Agenda item
MEETING:
Technical Strategy Leadership Group (TSLG)
DATE:
October 2015
SUBJECT:
Vehicle/Train Control and Communications SIC Annual Report
AUTHOR:
Clive Burrows
1.
Purpose
1.1
This paper presents a summary of the activities of the Vehicle/Train Control and
Communications Systems Interface Committee (V/TC&C SIC) and its sub-groups over the
last 12 months as well as the planned activities into 2016.
1.1
The relationship between V/TC&C SIC and its subgroups is set out in Appendix A.
The detailed activities of each of the groups are set out in Appendix B.
2.
Issue
2.1
This paper forms the seventh annual report to TSLG from the Chair of the
Vehicle/Train Control & Communications SIC.
3.
Achievements
3.1
Since the last annual report to TSLG, V/TC&C SIC has achieved the following
benefits for the GB rail industry:
Continued to lead the development of the Control, Command and
Communication (CCC) portfolio of the Rail Technical Strategy (RTS) to help the
industry realise the potential benefits of the RTS. Benefit analysis has shown
that the CCC portfolio has the potential to deliver approximately £7bn of
benefits over 30 years for an investment of £1.5bn.
Continued supporting the longer-term CCC activities for railway operations
through the Future Traffic Regulation and Optimisation Programme Control
Board (FuTRO PCB). This includes being the client for nearly £2M of longterm research to optimise railway operation. The challenge is finding the way
to apply the same radical thinking to our railways that transformed the
hugely expensive motorway widening schemes of 10 years ago into the
managed motorways programme now delivering over 90% of the benefit for
20% of the cost.
Supported the commissioning of the Radio Electronic Token Block (RETB) next
generation system.
Provided continuous improvement of train control system interfaces through
monitoring performance, managing obsolescence, disseminating information,
resolving issues and related activities.
TSLG October 2015 – Vehicle Train Control and Communications SIC Annual Report
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Completed a research project for a risk advisor tool for the use of Track
Circuit Assisters (TCA) during a TCA failure.
Overseen the management and development for the DRACAS project and
agreed milestones and timescales for phases two and three.
Continued to monitor existing systems, including GSM-R, RETB, TPWS, AWS
etc.
4.
Recommendations
4.1
TSLG is invited to note the progress made by the V/TC&C SIC and its sub-groups.
5.
Background
5.1
V/TC&C SIC delivers strategic research programmes to TSLG in the areas of train
control and communications. V/TC&C SIC and its sub-groups continue to add
value to existing assets by ensuring that at the interface the most cost effective
solution is sought, compatible with balancing the needs of safety and
performance.
5.2
The SIC and subgroups are active in utilising research to investigate new
technology as well as improving the interface for existing technology. The V/TC&C
SIC has separate subgroups to review and report on specific issues and topic areas
(Appendix A).
6.
CCC portfolio champion
6.1
The V/TC&C SIC is responsible for being the Portfolio Champion of the CCC
chapter of the RTS 2012. The CCC portfolio aims to develop intelligent traffic
management and control systems, dynamically optimise the network capacity and
facilitate highly efficient movement of passengers and freight. This requires the
development, enhancement and linking of numerous systems across the whole
industry, through joint working and sharing of information and data; increasingly
on an open basis. The long-term aim is the widespread automation of train
operation with in-cab signalling. This requires the implementation of increasingly
more sophisticated systems – initially to provide operational advice to train
drivers, on a standalone then connected basis, and later optimisation of
operations through deployment of the European Rail Traffic Management System
(ERTMS) and eventually Automatic Train Operation (ATO) systems.
7.
Next Steps/Proposals
7.1
The emphasis of V/TC&C SIC continues to be strategic, dealing with issues in
Automatic Train Operation, Traffic Management, Telecommunications and
Positioning Systems.
7.2
V/TC&C SIC is now established as the champion for the CCC Portfolio and will
continue to influence the implementation of the strategy.
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8.
Research and Development Update
8.1
V/TC&C SIC and its sub-groups have overseen the completion, continuation and
further development of several R&D projects over the last 12 months, as follows:

T579 – Minimising service disruption from failures of track circuit actuators
(assisters). The Clarbeston Road trial is complete and the final deliverables are a risk
advisor tool (version seven), user guide and record log. Promotion of the tool will be
provided for TOCs via workshops at ATOC. The outcomes of this project are
estimated to save industry £11m over a 20-year period; £6m due to reduced
cancellations; £4m from not having to fit TCAs to low-risk vehicles and £1m due to
reduced maintenance. The total cost of the project was £670k for all work packages.

T1043 - Suitability of ETCS limited supervision for GB application. The report on this
project has been published on SPARK and the project was deemed useful, exploring a
little understood area. The research showed that there is not a case for a wide
fitment of ETCS Limited Supervision (LS) mode but there are potentially a small
number of scenarios where implementing ETCS LS might be worthy of consideration.
Therefore, no further research is required and, if a specific location is found where
ETCS LS is thought to be a solution of interest, then the output of the research and
the guidance provided could be used to help take this forward.
The total cost of the project was £206k and the findings are expected to save industry
£1.4m over 10 years due to the avoided cost of carrying out new ETCS LS assessments
on 10 lines over the next ten years (a saving of £140k per assessment).

T1071 - FuTRO: Increase Fundamental Knowledge for Optimising Traffic
Management. The programme, consisting of three separate academic research
projects, seeks to develop optimisation tools, algorithms, and decision support
systems. Demonstrators will be produced to test these at 'node' and 'route' level
with the aim of understanding the improvements to capacity that can be delivered.
The origin of these projects dates back to a jointly funded RSSB/EPSRC call named
'Capacity at Nodes'. More detail is provided in Appendix B.
Significant progress has been made; the first results from the DITTO safety analysis
modelling of a double junction has reduced run times to under one second compared
to two hours in 2012, with further testing being undertaken with extensions to
capacity analysis and ERTMS. There has also been good progress in developing the
SafeCap prototype tools including node level modelling. The potential size of prize
from the overall FuTRO programme is at least £10bn over a 35-year period,
dominated by capacity benefits. The ongoing project is planned to cost £1.96m.

T1072 - Investigation of AWS wrong side failure Code 5 issues. Investigation of AWS
wrong side failure Code 5 issues to develop a better understanding of the failure
mode. First fleet testing took place in May 2015 followed by analysis and reporting of
initial results. Further depot testing took place in June 2015. This project is expected
to save industry £640k over 15 years due to a reduction in the number of AWS Code 5
wrong side failure incidents and associated investigations and delays. The ongoing
project is planned to cost £88k.

T1079 - Coexistent operation of ERTMS and Class B (AWS and TPWS) systems. This
research intends to support industry in defining the operational, safety and functional
requirements for the co-existent operation of ETCS and AWS/TPWS.
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The Train Control Technical Sub-Group (TCTSG) endorsed the work package
specification and business case in February 2015 and a project ‘kick off’ meeting took
place in June 2015. The estimated completion date is July 2016.
The outcomes of this project are expected to save industry £720k over 15 years. This
results from savings from reducing the number of driver training courses required by
developing consistent system behaviour and a consistent ETCS DMI. The total project
budget is £195k, which includes an additional budget of £50k authorised in
September 2015 to cover the procurement costs of the simulator (the original
business case had presupposed a simulator cost £50k lower than required).

T1091 - Number and frequency of transitions to/from ERTMS operation - impact on
railway operations. There is a potential impact of the transitions between ERTMS
and non-ERTMS parts of the track on drivers from a human factors perspective. After
each transition there may be a period of adjustment before the driver is completely
secure in the new mode of operation. This creates the potential for degradation, for
example in speed management, or after transition to conventional signalling, in the
interpretation of and reaction to signal aspects.
The issue of potentially lowered driver performance may affect safety performance
and is currently not understood. The insight provided by the research will inform
planning of transitions between signalling systems, the need to avoid transitions near
lineside buildings, level crossings, tunnels, etc. and the likelihood of increased driver
workload. The project steering group has direct links to the relevant parts of Network
Rail responsible for planning the implementation of ERTMS.
The project funding has been authorised and resource for this work secured.
The RSSB Human Factors team raised concerns regarding resourcing the project;
these will be assessed in more detail when the IPP is finalised and issued. The project
will tackle a size of issue worth £9m over 10 years from incidents involving collisions,
derailments and other incidents resulting from drivers’ inattention. The projected
project cost is £130k.
 T1095 - Closer running (reducing headways). Through the Rail Technical Strategy
portfolio mapping process it has been proposed that a concept of ‘closer running’
could be adopted to increase the capacity in the rail network. The potentially much
larger programme of work has been envisaged around the idea of reducing the
headway of which ‘closer running’ forms a part. However, the concept of ‘closer
running’ is ill-defined in the rail context and could potentially take a number of
different forms. The purpose of this piece of work is to help provide a definition for
‘closer running’ and develop the relevant background information such that an
appropriately structured programme of work can be put in place to investigate and
develop the concept further.
An idea development meeting took place in June 2015 and the draft business case
and work package specification were endorsed by V/TC&C SIC in July 2015.
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8.2
The project’s budget was authorised in September 2015 and will shortly progress
to procurement. Potential benefits centre on enabling improved understanding of
operating more traffic on the current infrastructure. The business case identified a
number of examples involving capacity benefits within the GB rail network, one
such example included CrossRail in which a 10% increased capacity of London’s
rail network was valued at £1.24bn per year (including wider economic benefits).
The projected cost of the project is £72k.
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Appendix A
V/TC&C SIC and Sub Group Management Diagram
Vehicle/Train Control & Communications
System Interface Committee (V/TC&C SIC)
Chair: Clive Burrows
Future Traffic
Regulation
Optimisation
Programme Control
Board (FuTRO PCB)
Chair:
Clive Burrows
Future Comms &
Positioning
Systems Advisory
Group (FC&PS AG)
Driver Advisory
System (DAS)
Board
EMC Working
Group
Chair:
Ian Maxwell
Chair:
John Collins
Chair:
Maya Petkova
Defect Recording
Analysis and
Corrective Action
System Steering
Group (DRACAS)
Chair:
Simon Tonks
Vehicle
Communications
Advisory Group
(VCAG)
Train Protection
Strategy Group
(TPSG)
Train Control
Technical Sub
Group (TCTSG)
Chair:
Nick Wright
Chair:
Phil Barrett
Chair:
Nick Wright
Track Circuit Assisters Steering Group (TCA SG)
[Dormant]
Chair: Nick Wright
Chiltern Automatic Train Protections User Management
Group (Chiltern ATP UMG) [Dormant]
Chair: Graham Wire
Great Western Automatic Train Protection User
Management Group (GW ATP UMG)
Chair: Martin Evans
Strategic
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Tactical
Page 6 of 14
Appendix B
V/TC&C SIC Sub group activities
B.1
Future Traffic Regulation Optimisation (FuTRO) Programme Control Board
B.1.1
During the year, FuTRO PCB has cemented its role as a sub-portfolio group charged with
thinking about the longer term in the CCC portfolio and its contribution to future railway
operations to deliver the RTS and governed by the FuTRO PCB. FuTRO PCB can
recommend and guide more 'exploratory' R&D and these projects will be the FuTRO
Programme.
B.1.2
The vision of the FuTRO PCB is to significantly improve railway operational performance
through optimisation of traffic regulation. To do this, it is necessary to bring together real
time operational, asset and customer data to support regulation of traffic in an optimal
way according to commercial and regulatory priorities. The problem to be addressed,
therefore, is the lack of optimisation methodologies, criteria and approaches. The Traffic
Management systems being implemented by Network Rail have been specified to be
upgradeable with new optimisation algorithms and input sources as these are developed,
thereby providing an implementation mechanism for this work.
B.1.3
Work on the DEDOTs, DITTO and Safecap+ projects are continuing. These are good
examples of the work of the FuTRO PCB.
B.1.4
B.1.5
DEDOTS: Developing and Evaluating Dynamic Optimisation for Train Control Systems
DEDOTS is a project being undertaken by University of Birmingham (UoB) and University
College London (UCL) which aims to identify novel approaches to the management and
control of train sequence and movement. It will draw on mathematical methods of
optimal control theory to establish effective heuristics that can be applied rapidly in real
time. Various approaches will be explored and developed within a laboratory
environment to identify potential and requirements. The methods developed will be
tested using an established simulation of train and rail network control to investigate
operation and performance in a variety of conditions.
The work is split into five parts:
i.Extend dynamic trajectory control algorithms
This will develop UCL’s dynamic control algorithms and integrate these with the UoB
simulator. This takes into account various data sources and real-world impacts, such as
environmental conditions.
ii.Integrate data systems and optimisation
This will develop the specifications of data system requirements, including static data (eg
infrastructure data, interlocking data), dynamic data (eg train position and speed) and
controls (eg acceleration, coasting, braking).
iii.Develop a simulation environment
This will extend the UoB simulator for the modelling of combinations of static and
dynamic systems. It will also develop models of driver behaviour.
iv.Develop and realise a number of test scenarios
This package will develop a framework for integration, testing and evaluation of case
studies on example infrastructure, including the East Coast Main Line.
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v.Develop a framework for FuTRO
This final package will develop a method of assessment of the different control systems
against various dimensions, including cost, energy, capacity. The output will include a
transferable evaluation framework.
B.1.6
DITTO: Developing Integrated Tools to Optimise Rail Systems
DITTO is a collaborative project with the University of Swansea, University of
Southampton and University of Leeds. Through three packages (one for each institution),
it aims to:




B.1.7
develop optimisation activities that maintain safe operating conditions and
do not exceed theoretical capacity limits;
develop timetables that optimise capacity utilisation without compromising
service reliability;
combine dynamic data on the status of individual trains to produce an
optimal system wide outcome and
use artificial intelligence to produce tractable solutions to real-time traffic
control.
SafeCap+ for integrated optimum capacity, safety and energy strategies at multiple
nodes
The aim of SafeCap+ is to develop novel modelling techniques and tools that support and
explore integrated and efficient dynamic capacity and energy of networks and nodes
while ensuring whole system safety. The project is being undertaken by Newcastle
University in partnership with Siemens Rail Automation.
B.1.8
Already SafeCap+ is helping engineers to verify automatically the safety of layouts and
controls tables for large stations and substantial sections of networks (e.g. Reading, St.
Pancras, parts of Thameslink). It can automatically and rigorously check correctness and
consistency of large datasets (Siemens data repositories for Reading are 12Mb of raw
data in LDL/XML). The tools can automatically create safety/assurance cases for stations
and networks in goal-structured notation.
B.1.9
SafeCap+ has the capability to model, verify and analyse mixed traffic scenarios, mixed
driving styles and driving rules on systems with non-standard signalling/layouts. It uses a
new simulator developed on an agent-based modelling platform for comprehensive
flexibility that has the capability to simulate the work of a real-time advisory system
dealing with disturbances. A prototype advisory system based on game theory is being
developed and integrated into the toolset, a new system based on artificial intelligence is
under development.
B.2
FC&PS AG
B.2.1
The purpose of FC&PS AG is to provide advice and direction to the industry on
appropriate communication and positioning technologies as enablers to the RTS vision.
B.2.2
FC&PS AG is responsible for the AVI and train identifier project. The aim of the project is
to correlate information on headcodes, painted train numbers and other key information
to automatically provide accurate information on vehicle and train location in real time.
This has the opportunity of providing significant benefit during times of disruption.
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B.2.3
Funding options for the project were explored through the RSSB Research Group. The
ATOC Customer Information System Group has also agreed to fund aspects of the work.
Freight vehicles are also included in the project.
B.2.4
Progress is being made on the project and it is planned to use GSM-R to be able to send
information. GPS will be used for train positioning, with augmentation for locations such
as tunnels. There is potential for the system to go live in May/June 2016, dependent on
securing funding and being able to get all the relevant information in time. If this date is
missed, the project will have to wait until the next GSM-R software roll out.
B.2.5
GE/GN8578, the Satellite Navigation guidance note has been updated with comments
received since its draft publication on the FC&PS AG webpage. Following support from
the Rolling Stock Standards Committee, the CCS Standards Committee approved the
document for formal consultation in August 2015.
B.3
Driver Advisory Systems (DAS) Board
B.3.1
The purpose of the Driver Advisory System Programme Control Board (DAS Board) is to
promote the development and deployment of DAS systems to meet the needs of the rail
industry in support of the industry technical strategy.
B.3.2
The Board is also tasked with contributing to the industry objectives for the management
of capacity and carbon, algorithm optimisation and impact on schedules that sit within
access agreements. This responsibility was informed through an operational trial of a
connected driver advisory system (C-DAS) at Airport Junction on the Great Western
Mainline, exploiting the existing on-board DAS units fitted to First Great Western (FGW)
trains.
B.3.3
Airport Junction Conflict Management Trial
The Airport Junction trial was successful and it demonstrated the value of connected DAS
even with limited fitment on FGW trains and no fitment on Heathrow trains. There were
apparent inconsistencies between passing time at Airport Junction and arrival at
Paddington but the data was not readily available to determine the underlying reasons.
However, this serves to help demonstrate that once the constraints are removed from
the headway of the system, the critical determinants are arriving at the home signal and
departing from the starting signal at a terminal station. The only way to optimise this is
C-DAS or Automatic Train Operation (ATO).
B.3.4
A simulation platform, developed with the University of Birmingham and the supplier of
HERMES (another simulation platform), is designed to test algorithms and there are
differences in driver techniques. If a 40% uplift in traffic into London is required as
claimed, a critical point is managing the terminal stations and how emerging technology
can manage this. There should be tolerances in certain areas and there will be a
requirement to timetable differently as C-DAS will not work to existing timetables and
extra run-time will be required instead of lumped recovery allowances.
B.3.5
The C-DAS trial has brought about dramatic change as DAS had previously been seen as
an engineering-led way of saving fuel. Industry needs to capitalise on ensuring the
imagination of the operating world has been captured. As predicted, taking into account
the Airport Junction trial, there is a massive network challenge and in order to fully
realise the potential benefits, the route west of Reading needs review. Intuitive
information is now coming together as a pull and there has been encouraging work and a
link with modelling.
TSLG October 2015 – Vehicle Train Control and Communications SIC Annual Report
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B.3.6
The original Airport Junction trials are now closed.
B.4
Electro-Magnetic Compatibility (EMC) Sub-group
B.4.1
The purpose of the EMC sub-group is to optimise the interface between vehicles and
train control and communication sub-systems with respect to Electro-Magnetic
Compatibility.
B.4.2
The scope of work specifically relates to balancing the design of new rolling stock and the
specification of target or preferred train control and communication systems. The group
aims to provide to European bodies an informed GB view of EMC requirements to ensure
that proposed European requirements for standards are acceptable to infrastructure
managers and rolling stock suppliers.
B.4.3
The EMC Sub-group has steered the development of RSSB standards project 14/014
Electromagnetic Compatibility (formerly 05/026). The project is going forward as two
work-streams, one to develop National Safety Rules (NSRs) and the other to identify
National Technical Rules (NTRs). This was the constructive decision agreed by the EMC
SG, following a series of workshops with RSSB project members, aimed to scope the
complex rolling stock/CCS interface requirements for the different types of traction
networks and train detection systems in UK.
B.4.4
Workshops took place to help develop a new standards and associated guidance based
on the use of existing EMC limits. EMC SG has completed the initial development of
these and has recommended them to the CCS Standards Committee for industry
consultation, expected in the last quarter of 2015.
B.5
Defect Reporting Analysis and Corrective Action System (DRACAS) Working Group
B.5.1
The purpose of the group is to oversee the implementation of an industry-wide DRACAS
to the extent of being compliant with the recommended architecture and framework as
set out in RSSB project T960 – ‘Specification of a defect recording and corrective action
system architecture and process framework’.
B.5.2
The DRACAS programme has been subject to revised timescales following the
reclassification of Network Rail which has had an impact on procurement and the control
period funding arrangements. It is expected that there will be a delay of approximately
six months to delivery of the project. This will however allow more time for the
programme to develop.
B.5.3
The sub-group has been proactive in supporting and challenging Network Rail and its
contractors in the development of a DRACAS system. This intervention has brought
greater focus to the delivery of the programme with an increased likelihood that the
outputs will meet stakeholder expectations.
B.5.4
To date £250k has been spent on the project. The initial budget for the Discovery Phase
was set at £550k, but this was reduced through negotiations and efficiencies.
B.6
Vehicle Communications Advisory Group (VCAG)
B.6.1
The Vehicle Communications Advisory Group (VCAG) was re-established in 2012 to
address issues arising from using GSM-R voice applications, following the migration of
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system responsibility for GSM-R with the culmination of the Network Rail-led GSM-R
Programme. VCAG covers the voice and data systems for train communications
mandated in the CCS TSI.
B.6.2
System responsibility for GSM-R was due to be handed over from the GSM-R Programme
to VCAG during 2014. There is still no date agreed for handover which is partly driven by
how upgrades to GSM-R will be funded.
B.6.3
The GSM-R Service Operations Forum (SOF), established by Network Rail, is working
closely with VCAG to agree the transition of the management of the GSM-R project to
VCAG and to establish who will be responsible for the different aspects of the ongoing
monitoring and management of the GSM-R programme in the future.
B.6.4
There are ongoing issues with GSM-R interference but this is presently being mitigated
through a good relationship and cooperation with the mobile network operators.
However, this relationship could be adversely affected if the interference is not
addressed soon, especially considering that GSM-R is likely to be in place longer than
originally anticipated and there is a current commitment until 2030.
B.7
Train Protection Strategy Group (TPSG)
B.7.1
The Train Protection Strategy Group (TPSG) was formed in 2014 following re-scoping of
the Train Protection and Warning System Strategy Group to take into account other train
protection systems and the longer-term migration of train protections systems to ERTMS.
B.7.2
The purpose of the Train Protection Strategy Group is to:
B.7.3
B.7.4

Review the use of the TPWS system as information about the implementation of
ERTMS becomes available.

Develop the industry Train Protection Strategy as the risk changes and the mitigations
available to mitigate identified risks change.

Review the proposed migration of train protection systems to ERTMS, making
recommendations as / if necessary.
The RSSB Board has requested the group to specifically consider:

Whether the existing train protection systems continue to comply with the relevant
regulations and advise the industry as appropriate to ensure continued compliance
with the Railway Safety Regulations.

Whether the train protection systems remain fit for purpose in the long term given
that, on the basis of the implementation plan for new train protection systems
(ERTMS), the existing train protection systems may be in operation for some decades
to come and well beyond their initial life expectancy.

Review and advise the industry if the risk controlled by the current train protection
systems remains ALARP and if it is it likely to remain so in the future, notwithstanding
technical evolution.
TPSG has been involved with research project T1043 – Viability of ETCS limited
supervision for GB application, which is complete. The V/TC&C SIC is satisfied that the
research has provided enough information on the lack of a case for a wide fitment of
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ETCS Limited Supervision (LS) mode and a small number of scenarios where implementing
ETCS LS might be worthy of consideration for the GB railway. Therefore, no further
research is required and, if a specific location is found where ETCS LS is thought to be a
solution of interest, then the output of the research and the guidance provided could be
used to help take this forward.
B.7.5
TPSG has worked with the Office of Rail and Road (ORR) to demonstrate that the cost
benefit analysis that determines the cost of upgrading all trains to mitigate against TPWS
reset and continue risk is disproportionate to the benefit it brings. It is believed that ORR
representatives are content that a comprehensive analysis has been undertaken and the
assumptions are reasonable.
B.7.6
TPSG has worked with the ORR following the 2014 consultation on revisions to the
Railway Safety Regulations 1999. TPSG’s view was that the train protection requirements
are covered by Railways and Other Guided Transport Systems (Safety) Regulations 2006
(ROGS) and that the new regulations will just add additional red tape. The ORR view,
however, was that there is a political need to emphasise the importance of train
protection and also the industry was not united in its views.
B.7.7
The new regulations are proposed to also require operators (both Railway Undertakings
and Infrastructure Managers) to have a train protection management plan and the
guidance on these new proposals are to be discussed at the October 2015 meeting of the
Train Protection Strategy Group.
B.7.8
In conjunction with the revised regulations, the ORR is developing a Train Protection
Policy of which a first draft was shared with TPSG. This will be revised following feedback
from TPSG members.
B.8
Train Control Technical Sub Group (TCTSG)
B.8.1
The purpose of the TCTSG is to assist the railway industry, under the direction of V/TC&C
SIC, to manage technical and operational aspects of train control and train protection
systems and system interfaces. TCTSG specifically looks at:

Provide cost effective strategic guidance and management of train control system
interfaces.

Strategic guidance on obsolescence management.

Assisting in the continuous improvement of performance by:
o
monitoring system performance and failure statistics/data.
o
identifying issues for each of the systems within the group’s remit.
o
prioritising each issue against the risks to RAMS (Reliability, Availability,
Maintainability and Safety).
o
identifying solutions for the issues.
o
defining timescales for establishing solutions to the issues.
o
providing recommendations, for engineering solutions and control
measures to standard writers, duty holders and regulators.
o
disseminating improved understanding across the industry.
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o
seeking/receiving feedback from the industry on recommendations,
learning, needs etc.
B.8.2
TCTSG is charged with providing a strategic overview of the implementation on any
proposed change to train control system interfaces. For example, TCTSG has been
managing the review and update of Railway Group Standard GE/RT8075 AWS and TPWS
Interface Requirements and the associated guidance note and GE/GN8675. A revised
standard has been published incorporating minor changes, principally to the
requirements for AWS magnets provided in depots for test purposes. A forward plan for
future releases of GE/RT8075 is under development.
B.8.3
TCTSG has been the client group for research project T1043 - Suitability of ETCS limited
supervision for GB application. The report on this project has been published on SPARK
and the project was deemed useful, exploring a little understood area and identifying
potential types of route which might be considered for application of this form of control.
B.8.4
TCTSG has three sub-groups that report into it:

Track Circuit Assisters (TCA) Steering Group

Great Western ATP User Management Group (GWATP UMG)

Chiltern ATP User Management Group (CATP UMG)
B.8.5
The GW ATP and CATP UMG’s meet independently to review their ATP process. CATP
UMG has been reviewing changing the management of the process and have therefore
not met this year.
B.8.6
TCA SG has a specific update, below.
B.9
Track Circuit Assisters (TCA) Steering Group
B.9.1
The purpose of the TCA SG is to assist the railway industry in augmenting the TCA in
specific sections of the track where the wheel/rail electrical contact has been
experienced to be problematic or high leaf fall could be experienced. One of the key
areas of work the TCA SG has been responsible for is overview of the work on the risk
advisor tool and confirming its suitability.
B.9.2
The TCA SG has completed research project T579 - Minimising service disruption from
failures of track circuit actuators (assisters) in order that the tool can more fully benefit
industry. Trials took place with First Great Western, First Trans Pennine Express and
Arriva Trains Wales. Trials were due to take place in Scotland but these were de-scoped.
B.9.3
Results from trials at Clarbeston Road were unexpected; loss of detection took place for
approximately eight seconds. Although identified by the remote condition monitoring,
the loss of detection was not long enough for the signaller to detect. This led to a new
work stream, whose key conclusion was if using the risk advisor tool for assessment,
more caution is required where Aster track circuits are installed.
B.9.4
The deliverables took place in July 2015 and the project closed. The benefits of the
project were clear and much wider than the project itself.
B.9.5
The majority of the TCA SG’s work is now complete and it is therefore now dormant.
Remaining actions were transferred to the TCTSG as parent group.
TSLG October 2015 – Vehicle Train Control and Communications SIC Annual Report
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B.10
Radio Electronic Token Block (RETB) Working Group
B.10.1
The purpose of the RETB Working Group was to determine the future train control
strategy for routes currently controlled by RETB systems.
B.10.2
The entire new generation system for RETB was developed on the West Highland Line
(WHL) and in mid-April 2015 the front cab system was used successfully with some delay
to token exchange and a drop out of audio.
B.10.3
Signallers and drivers are now content with the audio quality and the Next Generation
Project Team are progressing to a full operational trial in June 2015. There is not 100%
coverage on the next generation system, but the coverage has incrementally improved
from the legacy system.
B.10.4
During the operational trial it is not planned to revert to the legacy system if there is an
issue. Ten radios will be deployed as part of the trial. The legacy system will be turned
off on the WHL by December 2015, as other operators will still be using the legacy system
until this time.
B.10.5
The RETB system is now a single duty holder system and as such does not fall under
RSSB’s remit. The RETB WG activities have transferred to the Next Generation Project
Team and the RETB WG is now closed.
TSLG October 2015 – Vehicle Train Control and Communications SIC Annual Report
Page 14 of 14