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ROLLING STOCK SPECIAL


Experts have now developed technology that ‘listens’ to trains as they run over tracks to ensure that the vehicle is running properly. Engineering directorChristian Roth explained the technology.


T


here are many technologically ad- vanced systems in operation to


ensure the safe and efficient running of Britain’s railways. Now a team of experts has developed a device which checks whether a train’s undercarriage compo- nents are working properly - by listening to them.


The need for this kind of equipment has existed on the railways for a long time, ac- cording to Christian Roth, engineering di- rector of South West Trains, which has the first permanent installation of the technol- ogy in Europe.


He said: “Axle and traction motor bear- ings have not been monitored with sensor equipment because generally the bearing itself was much longer than the sensory equipment which could be used on them. Therefore having a sensor on the axle or on the traction motor itself usually doesn’t work.


“If a traction motor bearing or an axle bear- ing fails and an axle is locking up, usually you have to take the train out of the area, which causes a significant amount of dis- ruption. Whilst the bearing itself is a very reliable piece of equipment, if one does fail then the implications for train services are quite severe.


“This type of technology has been devel- oped on the Australian railway where there is a long-distance freight service - for this kind of freight service it is important to have this kind of sensor monitoring any problems on the trains, a long time before something goes wrong.


“Otherwise you will have a train sitting in the outback and nobody can get there.


“So the technology was developed in Australia and now there has been a small pilot scheme in Britain on the seven- strong Electrostar fleet. This was only car- ried out for a short time but from that trial we found out about that technology and so South West Trains, Network Rail, Siemens and the supplier worked together to make the technology suitable for use on South West Trains.”


The technology, called RailBAM® works


to the current timetable we are hoping to have that available this year.”


firstly by measuring the speed of the train as it goes by, Roth explained: “The speed of the train has a direct relation to the frequency and turning speed of the axle itself. Then, because the technology has a normalised diagram of what the frequency should be with a certain range, if the train makes a different noise level than what is acceptable within that frequency range, the system triggers an alarm.


“That then allows the engineers to evalu- ate things such as whether the train has a previous history and then to give advice to the depots to say that a particular axle bearing must be checked and which side of the bearing is being affected.”


Given the focus that managers running Britain’s railways put on safety and ef- ficiency, it is easy to see why this kind of system could be useful.


Roth agreed: “From South West Trains’ point of view, we have implemented that scheme on a stretch of track which most of our long-distance trains run over. We’re in discussions with Network Rail to install a second system in the area of Mortlake.


“Once that is installed it will allow us to capture all of our suburban fleet as well, because they would all run over that corri- dor on their way to Reading, Windsor and Hounslow. We are currently carrying out a feasibility exercise for that and working


According to Roth, the new systems will bring with them many benefits: “From a passenger point of view it definitely reduc- es disruption. Usually, if something goes wrong it results in the delay of the train in- volved but if it happens in the London area then there would be a significant knock-on effect to other trains.


“So by improving our data and therefore knowledge of which trains need attention, the system usually gives a warning around four weeks before any incident will hap- pen. We are giving ourselves lots of time to get the train back to depot and exchange the faulty components.


“From a maintenance point of view we are also maximising the use of our resources because we are having to deal less with trains after they have failed.”


Technology costs money but do the ben- efits outweigh the costs?


“I think that it certainly is cost effective,” Roth insists. “It’s given benefits to the maintainer of the fleet, which in some cases is Siemens and some cases our- selves. It gives ben- efits to Network Rail and it gives benefits to the passengers from a punctuality point of view.”


Christian Roth


FOR MORE INFORMATION www.southwesttrains.co.uk/RailBAM.aspx


rail technology magazine Feb/Mar 11 | 29


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