This page contains a Flash digital edition of a book.
SIGNALLING, POWER & TELECOMS


Image shows the Hitachi ETCS simulator.


“In terms of technical clarifi cation discussions, we’ve had telephone conferences with the groundside system specialists in Paris, and they’ve been very supportive and provided assistance through Network Rail. We worked collaboratively with Network Rail to make sure we got everything right before we actually turned on our equipment. We knew how it was going to perform, to avoid unforeseen problems.”


Testing and driver training


Hitachi kept its protected night-time paths for its testing until the end of July, plus still expects to offer demonstrations to senior people in the industry so they can “experience the Hitachi operation and system reliability”.


Tomlin explained:


“We’re at the mid- point at the moment and we’ve had some fantastic success with the connection and operation through the radio network.”


He also praised the quality of the balise communication and said the air-gap interface is working well. “We’re very much looking forward to fi nishing off our testing over the coming weeks.”


Network Rail has a contract with DB Schenker for the ETCS drivers required for this type of locomotive, Tomlin said. “It’s been a case of collaboratively working with Network Rail to ensure there are drivers at the right time to deliver our test programme.


“We’ve had good engagement with DB


Schenker, who have been feeding operational and driveability comments back to us.


“This is the fi rst time the drivers have actually seen a different system in the cab, as well. We’ve got a separate driver acknowledgement button to acknowledge any safety-related data on the DMI screen. That’s been a new thing for the drivers to learn, and it’s been accepted very well.”


Risk mitigation


The night-time tests have ensured there is the least possible risk of any impact on passenger operations. Tomlin said: “That’s been an important part of the test programme with Network Rail, to understand what the risk is of bringing another


supplier


onto the network and ensuring those risks are mitigated correctly.


“You could get drop-outs – system failures or crashes – but we haven’t experienced any of that as part of this testing, which Network Rail are pleased with. The entire Cambrian line system has operated very well and remained stable during the testing.”


ERTMS roll-out


The potential customers for Hitachi’s technology include the owners and operators of virtually every rail vehicle on the network, Tomlin said: ROSCOs, freight operators, Network Rail and its National Delivery Service (NDS), heritage companies, and so on. “There’s a whole wave of engineering and tendering coming up as we speak, and we’re actively


Tomlin discussed the national programme to roll out ETCS/ERTMS, fi rstly on the Great Western Main Line and the East Coast Main Line – the two lines that Hitachi’s new rolling stock under the IEP will be running on, in fact.


The GWML system is to be overlaid, retaining traditional signals for unfi tted trains, by 2018, while parts of the ECML are to undergo a full ETCS groundside conversion with the signals removed, necessitating in-cab signalling.


“That is from 2019,” Tomlin said, “therefore, any rolling stock wanting to run on the portion of fi tted line will need to have on-board ETCS.


“Hence the reason that, over the last year, there’s been a lot of communications and people waking up to the fact that ETCS is becoming the day-job.”


Tomlin said the potential benefi ts are huge, from train operation and reliability to reducing lineside infrastructure and so both cost and the potential for theft and vandalism.


“It’s about transferring systems on board the train and reaping the benefi ts of that,” he said.


www.hitachirail-eu.com/v-train-3_56.html TELL US WHAT YOU THINK


rail technology magazine Aug/Sep 13 | 67


engaged with some of that at the moment.”


He added: “For us, the success of this project feeds into our rolling stock projects – for instance IEP – and potentially other projects that we’re working on at the moment.


“But also, the future of V-Train 3 is to retain the equipment on the train. The end goal is to fi nish the trial and to achieve the safety approvals that we need.”


Page 1  |  Page 2  |  Page 3  |  Page 4  |  Page 5  |  Page 6  |  Page 7  |  Page 8  |  Page 9  |  Page 10  |  Page 11  |  Page 12  |  Page 13  |  Page 14  |  Page 15  |  Page 16  |  Page 17  |  Page 18  |  Page 19  |  Page 20  |  Page 21  |  Page 22  |  Page 23  |  Page 24  |  Page 25  |  Page 26  |  Page 27  |  Page 28  |  Page 29  |  Page 30  |  Page 31  |  Page 32  |  Page 33  |  Page 34  |  Page 35  |  Page 36  |  Page 37  |  Page 38  |  Page 39  |  Page 40  |  Page 41  |  Page 42  |  Page 43  |  Page 44  |  Page 45  |  Page 46  |  Page 47  |  Page 48  |  Page 49  |  Page 50  |  Page 51  |  Page 52  |  Page 53  |  Page 54  |  Page 55  |  Page 56  |  Page 57  |  Page 58  |  Page 59  |  Page 60  |  Page 61  |  Page 62  |  Page 63  |  Page 64  |  Page 65  |  Page 66  |  Page 67  |  Page 68  |  Page 69  |  Page 70  |  Page 71  |  Page 72  |  Page 73  |  Page 74  |  Page 75  |  Page 76  |  Page 77  |  Page 78  |  Page 79  |  Page 80  |  Page 81  |  Page 82  |  Page 83  |  Page 84  |  Page 85  |  Page 86  |  Page 87  |  Page 88  |  Page 89  |  Page 90  |  Page 91  |  Page 92