 square metres and its construction required the excavation of 370,000 cubic metres of sub-soil and rock, 16,000 cubic metres of concrete and 2,000 tonnes of structural steel. On its roof are 6,500 square metres of solar panels, which can generate up to 1.7 megawatts.

The plant has extensive sidings and is connected to the Darlington to Bishop Auckland line, alongside which a 1.1-kilometre test track, electrified at 25kV, has been built. The main line connection is near Heighington station 1, which, although then named Aycliffe Lane, was an original station on the Stockton and Darlington Railway which opened on 27 September 1825.

Almost exactly 180 years later, on 3 September 2015, the new £82 million Hitachi plant was officially opened by Prime Minister David Cameron. It comprises three main areas – a warehouse, a production area and a test house.

The production area has 16 lines that can be set out according to production requirements. In October, five storage lines each had space for six vehicles, with the remaining 11 lines set up for five production bays on each. These lines are separated from 17 static cells at the eastern end of the production area by a low-profile traverser, provided by Mechan.

Outside the western end of the plant is an external traverser that can move individual vehicles into the four-road test house. On the other side of this traverser, work is underway to expand the plant with excavations preparing the ground for an additional one-bay-wide holding building.

Hitachi Rail’s rise in the UK

Hitachi entered the European rail market in 2007 as the first of 28 Class 395 ‘Javelin’ units were delivered for use on domestic high-speed services on HS1 between London St Pancras and Kent. These trains were introduced into service in 2009 and are based on the 400-series Shinkansen, adapted to meet European standards. With a maximum speed of 140 mph, the Javelin trains are the UK’s fastest domestic train and have dual voltage operation (25kV AC and 750V DC third rail).

Also in 2009, it was announced that a consortium of Agility Trains and Hitachi Rail was the preferred bidder for the £5.7 billion contract for the delivery and maintenance of 122 Inter-City Express (IEP) trains (866 vehicles) for the Great Western and East Coast main lines.

Hitachi Rail Europe, as part of its growth strategy, decided to build these trains in Britain and, in 2011, chose Newton Aycliffe in County Durham as the site for its new rail vehicle manufacturing facility. Work started on the new plant after the IEP deal had been finalised in 2012.

The order for ScotRail EMUs, placed in March 2015, was followed by orders from Great Western Railway (GWR), First Trans Pennine Express and Hull Trains for class 802 bi-mode trains totalling 419 vehicles. With such a full order book, the Great Western class 802s are being built at Hitachi’s plant in Pistoia, Italy (issue 153, July 2017).

The AT family

IEP is an example of the AT (aluminium train) series that Hitachi Rail has developed for the European market. These trains use technologies that Hitachi has developed for Shinkansen trains over many years and come in four types. The AT100 is for metro services and each car is 20 metres long. For suburban use, there is the 23-metre long AT200, whilst IEP is a version of the inter-city AT300, which have a 26-metre body shell. In addition, and in the future, the AT400 is for high-speed operations.

As far as possible, the different AT trains have interchangeable components, so the modular traction packages of the AT200 and AT300 are very similar. This allows for various train configurations to meet differing performance requirements. For example, AT300 trains can be fitted with diesel traction modules as required.

The AT family has a double-skinned body shell produced using friction stir welding (FSW), in which a rotating tool heats two facing surfaces to create a region of very soft metal at each face, which the tool mixes together. As this does not melt the mating surfaces, there is no requirement for filler materials and minimal heat distortion, as is evident from the smooth bodyshells that require no filler before painting.

To meet crash worthiness requirements, the body shell has corner posts, collision posts and anti-climbing devices, designed to prevent overriding and penetration into the cab and passenger compartment in the event of an end-on collision. The auto-coupler can absorb impact energy at low speeds, above which it is designed to break away from its mountings and be retained within its coupler pocket.

ScotRail’s new EMU

The AT200 trains that ScotRail have procured are the Class 385 EMUs and have a feature unique to the Hitachi’s AT series trains. This is due to the requirement for the Class 385s to have the “ability to support at-seat catering which is available to all passengers”. This innocuous sounding phrase in Transport Scotland’s franchise specification requires a front-end corridor connection.

This unique aspect of the Class 385 required a modified design that had to consider crash worthiness, driver ergonomics and possible driver sighting issues. To optimise the cab and interior design, Hitachi engaged the services of the University of Liverpool’s Virtual Engineering Centre (VEC). VEC was also used to get feedback from drivers and train crews as part of the design process to ensure their buy-in.

The Class 385 trains will have a maximum speed of 100 mph. Four-car trains have two motor bogies fitted to each end car while, on the three-car train, one end car has an unpowered bogie under the cab giving a total of three powered bogies. The traction system includes a transformer manufactured by ABB and a water-cooled inverter from the Czech Republic. Traction control is by an insulated-gate bipolar transistor system developed by Hitachi.

The Class 385/0 three-car units have 206 seats, whereas the Class 385/1 four car units have 273 seats, of which 20 are first class.

Production of these units is now well advanced. On 12 October, Rail Engineer was invited to a ceremony to mark the completion of the first Newton Aycliffe-built Class 385 and saw, not one, but four units rolled out of the test house: the completed three-car unit 385004, plus units 385015, 385103 and 385104 which were part-built in Japan and completed in Newton Aycliffe. During the tour of the plant, 32 Class 385 and 39 IEP vehicles were seen in the production area at various stages of the build process.

Building the 385

Whilst building Hitachi’s large new train manufacturing plant in less than two years is an impressive achievement, perhaps the real challenge is to get its brand-new workforce of over a thousand to produce the trains to the required quality and timescale. Hitachi Rail’s head of production at the plant, Mark Chilvers, told Rail Engineer what was involved.

He explained that, as quality is an absolute requirement, production cannot be ramped up until the production processes are proven and the workforce has shown the required competence. For example, it took nine months to produce the first vehicles for which the target is 29 days.

Train production at Newton Aycliffe requires a different philosophy to that of Hitachi in Japan. Mark advised that this is because skilled craftsmen at the Kasado plant have been working there for many years and can interpret drawings to make complex adjustments to pipework and wiring as required. For trains built in Newton Aycliffe, Hitachi has developed a set of standard operating procedures (SOPs) that minimise the need for such work.

Currently, Hitachi has about 1,200 employees at Newton Aycliffe (approximately production – 700, test – 100 and support – 400). Whilst they are well qualified, train manufacture is new to them so a well-defined production process is required. To illustrate this point, he explained that Class 385 production requires over 1400 SOPs.

Mark is pleased with Hitachi’s approach which gives Hitachi Rail Europe significant business autonomy to “let us do our own thing” to take account of UK conditions. He also advised that, before the production lines were set up for the Class 385s, much was learnt from Hitachi’s Pistoia plant in Italy, for example the need for a flexible production line approach to allow for the extra work on traction vehicles.

Newton Aycliffe rail vehicle manufacturing facility overview of production arrangements as at October 2017.
Newton Aycliffe rail vehicle manufacturing facility overview of production arrangements as at October 2017.

The production process

Work to fit out the Kasado-supplied bodyshells starts in the static cells where vehicles typically spend seven days. The vehicles, mounted on accommodation bogies, are then moved to the production lines where different operations are undertaken at each station. Shunting operations, using the internal traverser, move vehicles around the production area and along the production lines.

When a vehicle is complete, it is moved to the bogie-fitting bay to be mounted on its bogies, which are supplied from Hitachi’s plant in Naples. From there, it is moved to the handover line for various checks, including an air pressure test, before the external traverser moves the vehicle into the test house. It takes around 2,100 man-hours to build one vehicle.

Hitachi stated that 71 percent of all parts used to build the Class 385 are from the UK. However, what is not known is the percentage value of the British components. These include pipework, windows and most items required for internal fit-out. Japan supplies the bodyshells, traction equipment and air conditioning units. Hitachi has a specialist plant in China which supplies wiring looms, whilst its Naples plant supplies the bogies.

Starting something big

Four years ago, Hitachi’s Newton Aycliffe factory was a field and Hitachi had an order for 866 IEP vehicles. Today it is a fully operational train manufacturing plant and Hitachi has orders for 1,519 vehicles including bi-mode Class 802s and ScotRail’s Class 385s.

Much has indeed happened since 2013. However, from ScotRail’s perspective, not enough has happened, as its franchise agreement requires seven-car Class 385 trains to operate a four-trains per hour service between Glasgow and Edinburgh by December 2017, for which 21 units are required.

Delays to the Edinburgh to Glasgow electrification programme, now almost a year behind schedule, have limited access for testing in Scotland where there are currently two Class 385 units under test, with the first powered tests under the new wires imminent. A further two units are undergoing unpowered dynamic testing on the German rail network due to insufficient track access in Britain to complete these tests within the programmed date.

Finally, a Class 385 completed its first successful powered test run under Edinburgh to Glasgow wires early in the morning of 18 October.

Notwithstanding the infrastructure delays, it has taken Hitachi longer to ramp up Class 385 production than originally planned. As their manufacture required the building of both the factory and the trains, this is perhaps understandable, especially given Mark Chilvers’ comments about quality.

When Class 385s are introduced, ScotRail’s passengers should find these modern trains worth the wait as, amongst other benefits, they will provide a significant increase in capacity. When the Glasgow Queen Street station works are completed to allow eight-car Class 385 service to operate, this will provide 45 per cent more seats than the current six-car Class 170 trains.

As for the Hitachi plant, its expansion, two years after its opening, shows the company has confidence in its future, whatever Brexit might bring.

Train manufacture there is very different from the first locomotive assembly at Newton Aycliffe in 1825, when three horse-drawn wagons arrived from Robert Stephenson’s Newcastle workshop with six tons of the various bits that made up Locomotion No 1, which was then assembled on the track bed of the Stockton and Darlington Railway. This was also the start of something big.

This article was written by David Shirres. 

Read more: Bi-mode trains – Unlocking opportunity?

 

 

Issue 157 – Good news and bad news

Rail Engineer’s editor, David Shirres, gives his thoughts on some of the topics addressed in issue 157 – Bi-Mode Trains: Unlocking Opportunity?

The good news is that almost 7,000 new rail passenger vehicles are being delivered or on order. These will displace many of the vehicles in the current fleet, which consists of over 13,000 coaches. Some, like the Pacers, are at the end of their serviceable life and will be scrapped. Others will be cascaded to provide longer and more frequent trains. However, a few thousand serviceable vehicles will be surplus to requirement. Many of these will be EMUs that can only be used if there is further electrification of the network.

There are various reasons for this extraordinary number of orders. One is that the capital cost of new trains is about a third of their whole life cost. As modern trains become more energy efficient, cheaper to maintain and more reliable, there is a stronger case for the disposal of not-quite-so-new trains even if the result is miles of sidings full of unwanted yet serviceable trains.

Other factors are cheap finance, increased focus on quality in train franchises and the reduced cost of modern trains. In the 1990s, an EMU vehicle cost typically £2.2 million at 2017 prices. Now, the price is around £1.5 million and this includes modern passenger facilities and, usually, a maintenance contract.

In an industry often criticised for its increased costs, train manufacturers have shown how competition and innovation can keep costs down. So, where’s the bad news?

The answer is the cut back of electrification, with the consequent uncertainty over future schemes, and how this is based on the flawed claim that the new type of bi-mode trains is the “best available technology” to improve passenger journeys. Yet the traction power of a Great Western IEP in diesel mode is only about seventy per cent of that in electric mode. Malcolm Dobell explains this, and much more, in his comprehensive article about bi-mode trains.

Bi-modes are also much more expensive to run and maintain. Diesel fuel is significantly more costly than electric traction. The higher maintenance costs are reflected in the IEP’s procurement contract, which includes 27 years maintenance. This shows the contract cost of a GW IEP is 56 per cent more than an East Coast IEP, due to the higher proportion of diesel-powered miles done by bi-mode trains in the GW fleet.

Over the IEP train’s lifetime, these extra costs add up to billions of pounds. When these, and other factors such as unused surplus EMUs, are considered, the question that needs to be asked is – where is the business case for not electrifying core routes?

To be fair, Hitachi’s bi-mode IEP is an impressive piece of kit and, as Malcolm explains, is a good way of getting beyond the electrified network to, say Penzance and Inverness. Moreover, packaging diesel power packs underneath the train eliminates the need for power cars and so provides extra seats.

In Scotland, the Class 385 will also to provide much needed extra seats. We report on these trains and how they are being built alongside IEPs in Hitachi’s Newton Aycliffe plant.

Much must be done to ensure successful service entry of these trains. Clive Kessell explains why a simulator is essential if Virgin East Coast’s 400 drivers are to be trained on the complexities of their new IEP trains before their introduction in December 2018.

We also cover the construction of the new IEP depots, whilst Stuart Marsh also reports on a particularly challenging depot build for Northern’s new Class 195 DMUs in Blackburn.

Stewart Thorpe reports from our summit on sustainability, a topic that requires the right balance between the needs of the environment, the economy and society. A hot topic at the summit was the Government’s announcement that it is to cut back electrification and instead rely on diesel trains. In contrast, this was followed by a further statement a week later, that sales of diesel cars would be banned from 2040 on environmental grounds.

With the eastern end of the GW main line to be fully electrified to Didcot by December, Graham Combs describes his trip in Caroline’s front end to for see for himself how electrification and other enhancements have transformed the line.

The wheel/rail interface is a complex topic. In our second feature in a three-part series on railway accidents, Graham Taylor explains what can cause the wheel to leave to the rail. Another aspect of this interface is wheel-slide in low adhesion conditions, which can be prevented by sanding. We describe how this is being investigated at the Old Dalby test track.

The world’s first test track at Scherbinka is the setting for Russia’s biennial rail trade fair, EXPO1520 which, as we describe offered glimpses into the past and future. It also showed how the European rail industry is taking advantage of Russian export opportunities.

Just up the road from Old Dalby is Derby, which hosts the annual Rail Vehicle Enhancements show. Such is the success of this exhibition that this year it had to move to larger premises. We report on the new products on display as well as presentations on the implications of the large numbers of new vehicles and train refurbishment.

The show’s meet the buyer event put 76 companies in touch with train builders throughout Europe and was considered to be very worthwhile. The business generated as a result is certainly good news.

Grayling praises rail industry at RIA parliamentary reception

Secretary of State for Transport Chris Grayling praised the rail industry at a parliamentary reception organised by the Railway Industry Association (RIA), describing it as great success story.

During the reception on the 24th of October, he mentioned the Ordsall Chord, Liverpool Lime Street enhancement and the Waterloo blockade as examples of particularly successful projects.

Nevertheless, he was concerned that poor customer satisfaction on an overcrowded railway could allow a negative narrative to build up which could threaten investment and so stressed that everyone has a part to play to sell the railway success story.

He was pleased to note that the next control period settlement (CP6) has been welcomed and advised that his department was working hard to avoid any hiatus from the current CP5 shortfall.

He stressed that during CP6 the focus would be on renewals to ensure reliability of the network, with a new funding process for major upgrades. He advised that the settlement money would not necessarily all go to Network Rail as the Government was open to ideas from industry on alternative ways of delivering projects as mentioned in the Hansford Review. The key was to deliver more for less with less disruption.

Referring to his recent electrification announcement, he advised that he had to take difficult decisions and, for example, couldn’t justify spending £500 million for electrification between Cardiff and Swansea for electric trains that would run at the same speed as diesel trains.

Introducing the reception, Darren Caplan, RIA’s CEO referred to the need for Government to support the Rail Supply Group’s sector strategy. Referring to Brexit, he noted its challenges, such as labour supply and standards, and opportunities.

On the subject of electrification, he asked that the issue be kept open as it can be the most cost-effective solution. In this respect, he mentioned RIA’s electrification cost challenge which was working on how to reduce electrification costs.

Written by David Shirres, Rail Engineer editor

Electrification cutbacks – the unanswered questions

On 19 July, the Secretary of State for Transport announced that the planned electrification schemes from Kettering to Nottingham and Sheffield, from Cardiff to Swansea and from Oxenholme to Windermere had been cancelled.

Making the announcement, he said: “Technology is advancing quickly, and this government is committed to using the best available technologies to improve each part of the network. New bi-mode train technology offers seamless transfer from diesel power to electric that is undetectable to passengers.

“The industry is also developing alternative fuel trains, using battery and hydrogen power. This means that we no longer need to electrify every line to achieve the same significant improvements to journeys, and we will only electrify lines where it delivers a genuine benefit to passengers.”

This statement begs a number of questions in that it combines statements of fact “bi-mode trains” with speculation that new technology will come on stream in time to satisfy the demand. In practice, the self-powered energy source will be diesel, at least in the medium term. For the Cardiff to Swansea route, their trains are already being delivered and the issues affecting the Great Western electrification are not repeated.

Protecting the environment?

The announcement about Oxenholme to Windermere included this statement: “We have listened to concerns about electrification gantries spoiling protected landscapes. Northern, the train operator, will therefore begin work to explore the possibility of deploying alternative-fuel trains on the route by 2021, improving comfort and on-board facilities for passengers whilst protecting the sensitive environment of this World Heritage Site.”

The expression “…begin work to explore the possibility of…” suggests something truly innovative, but vague in terms of timescale. There is a strong suspicion that this route’s bi-mode services will be electro-diesels. There are through services between Manchester Airport and Windermere, which provides enough operation under the wires to recharge batteries. However, the service is currently mainly a shuttle service with very short turn round times at both ends of the branch which is incompatible with maintaining batteries in a good state.

The bi-mode trains for the Midland main line are intended to deliver improved journey times – for example, a 20-minute reduction in journey time between Sheffield and London. It has become apparent, since the announcement, that this improvement will be delivered through infrastructure improvements and omitting station stops.

As has been shown, bi-mode trains do not deliver the performance of an electric train. Moreover, there are still many unanswered questions about the remaining electrification on this route from Bedford to Kettering and Corby. For example, will it (and the existing London St Pancras to Bedford section) be installed (upgraded) to allow 125mph operation with multiple pantographs? If not, the bi-mode trains might be slower on the southern half of the line than the current diesel Meridian and High Speed Trains.

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Electrification benefits

The electrification infrastructure that enables electric trains to draw their power from the national grid offers many advantages, most of which are due to trains not requiring diesel engines. For the foreseeable future, diesel remains the only credible alternative traction power to electrification. For the same weight, diesel fuel stores fifty times the energy of a modern battery. Hence battery-powered vehicles can only be suitable for short distance services.

Diesel engines have obvious problems. They are expensive to buy and maintain, as well as being heavy, and so require additional track maintenance, especially at high speeds. The power output of a diesel engine is limited by its rating. Traction power is further reduced as a diesel engine also has to supply the train’s hotel load.

Electric traction power is limited by its thermal loading and so can operate for short periods at peak power. Partly for this reason, an electric multiple unit has typically twice the acceleration of a diesel multiple unit.

A diesel train operating at variable power settings is less efficient than a train that has its power generated by highly efficient power-station steam turbines at almost constant load. An RSSB report on the efficiency of traction energy use (T618) considers that power stations operate at 40 per cent efficiency compared with 32 per cent for diesel traction, but showed that transmission losses account for 1.4 per cent of the power supplied to electric trains.

Fuel and wastage

Diesel fuel is also significantly more expensive than electric traction. A recent ORR report revealed that diesel fuel accounts for 40 per cent of Virgin West Coast’s traction cost, yet only 15 per cent of its fleet is diesel powered.

As electric trains can be powered by any source of power, they are not susceptible to oil price rises and shortages. With electricity being increasingly generated by renewables, the carbon footprint of electric trains is being reduced accordingly. Indeed, all Dutch electric trains are now powered by wind energy.

When braking, the enormous kinetic energy of a train, which is proportional to the square of its speed, cannot be stored on-board, so on a diesel train it is dissipated in heat from its brake discs or from roof-mounted rheostats, if it is a diesel-electric train using the traction motors as generators for braking. However, on electric trains, this braking energy can be regenerated and fed back into the grid, offering energy savings of up to 20 per cent and reduced brake wear.

Of course, electric traction also eliminates harmful diesel engine emissions and particulates which are a particular issue at stations.

The one major disadvantage of electrification is its high initial capital cost. For this reason, it is not appropriate to electrify lightly trafficked lines.

Many countries understand these benefits and have a large percentage of their rail network electrified. These include Netherlands (76 per cent), Italy (71 per cent), Austria (70 per cent), Spain (61 per cent), Germany (52 per cent) and France (51 per cent). In the UK, 42 per cent of the network is electrified.

This article was written by David Shirres.

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