ISSUE 01 | FEBRUARY 2021

GLOBALRAILWAYREVIEW.COM

UNDERSTANDING THE RISKS OF FIRE TO

RAIL ASSETS AND HOW TO CONTROL
EMERGENCY SITUATIONS

Metrolinx expansion, Maintaining and safeguarding Ireland’s Minister

VIA Rail modernisation, rail electrification and of Transport on the
future of U.S. rail freight cabling systems future plans for rail
READY FOR
ALL NETWORKS
m at i s a .ch
 WELCOME

2021 - the European Year of Rail has begun

WHILST WE CANNOT forget the troubles
and difficulties of 2020, nor can we
ignore that the pandemic is still placing
immense strain on the rail sector, we are
now fully into the ‘European Year of Rail’,
and it is one of huge importance.
In the European Union (EU), rail
transport is responsible for less than
0.5 per cent of transport-related
greenhouse gas emissions, making
it one of the most sustainable forms
of passenger and freight transport.
CRAIG WATERS In addition, we all know how extremely
EDITOR
cwaters@russellpublishing.com
safe it is to travel by rail, and how it helps
to connect people and businesses.
But, despite all of these advantages, the European Commission
(EC) says that approximately just seven per cent of passengers and
11 per cent of goods are transported by rail in the EU.
So, it is welcome news that the ‘European Year of Rail’
– an EC initiative – will set out to highlight the benefits of rail as
a sustainable, smart and safe means of transport.
Writing for Global Railway Review online in January
2021, Adina Vălean, the European Commissioner for Transport,
explained the key activities that we can expect this year, including:
An action plan to boost long-distance passenger rail transport;
details about a proposal for a future European Rail Joint
Undertaking; the revision of the guidelines of the Trans-European
Transport Network (TEN-T) in order to be better aligned with the
Rail Freight Corridors; and the launch of a rail connectivity index,
which will aim to measure the level of integration achieved on
Europe’s rail network and the potential of rail to compete with
other modes of transport.
While a lot of attention this year will, of course, be on rail’s strategy
to continually adapt to, and recover from, the pandemic – it will be
exciting to see how the rail sector navigates through this important
year, which the European Commissioner for Transport calls
“an opportunity to re-discover this mode of transport”.
Don’t forget that our website includes online-only exclusive
content, including news updates, in-depth articles and
interviews with rail industry experts. Make sure that you also join
and engage with our groups on all main social media platforms
–  simply search for Global Railway Review. 

Contents
02 MINISTER STATEMENT
Back to the future: Ireland’s
rail network is on the cusp
of a new dawn
Eamon Ryan, Minister of Transport, Ireland

04 REGIONAL FOCUS: NORTH AMERICA

Opportunities ahead for
U.S. rail freight
Ian Jefferies, President & CEO, Association
IN-DEPTH FOCUS
of American Railroads (AAR)

06 REGIONAL FOCUS: NORTH AMERICA ELECTRIFICATION & CABLING

GO Expansion Program:
Providing a range of rail
improvements across the GHTA
14 Cable theft – far from
a victimless crime
IN-DEPTH FOCUS
James Nattrass, Director of Incident
Helena Ashberry, Network Program Management & Operational Security,
Sponsor for the GO Expansion
Program, Metrolinx
Network Rail FIRE SAFETY

09 REGIONAL FOCUS: NORTH AMERICA

Bringing VIA Rail to the next
17
level: New fleet and new railway
Cynthia Garneau, President & Chief
Embracing electrification to
build a sustainable rail service
36 Ensuring the safety
of the Brenner Base Tunnel
Menno van Limburg, EAM Director
construction sites
of Electrification, Metrolinx Erwin Reichel, Tunnel Safety Coordinator,
Brenner Base Tunnel

20
Executive Officer, VIA Rail Canada

42
Supporting railway cable

28 REGIONAL FOCUS: NORTH AMERICA
Climate and the courts:
How climate change legislation is
affecting transport infrastructure
Beth Fryer, Legal Counsel, Atkins
performance and ongoing
surveillance for safer networks
Jaya Skandamoorthy, Regional Technical
Manager, UK & Europe, British Approvals
Service for Cables (BASEC)
Train fires: Understanding the
risks and controlling them
Neil Dinmore, Principal Engineer
of Structures and Materials, Rail Safety
and Standards Board (RSSB)

32 SUSTAINABILITY
HS1’s environmental and
sustainability commitments
Dyan Crowther, CEO and Richard Thorp,
Engineering Director, HS1 Ltd
23 MVDC-ERS: The next generation
of railway electrification systems
46 Fire safety and emergency
management on the Gautrain
Pietro Tricoli, Head of the Power Electronics
Rapid Rail Link
Group, Birmingham Centre for Railway Chelina Bodhie, Senior Manager for Safety,
Health, Environment & Quality, Gautrain
Research and Education (BCRRE) and Sina
Management Agency
Sharifi, BCRRE member

@GlobalRailway
1
 MINISTER STATEMENT
Back to the future:
Ireland's rail network is
on the cusp of a new dawn
Eamon Ryan, Ireland’s Minister of Transport, anticipates the future plans for rail within
Ireland in the coming years, with a focus on the island as a whole in delivering a more
connected, sustainable and reliable public transport offering.
IN 1834, IRELAND’S first rail service began in
Dublin, linking the city centre with Dún Laoghaire,
a suburb to the south east. It is fair to say that the
intervening 187 years have brought fluctuating
circumstances for rail in Ireland; with rapid
expansion, followed by later retrenchment of
services and networks and, in more recent years,
rapid growth in passenger numbers.
The European Union (EU) has designated
2021 as the European Year of Rail, and it is
fitting that this year we will launch a strategic
review of the rail network across the island
of Ireland, examining its potential to provide
improved sustainable mobility options for both
passengers and freight. This review will be carried
out in co-operation with our colleagues in the
Northern Ireland Executive and will represent
the first ever all-island examination of the role of
rail in enhancing inter‑urban and inter-regional
connectivity. The review will also set out a pathway
to the decarbonisation of our mainline rail network
and ensure that our inter-urban rail services
become greener and cleaner in the years ahead.
However, this year will also see significant
progress in relation to commuter rail. In the
Greater Dublin Area, a massive, multi‑billion euro
investment programme, known as DART+, will be
brought forward for the government’s approval.
This investment programme will be the largest ever
in the history of the Irish rail network and
will see the electrified DART service
and infrastructure extended across the Greater
Dublin Area, with the result that over 70 per cent of
all passenger journeys on the entire network will be
electrified once the programme is completed.
That programme will be supported by the
new National Train Control Centre, currently
under construction, which will overhaul our train
management system and provide a modernised
and expanded system to cater for the huge
2 globalrailwayreview.com
EAMON RYAN TD
Eamon is the Minister for
Transport and the Minister
for the Environment, Climate
and Communications in the Irish
Government. He was appointed
to these roles in June 2020. He
is currently leader of the Green
Party/Comhaontas Glas. He
studied commerce in UCD before
taking a job managing a marketing
course in the university’s
School of Business. He went
on to found a cycling tourism
company in the late 1980s and,
in 1996, won the Ernst & Young
Entrepreneur of the Year award.
He was the founding Chairperson
of the Dublin Cycling Campaign
and began his political career as
a Dublin City Councillor for the
Rathgar-Rathmines ward. He then
went on to serve both as a TD for
Dublin South and as a Government
Minister for Communications,
Energy and Natural Resources.
In recent years, he has worked for
a European climate organisation
and chaired the digital policy group
in the Institute of International and
European  Affairs.
increases in services planned across the network.
Prior to the completion of the DART+ programme,
the Greater Dublin Area commuter network will also
benefit with the introduction next year of 41 new
carriages to the existing commuter fleet, which are
currently under construction.
However, I want to see improvements across
the country and, as part of our new National
Development Plan, to be published later in
2021, I am planning to bring forward commuter
rail proposals in Cork, Galway and Limerick.
In Waterford, the government has already
committed to funding the relocation of the rail
station to act as an enabler of transport-led
development, and I am firmly of the belief that
properly planned rail development in all our major
cities, in line with their metropolitan area transport
strategies, can enable transport-led development
across the country that results in a more
sustainable Ireland for everyone.
I am glad to say that we’re also investing heavily
in the maintenance and renewal of the existing
network, with over €1 billion to be invested by
the infrastructure manager between 2020 and
2024 in renewing the network across the country,
improving service reliability and maintaining our
excellent safety record.
We have committed to reducing our transport
emissions by 51 per cent by 2030, and this will be
achieved by improving connectivity across public
transport services, greening our infrastructure and
providing more sustainable transport choices for
the public. We can help people to get out of their
cars by linking rail and bus routes and providing
high quality active travel infrastructure, which will
make a difference to communities nationwide.
As you can tell, 2021 promises to be a great
year for rail in Ireland, and I look forward to
working with the rail industry in the years ahead
in delivering upon this ambition.
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 REGIONAL FOCUS: NORTH AMERICA

Opportunities
ahead for U.S.
rail freight
Ian Jefferies, President and CEO of the
Association of American Railroads (AAR), outlines
the significant role that rail freight played during the
COVID-19 pandemic, and how, in the years to come,
this role will only continue to grow and develop in
order to support a prosperous future for railroads,
their customers and the economy.

the economy.
In sum, railroads’ diverse and skilled employees,

T
HE BOOK IS closed on 2020 and, for U.S.
rail freight operators represented by the
Association of American Railroads (AAR),
the takeaway is clear: While unprecedented
challenges at times depressed rail traffic and
changed the way that railroads and their employees
operate, these companies – buoyed by decades of
private investment and the world’s best infrastructure
– adapted to keep employees safe and goods moving
for the communities and customers that they serve.
Because railroads The results were impressive. By midyear, and
provide an especially through the fourth quarter, traffic was
environmentally on the road to recovery, back from the depths
efficient way to move of the volume trough experienced earlier in
goods across the U.S., 2020. Several commodities made up ground
to return to near-normal levels. Three traffic
the industry will
segments, in particular – intermodal (linked closely
advance the fact that to ecommerce and international trade), grain and
it can help mitigate auto manufacturing – helped to lead an economic
climate change. recovery not just within rail, but more broadly across
paired with nimble operating plans, maintained
a critical link to American businesses and society in
order to do their part to weather the COVID-19 storm.
Looking forward, clear opportunities exist for
railroads to grow their business, evolve technologically
and achieve meaningful public policy wins.
The growth story
“Although freight rail companies are incredibly
successful today, the railroad of tomorrow is
going to be vastly different,” says Patrick Lortie1,
Partner and Global Rail Leader at Oliver Wyman.
“They’re absolutely on the cusp of big transformational
change, which is terribly exciting and creates a lot of
opportunities for innovation to meet the demand.”
Indeed, structural changes in traffic patterns
have been long-afoot, and railroads are continuing
to make strides to offer truck-like services at more
competitive rates. Certainly, improved customer
service undergirds this effort - specifically efforts
to improve velocity, reliability and visibility.

4 globalrailwayreview.com

We saw some positive signs through
intermodal shipments in 2020. With retailers
continuing to restock their inventory and strong
seasonal e-commerce demand, railroads closed
2020 consistently exceeding 2018 levels – which were
six to 10 per cent above comparable 2019 volumes.
New research from the Northwestern University
Transportation Research Center (NUTC) shows that this
is no accident. Railroads directly won business from
new retail customers, leveraging available capacity and
seizing a clear market opportunity. Preliminary findings
show that the market is here to stay.
We are bullish that this can continue in 2021 and
beyond – not just in intermodal, but across other
traffic segments. Carriers are committed to growth,
even as they take slightly different paths to get there.
Evolving for the future
Also key to the industry’s ability to safely
meet demand in the future is the continued
development and deployment of technology.
As one Class I CEO put it recently2, the industry
strives to be a technology leader, not just
a transportation provider.
Petabytes of data gathered from continuous rail
inspection exemplify the future.
Before this technology was used across the
system, track inspections were time and labour
intensive. Continuous rail inspection technology
can detect tiny defects invisible to the human eye,
while enabling railroads to inspect up to eight times
as much track each day. The new approach shows
that efficiency does not compromise safety.
Customers win, too, as a safer network is a more
reliable one. Previous regulations required test
vehicles to frequently stop and perform manual
inspections, forcing nearby trains – both freight
and passenger – to slow down, leading to delays.
Conducting inspections with technology integrated
into trains will prevent such interruptions and create
a more fluid, consistent system, all the while enabling
vastly more track to be inspected more often.
Better overall network operations is the net result.
The huge volume of data collected is analysed
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 01
by computer programmes capable of predictive
analytics. Today, freight rail companies are using this
data to identify trends and forecast when tracks need
maintenance and schedule it for the optimal time,
ensuring that the network remains safe while further
reducing service disruptions related to maintenance.
Public policy opportunities
With a new administration and Congress in the U.S.
capital, railroads will also be looking to help shape IAN JEFFERIES
public policy for the betterment of the country.
As the Association of
This is especially true in two areas: Reducing U.S.
American Railroads’ (AAR)
greenhouse gas emissions and jumpstarting key President and CEO, which is
parts of the U.S. economy. a role he took on in 2019, Ian
Because railroads provide an environmentally Jefferies 4 advocates for and
efficient way to move goods across the U.S., the works with member railroads
to ensure the long-term
industry will advance the fact that it can help
viability of America’s railroad
mitigate climate change. industry. Ian has more than
The question among policymakers should a decade of experience
be: How can we move more goods via rail to reduce working in government.
carbon emissions? We believe that policies that From 2009 to 2013, he
served as a Senior Policy
incentivise freight-by-rail movements can serve as
Advisor to the Chairman of
a tool to help the environment. the U.S. Senate Committee
Separately, more must be done to remedy our on Commerce, Science and
uneven economic recovery. Industries such as Transportation and, from
manufacturing, agriculture and construction deserve 2013 to 2019, he was AAR’s
Senior Vice President of
particular attention. By maintaining existing policies3
Government Affairs.
that ensure continued private rail investment and
viability, railroads will continue to offer affordable
and reliable services to sectors and support the
recovery of the overall industrial economy. But REFERENCES
they will also work with customers and lawmakers
to advance policies – such as sensible trade 1. www.oliverwyman.com/our-
expertise/insights/2019/oct/rail-is-
measures – that can spur needed growth. ready-for-fiercer-competition.html
2. https://trn.trains.com/news/news-
Conclusion wire/2021/01/06-squires-expects-
norfolk-southern-to-rebound-from-
Railroads are eager to help to meet the nation’s
tough-year
biggest challenges and remain optimistic, driving
3. www.aar.org/campaigns/the-
towards a future in which freight demand will staggers-rail-act-40th-anniversary
continue to increase. The lessons learned from 4. www.globalrailwayreview.com/
2020 will shape a prosperous future for 2021 – for people/ian-jefferies
railroads, their customers and the economy.
Railroads’ diverse and skilled employees,
paired with nimble operating plans,
have helped to maintain a critical
link to American businesses and
society during COVID-19
5
 REGIONAL FOCUS: NORTH AMERICA

GO Expansion
Program: Providing
a range of rail
improvements
across the GHTA

Helena Ashberry, the Network Program Sponsor for the GO Expansion

Program at Metrolinx, explains that, by leveraging an existing network
of over 400km of railway, the GO Expansion Program will unlock the
potential of the Greater Toronto and Hamilton Area (GHTA) region.

T
RAIN BY TRAIN, bus by bus and route
by route, Metrolinx has long committed
to improving and evolving transit across
Canada’s most populated region.
Now, even during a pandemic that has stopped
or slowed so many things, that work is taking on
a whole new energy.
Plans for the GO Transit expansion combine
to become one of the largest people-moving
builds in Canadian history – and that work is not
slowing down, as preparations are made to move
people through the region for decades to come.
This increased capacity is vital for the future success
of the Greater Toronto and Hamilton Area (GTHA).
Transforming the GO Rail network
Now, thanks to a huge investment in infrastructure,
Metrolinx is building a transit service that will change
life across the region through the GO Expansion Metrolinx is building
Program – working to quadruple the GO Rail service a transit service that
and improve the customer experience. will change life across
The GO Expansion Program will provide faster and the region through the
more convenient transit for the Golden Horseshoe
GO Expansion
Region. New train technology on the busiest lines
– Barrie, Lakeshore, Stouffville and Kitchener – will
Program – working to
accommodate faster trains, offering all-day trips, going quadruple the GO Rail
two ways, as frequently as every 15 minutes in core service and improve
areas. The Milton and Richmond Hill lines will also be the customer
upgraded to offer up to 30 per cent more services. experience.

6 globalrailwayreview.com
 Global Railway Review  |  Volume 27, Issue 01

will now be more about connecting the different

cities in the GTHA, with organisations and businesses
seeing more decentralisation in the years to come.

An agency of the government of Ontario

The new Bloomington GO Station will open in spring 2021,
providing more regional travel options Metrolinx, an agency of the government of
Ontario, was created in 2006 to improve the
coordination and integration of all modes of
transportation in the GTHA.
The GO Expansion Program is already underway, It operates GO Transit, the regional public transit
making incremental improvements year after service. GO’s distinctive green and white trains
year. Services have been increased by 33 per cent and buses serve a population of more than seven
– a jump of more than 400 weekly GO train million across more than 11,000km, from its hub
trips – in the past two years, prior to the pandemic. at Union Station in downtown Toronto.
By leveraging an existing network of over 400km In operation since 1967, GO has evolved from
of railway, the GO Expansion Program will unlock a single train line along Lake Ontario’s shoreline
the potential of the region. More than a rush hour into an extensive network of train lines and bus
commuter service, GO will offer more services routes that carry more than 70 million passengers HELENA ASHBERRY
with faster trains, more stations and seamless a year and connects to every municipal transit
Helena is a senior leader in
connections to a regional rapid transit network. system in the GTHA.
the Planning, Development
In 2009, GO Transit merged with Metrolinx to
and Sponsorship
Adjusting to the pandemic combine both organisations’ expertise in strategy, Group in Metrolinx.
Metrolinx is also one of the fastest growing transit planning, operations and the implementation of She is responsible
services in North America and, pre-COVID-19, GO building transit projects faster and better, all while for the sponsorship of
the multi-billion dollar
ridership was at record levels. Of course, adjusting improving the customer experience.
Design, Build, Operate
to life during the COVID-19 pandemic has been
and Maintain ‘On Corridor’
a challenge for the transit agency, as it has for most Making progress Works Program. As
other sectors. To sustain a service that customers can Metrolinx continues to deliver major infrastructure a Program Sponsor,
rely on, Metrolinx, like many transit operators, has around the region and is maintaining significant Helena ensures that the
programme is set up to
had to reduce its train and bus services. Despite this, progress, even during the COVID-19 pandemic.
deliver and protects the
planning and construction hasn’t slowed down. Working with various contractors, work continues
benefits of the programme
Both the province and Metrolinx understand across all sites – and we continue to celebrate through delivery. Helena
that investing in transit is critical in supporting the this progress along the way. This includes the has over 27 years of
economy. This investment is especially significant recent opening of the Cooksville GO Station, and railroad experience, both
in the private and public
now, as the impacts of the pandemic are truly a brand‑new Union Station Bus Terminal in the
sectors in Canada and
realised. Evolving and growing the system will heart of Toronto, as well as the upcoming openings
the UK. Specialising in
support the creation of new jobs, unlock more of the Kipling Transit Hub and the Bloomington GO railway signalling project
business opportunities and support economic Station in the months ahead. delivery for much of her
development for decades to come. It is important to stress that the GO Expansion career, Helena moved
into the more generalised
Metrolinx understands the future ‘normal’ may Program is about incremental service delivery and the
role of Sponsorship
look different, as people continue to adjust their infrastructure needed to increase capacity across
in 2017. Helena holds
work and commuting patterns. Investments such the GTHA region. Metrolinx is already well on the way to a Master of Science
as the GO Expansion Program are now needed making transit the easier option, not only by increasing in Rail Systems
more than ever, because the travel patterns of the service where possible, but also through significant Engineering degree and
a Bachelor of Engineering
future will be two-way all-day, and much less about infrastructure improvements around the region.
(Electronics) degree.
commuter peaks in the mornings and evenings. This This includes: 19 stations currently under

@GlobalRailway
7
 REGIONAL FOCUS: NORTH AMERICA
The GO Expansion
Program is set to
become one of
the biggest transit
infrastructure
builds in Canada.
By leveraging an existing network of over
400km of railway, the GO Expansion Program
will unlock the potential of the region
8 globalrailwayreview.com
construction (one recently opened); 29 stations
slated for early station improvements (including
customer service and safety improvements, such as
public announcement (PA) systems, platform edge
tiles and display boards); three corridors with track
work underway; signal enhancements; three grade
separations; and two tunnel/bridge expansions.
Moving forward with the GO Expansion Program
will leverage Metrolinx’s existing network and
unlock the potential of the region to provide
a range of benefits and opportunities, including:
„ More trips: 6,000 weekly trips, two times as
many rush-hour options and three times
as many off‑peak options
„ Faster service: Electric trains, which accelerate
and decelerate faster, and the introduction of
additional express services could save up to
20 minutes per day
„ Higher frequency: No need to check a schedule
with services every 15 minutes or better, in both
directions, all day
„ More capacity: Doubling regional commuter
capacity equivalent to nine highways the size
of the 401
„ Reduced congestion: More trains means reduced
congestion across the region, taking close to
145,000 car trips per day off the road
„ Create jobs: An estimated 8,300 annual jobs will
be created for the first 12 years of delivery in
construction and supply-chain industries
„ Saving taxpayers money: All operating costs
will be covered with fare box revenue. GO Rail’s
revenues will exceed 110 per cent of operating
costs over the next 60 years
„ Increased ridership: More options and faster
GO’s distinctive green and white trains
trains will increase peak and off-peak service.
Why is Metrolinx undertaking
such massive change?
It’s simple: The current transportation network cannot
meet the needs of a growing region, and the GTHA
is one of the fastest growing city-regions in North
America. The regional transportation network has an
important role to play in ensuring that the region can
manage this significant growth.
By 2055, annual ridership is expected to exceed
200 million (compared to 105 million without the GO
Expansion Program). The ridership gain includes nearly
60 million additional off-peak and counter peak trips,
representing a net increase of 210 per cent.
Metrolinx also recognises the importance of
innovation in this work – drawing on global examples
of rapid rail (such as those in Paris, London, Tokyo and
Sydney) and being open to new ideas and evolved
thinking. Metrolinx has regular conversations with the
market and other transit agencies around the globe.
Understanding what the market can support today
and into the future will be critical to the success of this
historic build.
The GO Expansion Program is set to become one
of the biggest transit infrastructure builds in Canada.
The scope of the work is massive, but the benefits are
even more monumental, as we look to change the way
that people use transit by providing more options and
delivering services that people can use to get to where
they need to go.
By offering improved services across the region
- with competitive travel times, expanded capacity
and improved mode integration - Metrolinx will also
see increased revenue generation, that can, in turn,
cover the operations and maintenance costs of this
transformed system.
Metrolinx is building now to meet the needs of
tomorrow – and transforming the current GO network
into a rapid rail system is the solution.

© VIA Rail Canada
Bringing VIA Rail to the next level:
New fleet and new railway
Cynthia Garneau, President and Chief Executive Officer of VIA Rail Canada, details
the ambition behind restoring the critical role of passenger rail in Canada.
T
HE HISTORY of rail is intimately linked to that
of Canada. The initial national railroad was
built with the intent to connect communities
in order to move goods and people,
therefore playing a crucial role in the socio-economic
development of this vast country.
Now, after five consecutive years of ridership and revenue
growth up until 2019, VIA Rail Canada (VIA Rail) is reaching
a new milestone: Restoring the critical role of passenger rail
by changing the way that we are moving forward.
Giving passenger rail a second life
Since 2014, VIA Rail’s ridership and revenues had
continuously been growing, and had culminated with
very promising results in 2019: More than five million
@GlobalRailway
REGIONAL FOCUS: NORTH AMERICA
passengers travelled onboard our trains, a record of
the past 30 years, and revenues surpassed $400 million,
a first in our history.
The 32 per cent ridership increase (between
2014 and 2019) reflected the renewed interest of
Canadians for the train. However, it demonstrated
another key element: That passenger rail had, yet
again, become a viable transportation option for a wide
array of customers. Whether it be businesspeople,
students or tourists, the safe, sustainable, accessible,
efficient and comfortable experience offered was
convincing more and more Canadians to pick rail.
2020 then came with its share of challenges, rocking
society to its core. From the blockades in February
2020 to the ongoing pandemic, VIA Rail was severely
9
 REGIONAL FOCUS: NORTH AMERICA
Right: Starting in 2022, VIA Rail will
welcome passengers onto the first
of 32 state-of-the-art bidirectional
trainsets for use in the provinces of
Québec and Ontario
CYNTHIA GARNEAU
Cynthia joined VIA Rail
Canada as President and
Chief Executive Officer in May
2019. Prior to this, she was
President of Bell Helicopter
Textron Canada Ltd. With
over 20 years’ experience
in the aerospace industry,
she has led projects in areas
including Supply Chain
Management, Corporate
Affairs and Government
Relations. Cynthia has
served on boards including
the Aerospace Industries
Association of Canada,
Aéro Montréal Aerospace
Cluster in Quebec and the
Fondation de l'Hôpital
Régional de St-Jérôme. She
holds bachelor’s degrees in
Specialised Education and
Law, both from Sherbrooke
University, and has been
a member of the Québec Bar
since 1994.
Map of VIA Rail’s network
10
© VIA Rail Canada
impacted, like
others in the
transportation industry and
beyond. While we continue to
manage the impacts of the pandemic,
these consecutive crises highlighted our
resiliency and determination – which will be crucial
in starting VIA Rail’s next chapter.
Without any doubt, 2020 brought unique
hardships and lessons. However, we never lost sight
of our future and of our vision to be the smarter
way to move people – and the answer to fulfilling
it lies in our mission: Passengers first.
Our mission: Passengers first
Passengers are at the heart of everything we do, and
we always strive to answer and exceed, to the best of
our abilities, their expectations. This is in part achieved
by constantly working on improving our services and
finding better ways to connect Canadian communities.
From environmental to social and economic
considerations, our objective is to continuously
align with our passengers’ needs. Whether it be
the reduction of road congestion, or using a more
sustainable and efficient means of transportation, our
customers find what they are looking for in the train.
But we cannot stop there, and while there is
great potential in today’s service offering, fulfilling
our mission and restoring the critical role of
passenger rail depends on two factors, which are
at the source of our growth. First, our access to the
infrastructure. VIA Rail only owns three per cent of
the tracks on which it operates, sharing access with
freight operators, which in turn impacts schedules,
frequencies and, therefore, the overall number of
seats that we can offer across the network. Second,
our aging equipment affects the level of comfort
that we are able to provide to our passengers.
For all these reasons, we have been
working for several years now on our
modernisation programme, which will, undoubtedly,
transform passenger rail service in Canada.
Modernising passenger rail service in Canada
Despite the pandemic, we have been advancing
on our various modernisation projects to enhance
several aspects of the customer experience.
First, the Heritage Fleet Refurbishment Program
consists of modernising and refurbishing HEP cars.
Using the ‘reuse-recycle-repurpose’ approach, we
are improving the interior design and comfort
of our train cars, which will be deployed on VIA
Rail’s various routes, such as, amongst others, the
Canadian, the Ocean and some regional routes.
We have also been hard at work on our Corridor
Fleet Replacement Program. Starting in 2022, we
will be welcoming passengers onto the first of
32 state-of-the-art bidirectional trainsets for use in the
provinces of Québec and Ontario, where we served
more than 4.7 million passengers in 2019. From
© VIA Rail Canada
© VIA Rail Canada
globalrailwayreview.com
universal accessibility and wider seats, to the use of
some of the most energy-efficient technology around,
VIA Rail will provide a greener, more accessible and
more efficient travel experience to Canadians.
Finally, our modernisation programme would
not be whole without our flagship project:
High Frequency Rail (HFR), a large-scale and
environmentally friendly endeavour which consists
of upgrading and building new tracks dedicated
to passenger trains between Québec City and
Toronto. This will allow to connect more – and new
– communities together, provide more departures,
improve on-time performance and reduce trip times.
Furthermore, HFR will have a substantial economic
impact and will also significantly contribute to the
reduction of road congestion and, thus, greenhouse
gas (GHG) emissions. We are hopeful of receiving
a favourable response from the Federal Government
soon in order to move ahead with the project.
Undoubtedly, these large-scale initiatives centred
around the needs of customers are another step to
restoring the critical role of passenger rail service
in Canada.

Canada: A rail nation

We must not forget that this country is a rail nation.
MILLING
When looking ahead, the past always shines a light
on what the next steps are. By providing sustainable
PERFORMANCE
travel solutions, we are modernising passenger rail
service in Canada and, beyond that, we are returning
ON TRACK
to one of the basic elements around which the
original railroad was created: Connecting as many
communities as possible, from coast to coast. High Quality Maintenance Service
Today, as the national passenger rail service, for Metros and Light Rail Systems
we have a responsibility to further that legacy.
Our modernisation projects - more specifically,
HFR - were conceptualised with the same
nation‑building mindset as the original Canadian
Railway. Over a century later, travel is changing,
and so are we, but our raison d’être remains. The MG11 is an on track high performance milling
Let’s act today for a more promising tomorrow.  machine with adjustable track gauge used for rail
processing in track and turnouts. This machine has one
milling and one grinding unit per rail and removes a
configurable amount of material up to 1 mm per pass.
The grinding unit ensures that the milled surface is
smooth. The main areas of application are the
maintenance of metros, light rail systems and other
urban transport track infrastructure.
© VIA Rail Canada

voestalpine Track Solutions

www.voestalpine.com/railway-systems

@GlobalRailway

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Surname: UNDERSTANDING THE RISKS OF FIRE TO
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Published February 2021.
ELECTRIFICATION
& CABLING
Cable and electrification systems are vital components of railway networks
that need maintaining and safeguarding in order to ensure that passenger and
freight trains can operate efficiently. This In-Depth Focus covers developments
in electrification projects, exploring: How medium voltage DC technology can
be applied to railway electrification systems; the importance of independently
approved cable and electrification products; and what measures and
solutions are available to the industry in tackling cable and metal theft.

SPONSORS:
 IN-DEPTH FOCUS |ELECTRIFICATION & CABLING

Cable
theft
– far from
a victimless
crime
James Nattrass, Network Rail’s Director of Incident Management
and Operational Security, reflects on the repercussions of metal
theft from the railway – an issue that is, sadly, still prevalent, despite
COVID-19 – and the progress that continues to be made in tackling it.

T
HE THEFT of metal, particularly cable,
from the railway is a significant issue
for the rail industry, causing nearly
22,000 hours of passenger delays in the
past four years and costs of £61 million.
Costs associated with cable theft include
compensation paid to train and freight companies
for delays incurred, as well as the costs associated
with replacing stolen or damaged cable. These costs
eat up vital public funds which should be used for
upgrading and maintaining our railway and providing
the best service we possibly can for our passengers
and freight partners – it is far from a victimless crime.
When cables are removed, the signalling and
telecommunication systems of the railway don’t
work, and trains can’t run. That’s because the
network is designed to fail-safe, which means
that, when a cable is cut, trains are brought to
a standstill. This protects passengers and railway
staff, but can lead to lengthy delays while the

14 globalrailwayreview.com
 Global Railway Review  |  Volume 27, Issue 01

TABLE 1  

Statistics since 2018/2019 which includes theft of live and non-live cable
Cable Theft (BTP 2020/2021 YTD up to
2017/2018 2018/2019 2019/2020
recorded crime) end of P2110

Theft of Live Cable 159 197 190 57

...when a cable is cut,
trains are brought
Theft of Metal (Non-Live) 259 261 166 78
to a standstill.
Grand Total 418 458 356
This protects
Incident Change 40 -102
passengers and railway
% Change 10% -22%
staff, but can lead to
lengthy delays while
the problem is found
problem is found and fixed safely, increasing the ● Made it mandatory that all sellers have
and fixed safely...
risk to train staff, as passengers grow frustrated by verifiable ID
these delays. ● Cash trades for scrap metal are made illegal.
Recognising the disruption and distress that
this causes, in January 2011, we introduced our This has had a significant impact, but we are not
Cable Theft strategy that focused on four main complacent, as we have also invested heavily in
strands – education, engineering, enablement and combating cable theft, including protecting key
enforcement. This led to Network Rail lobbying locations and working with our colleagues in
the UK government to introduce the Scrap Metal the rail industry and the British Transport Police
Dealers Act 2013 that: (BTP) to reduce the impact on our network.
● Ensured that scrap metal dealers must be licensed This, combined with the public support we have
● Enabled police to have the power to court order received in reporting criminals and improved
to close unlicensed scrap yards sentencing in courts, has made a huge difference.
 IN-DEPTH FOCUS | ELECTRIFICATION & CABLING
JAMES NATTRASS
James is responsible
for providing national
leadership and direction
in the development and
implementation of strategies
for incident management, event
management, operational
security, emergency planning,
weather resilience and
contingency planning at
Network Rail. His day‑to-day
responsibilities include leading
Network Rail’s National
Operations Centre, which
provides strategic direction to
local route control teams across
Britain. He joined Network
Rail in 2017 from his role as
Head of Security at Wembley
Stadium following a 30-year
career with the Police, where
he served as a Chief Inspector,
coordinating and commanding
numerous high‑profile
strategic operations and
critical  incidents.
16
Table 1 shows statistics since 2018/2019, which
includes theft of live and non-live cable.
© Network Rail
Remain vigilant
But we are not complacent. Network Rail staff,
along with partners in the rail industry, will always
remain vigilant. Frontline staff have been working
around the clock to keep services running smoothly
during these unprecedented times. We know that
it can be distressing for passengers, especially long
delays where the train is not moving.
Which is why it is saddening to report that, even
during the COVID-19 pandemic, we have still had
incidents of cable theft on the rail network. Not only
did these incidents jeopardise journeys for key Above: The theft of metal, particularly cable, from the UK’s railway has caused nearly
workers, including doctors and nurses, but they also 22,000 hours of passenger delays in the last four years.
disrupted freight trains carrying thousands of tonnes
of food and products to supermarkets around the
country. At a time of national crisis, it is shocking
© Network Rail
that criminals targeted the railway, which is so vital
to keep people and goods moving. So, we would
urge scrap metal dealers to be vigilant if offered
materials which could have been illegally obtained.
Another serious unintended consequence of
cable crime is risk to livestock when perpetrators
cut paths through farmer’s fences to check the
cables for metal to steal. On many occasions,
livestock make their way the through the fences
and end up dead or seriously injured.
I would also urge those who trespass on the
railway to think about what they are doing. Not only
do their actions disrupt passengers and incur
significant costs to the taxpayer, it is also incredibly
dangerous; they are not just risking a criminal Above: Rail cable damage
record, they are risking their lives.
SAB BRÖCKSKES: HIGH‑FLEXIBLE RAIL
CABLE FOR OUTDOOR APPLICATIONS
SAB Bröckskes has put a cable with excellent characteristics version, as a paired data cable or designed for a nominal
for permanent flexible use on the market – the new cable type voltage of 0,6/1 kV.
SAB RailLine 560.
Moreover, it is certified according to highest European fire protection
With the help of the latest materials, the cable manufacturer standards and has been tested by independent authorities.
has succeeded to combine technical characteristics in order to
The cables are tested according to the highest Hazard Level
create completely new application fields for products according
– HL 1 to 3 – for indoor and outdoor application according to
to EN 45545.
EN 45545.
The halogen-free cable with highest flame protection and
non-toxic characteristics is able to withstand weather conditions OUTSTANDING FEATURES OF THE SAB
in outdoor use and, at the same time, enables a good oil and RAILLINE 560 INCLUDE:
fuel resistance. Furthermore, it is resistant against mechanical
„ Weather resistant
stress and as a consequence is appropriate for use in cable
chains of construction machines or for door control systems in „ Continuously flexible
public transport.
„ Good ozone and UV resistance
Due to these extraordinary characteristics, the cable can also
„ Good oil and fuel resistance
be used in the bogie, as a jumper cable or as a sensor cable
on the wheelset. SAB Bröckskes offers this cable as a control „ Fulfils fire protection requirements R15 (EL1A) and R16
cable with a nominal voltage of 300/500 V, as a screened (EL1B) according to EN 45545-2 for hazard levels HL1-3.
globalrailwayreview.com
 IN-DEPTH FOCUS | ELECTRIFICATION & CABLING

Metrolinx: Embracing
electrification to build
a sustainable rail service
The rail industry, as an innovator, is always looking ahead in pursuit of
future technology. Menno van Limburg, EAM Director of Electrification
at Metrolinx, details how the key to the operator’s plans for expanding
services, lowering operating costs and reducing greenhouse gas emissions
could lie in updating a historical technology in the province of Ontario.

W
HEN PATRONS first stepped
aboard the first electric tram
systems introduced in Canadian
cities more than a century ago,
the people‑moving technology must have seemed
like a modern wonder. So, it’s no surprise that, in
1884, it was showcased at the Toronto Industrial
Exhibition – now the Canadian National Exhibition.
Today, generations later, plugging transit into
an electrical grid is still a solution that ticks a lot
of boxes for a sustainable future.
Throughout the decades, overhead electric
traction technology has existed, with innovation at
the forefront – increasing safety, realising greater
efficiencies in power usage and train speeds, as
well as improving reliability under all operating
and weather conditions. So, how is updating this
older technology the preferred option for transit,
neighbourhoods and the environment?
Those are the questions that Metrolinx is asking.
The Ontario transit agency is currently exploring
network electrification for nearly 680km of GO Transit
railway track. Implementing electrification across the
network would allow Metrolinx to increase services

@GlobalRailway
17
 IN-DEPTH FOCUS | ELECTRIFICATION & CABLING

in the immediate term, resulting from the higher

efficiency of electric fleet operations, and deliver these
services at lower costs compared to retaining the
current diesel electric fleet. This would enable delivery
of more service without the need to build extensively
more track – taking into consideration the higher
upfront capital costs to implement electrification.
While GO Rail has played a crucial role in shaping
regional growth and economic development in the
Greater Toronto and Hamilton Area (GTHA), it is
MENNO VAN LIMBURG
only realising a portion of its overall potential and
Menno has been the EAM requires new investment to meet the evolving needs
Director of Electrification of the region.
at Metrolinx, the Greater “We are undergoing massive transformation
Toronto Transportation
on our ‘GO Expansion Program’, providing
Authority, since June
2017. He has over
two-way all-day service with faster trains,” said
21 years of experience Metrolinx’s President and CEO, Phil Verster.
in rail, heavy civil “This transformation will significantly expand
construction and rail transit capacity to support growing communities
engineering projects
and changing economies across our region.”
in Canada, the U.S.,
New Zealand and the
In November 2018, Metrolinx publicly posted the Full
Netherlands. He has Business Case (FBC) for the GO Expansion Program,
extensive experience which demonstrates the economic and financial case
in leadership roles with benefits and value of implementing electrification on
diversified working
the GO network. Here are some key findings:
experience across
the private and public
● The Metrolinx Reference Concept Design (RCD)
sector, including proposal to deliver the GO Expansion Program
client consultant and service requirements is for all Metrolinx‑owned
contracting roles. rail corridors comprised of 680km of track.
Metrolinx studied multiple variations
of electrification and selected a 25kV overhead a week, to 6,000. The contract also includes new
contact system as the reference concept design track, grade separations and other enabling
for the basis of all the environmental, cost and infrastructure to bring more service to more people.
benefit analysis
● The GO Expansion Program business case Is electrification the best option?
demonstrates that this technology realises Alternative electric traction power technology,
a benefit cost ratio (BCR) of 2.6 when operating such as hydrogen, battery powered vehicles and
electric vehicles versus a BCR of 1.5 operating the even retaining diesel, were also studied as part
current diesel electric vehicles. The BCR is of environmental impact assessments, and the
a measure of financial return. For every $1 spent findings were provided to the proponent.
on this project, the region will see a $2.6 return In short, exploration of alternative technology
in economic value. This includes everything from – such as hydrogen fuel cell and battery powered
lower operating costs, to decreases in traffic vehicles – found that, for heavy commuter rail
congestion and greenhouse gas (GHG) emissions operations, such as the GO services, the objectives
● Electric vehicles run up to 29 per cent faster to increase rail services, lower operational costs
with 60 per cent lower operating costs per and reduce reliance on carbon-based energy
kilometer, delivering safe, fast and reliable sources may not be met by this technology in the
service while reducing localised emissions and immediate term and were, therefore, not selected
noise impacts. to develop the Reference Concept Design (RCD).
Metrolinx has developed the RCD in close
Bringing more services to more people collaboration with more than 80 regulatory,
Metrolinx is currently in the market to procure municipal and private sector stakeholders to
a design, build, operate and maintain contract mitigate the impacts and resolve the challenges
to implement the GO Expansion Program. The associated with implementing railway electrification
GO Expansion Program has a service level on the GO Rail network.
reference concept design – which includes The RCD illustrates how the GO Expansion
two-way, all-day service on the regional transit Program can be delivered and the scope of benefits
network, as frequently as every 15 minutes. This that the region could realise as a proof of concept.
means quadrupling our service – from 1,500 trips This reference concept design is used to:

18 globalrailwayreview.com

● Demonstrate that a working approach to
deliver the GO Expansion Program is possible
● Determine a budget and construction schedule
to be approved by the Treasury Board.
This RCD was developed based on over three years
of engineering, economic and modelling analysis to
present a realistic and deliverable concept for the GO
Expansion Program. This means that a private sector
partner will collaborate with Metrolinx to design,
build, operate and maintain GO Rail as a rapid
rail system. As a result, the exact specifications
of the future GO Rail system will be determined
through the GO Expansion Program procurement
process, where potential partners will submit
proposals to realise the core benefits and objectives
of the GO Expansion Program defined in the FBC.
The RCD is just one of many potential
infrastructure and service investment programmes,
including electrification, that could be deployed
to reach these objectives. Proposals submitted to
Metrolinx may vary in their selection of traction
power technology and fleet composition and could
mean the potential utilisation of:
● Energy regeneration technology, reducing power
consumption by up to 20 per cent or more
● Dual mode vehicles in network areas where cost
of infrastructure build is prohibitive or infeasible
● Energy storage systems, both battery or
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 01
The future Walker’s Line layover facility and electrification infrastructure
hydrogen fuel cells, to lower peak power
demand and increase system reliability
● State-of-the-art construction techniques to
speed up construction, while lowering impacts
to ridership and infrastructure build cost
● State-of-the-art monitoring and inspection
equipment to operate and maintain the system,
increasing system safety and reliability at lower
operational, maintenance and lifecycle cost.
Looking forward Implementing
Metrolinx wants to ensure that the adoption of electrification across
new technology remains possible in the future, but the network would
it has an immediate need to increase and expand allow Metrolinx to
rail services, reduce the reliance on fossil fuels and increase services
lower operating costs.
in the immediate
To do that, the winning proponent will
need to radically speed up train travel on the network.
term, resulting
The means to meet the service targets are up from the higher
to the proponent. In this way, Metrolinx will achieve efficiency of electric
an innovative, market-driven solution to provide fleet operations,
convenient and fast regional transit for years to come. and deliver these
That spark of electricity that powered urban
services at lower
trolley systems in Canada during the late-1800s and
early‑1900s may have been primitive by today’s
costs compared to
mass transit standards, but riders were correct – the retaining the current
grids can still power, and empower, the future. diesel electric fleet.
19
 IN-DEPTH FOCUS | ELECTRIFICATION & CABLING

Supporting railway
cable performance
and ongoing surveillance
for safer networks
Cable performance is paramount to railway safety, so how can you be
assured that the cables being used are suitable? Jaya Skandamoorthy,
Regional Technical Manager, UK and Europe, at the British Approvals
Service for Cables (BASEC), explains the importance of independently
approved cable products and ongoing surveillance, designed
to safeguard global railway applications and their supporting
infrastructures for decades to come.
20 globalrailwayreview.com

Cable performance challenges
Safety remains the highest concern for operators
and professionals within the railway industry.
Infrastructure relies heavily on the efficient use
of power cables to support signalling and power
transmission. This includes everything from
controls, switches and traffic management systems,
to connectivity, signal boxes and equipment located
on the railway tracks themselves. Interaction is
required between these applications and the rolling
stock to ensure a smoothly operated system.
Cables must be able to sustain functioning
pressures such as heavy loads, high speeds and
exposure to unfavourable weather conditions.
Common causes of railway cable failures include
abrasion and fauna damage, as well as loose
connections, corrosion and contamination
damage. Often, these failures can all lead to costly
downtime that is required to make the relevant
repairs. They can also be a contributing factor
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 01
Please scan this QR code to download the BASEC APP – a resource to
help the industry source relevant testing and approval certificates.
to overheating and flashover leading to fire,
which, in turn, puts people’s safety and lives at
risk. In assessing the levels of cable quality prior to
installation, through rigorous independent testing,
you can work towards minimising the likelihood
of faults and failures. Certification enables
cable performance to be tested to ensure that
the cables used meet industry standards, as well
as the application’s operating needs.
There is an ever-increasing demand for high quality
railway cabling products, which function reliably and
efficiently. Demand for cables that can evidence
JAYA SKANDAMOORTHY
enhanced performance characteristics, compatible
with the industry’s standards, is also growing.
Jaya has significant
Standards conformity requirements for railway expertise in policies,
signalling and power transmission cabling differs regulations and standards.
by country and region, often in accordance with Having graduated in Civil
Engineering from the
the relevant railway authorities and operators.
Imperial College London,
Ensuring that products have been verified to meet
he has conducted testing
the standard’s performance requirements helps on buildings and civil
to safeguard the railway networks. infrastructure, such as
underground tunnel linings
and highway bridges. He
Cable testing and certification
has previously worked on
To ensure the highest levels of quality are met,
European Design Codes
cables must be subjected to rigorous laboratory and the Construction
testing and continuous assessments of factory Products Directive. Prior
production quality. Factors which may compromise to joining BASEC, Jaya
worked for a building
the cables' performance, durability and safety can
research, testing and
then be identified and minimised.
certification body, where
Several different testing and certification he led innovation projects
standards exist to justify that the quality and and business growth in
safety claims made by cable producers are valid. the UK, Europe and China.
Jaya can be contacted on
Standards can be specific to cabling performance
+44 (0) 7584 195474.
in line with key areas of operation – for example,
21
 IN-DEPTH FOCUS | ELECTRIFICATION & CABLING
Circuit integrity testing is essential to cabling used in emergency management
systems for applications such as alarms, sprinklers and lighting
those concerned specifically with rolling stock
and, respectively, to infrastructures or signalling.
While there are often local variations of rail testing
standards set by each country, there are many
Cables must be able International, British or European standards, such
to sustain functioning as BS 7846, which are recognised globally.
The BS 7846 standard is focused on testing circuit
pressures such as
integrity and resistance to fire, which is imperative
heavy loads, high
to cables that need to continue to operate soundly
speeds and exposure under such circumstances. Circuit integrity testing is
to unfavourable essential to cabling used in emergency management
weather conditions.  systems for applications such as alarms, sprinklers
and lighting. In addition to assessing fire
performance, BASEC1 supports the verification of
many different cable aspects, including the design,
material properties, mechanical and electrical
performance, and reaction to chemical exposure
in line with compliance requirements.
Ongoing quality surveillance
The railway industry has a commitment to ensure
quality, safety and sustainability in order to protect
those using and working within the services, as
well as the actual infrastructures. Key to this,
stakeholders should ensure that their cables, which
are integral in connecting systems, are compliant
with the standards that are in line with the operating
needs. With strict maintenance procedures at the
REFERENCE forefront of the industry, cabling systems are a vital
part of the infrastructure that must be included
1. www.basec.org.uk/rail
within maintenance schedules. Ongoing surveillance,
which is designed to regularly assess cable quality
22
and compliance, is delivered for cables via third party
certification providers, such as BASEC, to limit and
prevent failures or impacts to service. Certification
is maintained via auditing of the manufacturing
processes and testing of cable samples two to three
times a year, over a three-year cycle.
BASEC is also focused on supporting the
railway industry through ensuring that cable
quality has been maintained throughout the
supply chain. Sourcing cables from an approved
Registered Stockist provides assurance to those
specifying cable products. Approved distributors
are assessed to understand that storage and
handling since leaving the manufacturer has not
compromised or inadvertently damaged the cable.
Take the all-important step towards protecting
your railway networks and safeguarding your
projects by purchasing only approved cables from
approved stockists.
Summary
It is crucial that railway cables evidence quality
and performance in line with standards, delivering
essential power supply to maintain efficient
operations. With safety being a critical aspect
to the protection of your passengers, workers and
applications, independently verified cables provide
you with the peace of mind that they are safe and
will continue to function.
In addition to using cable products that have been
independently tested, regular surveillance checks are
also important to ensure that cable performance is
maintained, helping to avoid the costly risk of cable
failures in the future. Quality cables that have been
thoroughly assessed are vital to supporting railways
in the future. Can you be confident that your cables
are safe? If unsure, check with BASEC.
globalrailwayreview.com
 IN-DEPTH FOCUS | ELECTRIFICATION & CABLING

MVDC-ERS:
The next generation
of railway
electrification systems
Pietro Tricoli, Head of the Power Electronics Group at the Birmingham
Centre for Railway Research and Education (BCRRE), and Sina Sharifi,
member of the BCRRE, explain how the Flexible Medium Voltage
DC Electric Railway Systems (MVDC-ERS) project aims to explore
how medium voltage DC technology can be applied to railway
electrification systems.

R
AILWAY ELECTRIFICATION provides faster
and more reliable train journeys when
compared to diesel trains, as well as
a strong reduction of pollution in busy
stations and the countryside. However, many
national programmes for the electrification
of new and existing railway lines have required
a substantial investment in the railway
infrastructure. One of the reasons is because
railway electrification uses AC single-phase
power that requires a connection to high-voltage
transmission lines, which are not always available
in the intended locations of railway feeder stations
and, usually, require complicated and extremely

@GlobalRailway
23
 IN-DEPTH FOCUS | ELECTRIFICATION & CABLING
FIGURE 1 
VARIOUS OPERATIONAL MODES IN MVDC ELECTRIFICATION SYSTEM: (A) HEAVY TRAFFIC CONDITION, (B) LIGHT TRAFFIC CONDITION,
(C) REGENERATIVE BRAKING, (D) SUPPORTING POWER DISTRIBUTION GRID.
expensive modifications of the existing layouts,
e.g. tap and looped connections of the substations.
Additionally, new electric railways introduce
intermittent load peaks that might affect the
stability of the grid, especially for future scenarios
where the inertia of the power system will be
substantially reduced for the widespread adoption
of renewable power sources. To facilitate the
integration of renewable sources and increase
the efficiency of the power distribution, there
PIETRO TRICOLI is currently a significant interest in medium
voltage DC power distribution grids. The Flexible
Pietro received MEng Medium Voltage DC Electric Railway Systems
(cum laude) and PhD
(MVDC-ERS) project1 investigates how medium
degrees in electrical
voltage DC technology can be applied to railway
engineering from the
University of Naples electrification systems.
Federico II, Napoli,
Italy, in 2002 and Overall concept
2005, respectively. He
The typical power level of heavy railways, and
is currently a Senior
even high-speed railways, are in the range of
Lecturer in Electrical
Power and Control in 100- 500 MVA, with individual supply points
the Department of designed for a peak power of 50-100 MVA, which
Electronic, Electrical and is compatible with the typical capabilities of
Systems Engineering
medium-voltage distribution systems. However,
at the UK’s University
for AC railways, the connection of railway feeder
of Birmingham, and
Head of the Power stations to the power distribution network would be
Electronics Group at the possible only by adopting schemes that introduce
Birmingham Centre for only a very limited imbalance.
Railway Research and
Traditional low voltage DC power supplies
Education (BCRRE).
satisfy this requirement, as the DC voltage is
24
generated by a three-phase diode rectifier that
draws balanced current with high power factor.
However, the maximum level of the DC voltage is
3kV for the limitation on the maximum short-circuit
breaking current of DC circuit breakers. This, in turn,
limits the maximum power of each traction power
substation (TPS) to a few megawatts (MW) and the
maximum distance between substations to a few
kilometres (km). Additionally, a higher voltage of
the DC power supply would pose problems for the
traction system of the trains, which operates at
voltage levels of a few kilovolts (kV). Moreover, the
traditional concept of DC railways does not fit very
well with the future vision of electric railways, which
are better integrated with the power distribution
networks, as the diode rectifiers are unidirectional
and the power factor depends on the load
inductance, and this prevents any control of the
power flows and the power quality.
To address these challenges, MVDC-ERS
proposes a new Medium Voltage DC (MVDC)
traction power supply based on controlled
bidirectional converters. In this system,
medium‑voltage multilevel converters are used
in the TPSs to connect the MVDC railway to the
power distribution grid. These converters are
based on individual building blocks (submodules),
operating at around 3.3-6.5kV, that can be stacked
in series to reach the desired level for the DC
voltage. The converters can regulate the DC side
globalrailwayreview.com

FIGURE 2 
MODULAR MULTILEVEL CONVERTER (MMC) WITH FULL-BRIDGE SUBMODULES.
voltage at the nominal value within a broad load
range and limit the current during DC short circuit
events. This means that the MVDC system can be
implemented with DC circuit breakers designed
for the nominal current or a value slightly higher
than that, which are simpler and cheaper than
high‑current MVDC circuit breakers.
With reference to the on-board traction systems,
the main challenge of MVDC electrification is
to find suitable alternatives to transformers to
step-down the voltage to levels compatible with
traction inverters and motors. To address this
challenge, DC PETTs can be used to replace the
traditional low frequency transformers. DC PETTs
are medium-voltage DC-DC converters which
utilise medium‑frequency transformers and, hence,
achieve a higher power-density and efficiency.
The converters used in both TPSs and trains
for MVDC electrification systems will also benefit
significantly from the introduction of wide band‑gap
semiconductor devices, like silicon carbide and
gallium nitride, as the higher blocking voltages will
lead to simpler topologies, and the higher switching
frequencies will lead to higher power densities and
higher energy efficiency.
The possibility of controlling the power
flow between the power distribution and the
electrification networks opens new scenarios for
the interaction with the grid. In fact, the railway
can be mesh fed, reducing the peak power of
individual TPSs, without the risk of power circulation
in parallel to the grid. An example is provided in
Figure 1, indicating a section of the railway supplied
by two feeder stations with in-situ renewable power
sources. Depending on the traffic conditions, the
railway can be operated to mitigate heavy traction
loads using renewable sources, to reduce the
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 01
power from the grid when there are light loads
on the railway, to maximise the recuperation
of regenerative braking and to support distant
nodes of the power distribution network using the
electrification line as a parallel path, mitigating
constraints on the grid.
In summary, the main research objectives
of MVDC-ERS are:
● To introduce new high-efficiency topologies
of power conversion systems to convert
medium‑voltage AC power into medium-voltage
DC power with the capability of limiting the DC
short circuit current
● To introduce high-power density topologies of
power converters for on-board DC transformers
● To investigate the impact of the forthcoming
wide band-gap semiconductor devices in
terms of efficiency and voltage level for the
converters of the feeder stations, and in terms of
weight and volume for the traction converters
● To understand how the new railway electrification
system should be controlled and protected when
renewable power sources are integrated
● To understand how energy storage systems
can be used to optimise the operations of the
railway electrification network
● To work with industrial stakeholders to
investigate the marketability of the new
electrification system and trains.
Advantages of MVDC-ERS
The MVDC system benefits from the following
advantages over conventional single-phase
AC electrification systems:
● The MVDC system draws balanced currents
from the distribution network. In addition, the
input power factor of the AC-DC converters and
25
 IN-DEPTH FOCUS | ELECTRIFICATION & CABLING

FIGURE 3 
MULTI MODULAR DC-DC CONVERTER WITH DUAL ACTIVE BRIDGE (DAB) TOPOLOGY.

25 kV DC

DC-MT AC MFT MF AC-DC

CB DC-AC Loads

Module 1
3
M
3

3
Module 2 M
3

A1
APU A2
Module N
A3

Rail

the harmonics injected into the network can be
controlled to satisfy grid requirements
● MVDC systems do not have any voltage drop
due to inductance, allowing wider spacing
between TPSs. Besides, there is no reactive
power consumption, and the whole system’s
capacity can be used to transfer active power
● Because of DC transmission, there is no skin
effect and, hence, conductors can have a smaller
cross-section, which leads to cost savings
SINA SHARIFI
● MVDC systems have limited interference
Sina received B.Sc. and with AC railway signalling systems and
M.Sc. degrees in electrical communication lines located near the
engineering - power supply system. Further, there is no induced
from the Ferdowsi
voltages in the adjacent railway lines.
University of Mashhad,
Nevertheless, the electromagnetic interference,
Iran, in 2016 and
2019, respectively. He is electromagnetic compatibility and noise
currently a PhD student emission issues in MVDC electrification
in the Department of systems must be investigated more, as power
Electronic, Electrical and
electronics converters that may produce
Systems Engineering
high‑order harmonics
at the UK’s University
of Birmingham. He is ● In case of mesh feeding, DC substations can be
also a member of the easily paralleled, and the substations can
Birmingham Centre for share the load, which can reduce the installed
Railway Research and
capacity of substations. Besides, there are no
conversion, the DC electrification needs only
one stage AC/DC conversion, which improves
efficiency and decreases the complexity of the
electrification system.
Current findings
After defining the specifications and requirements
of the MVDC TPSs and DC PETTs, we have identified
that modular multilevel converters (MMCs) with
full-bridge submodules (shown in Figure 2) are
the recommended topology for TPSs and modular
DC-DC converters with dual active bridge (DAB)
topology (shown in Figure 3) for the DC PETTs.
So far, we have simulated a MVDC TPS, taking
power from a 33kV AC distribution network and
supplying a 25kV DC railway line. We have also
developed a software model of a DC PETT, with
an input voltage of 25kV DC. Both models have
been developed in a Matlab/Simulink environment.
During the next year of the project, a small-scale
lab demonstrator will be built to verify the main
characteristics of the TPSs and DC PETT.

FUNDING
Education (BCRRE).
neutral sections in DC systems, avoiding power
transfer interruption and, in consequence, the
speed loss of trains. This also removes electrical This project has received funding from the Shift2Rail
Joint Undertaking (JU) under grant agreement No
and mechanical stresses on the on-board
REFERENCE 826238. The JU receives support from the European
circuit breakers Union’s (EU) Horizon 2020 research and innovation
1. www.birmingham.ac.uk/ ● In comparison to converter-based AC railways programme and the Shift2Rail JU members, other
mvdc‑ers that provide the single-phase AC with desired than the Union.
frequency through two-stage AC/DC/AC

26 globalrailwayreview.com
 INTERVIEW SPOTLIGHT

Jan Siebert, Managing Director and Head of Business

Unit Rail at Elcowire Rail GmbH (Hettstedt), highlights the
company’s core values and distinct offering that makes it
Europe’s leading supplier of copper products and services
for overhead contact lines.

Please give a brief history
of Elcowire Rail and when
did the rail sector become
of interest to you?
With its sites in Hettstedt,
Helsingborg and Cologne,
Elcowire Rail has been
integrated as a business unit
combining the rail expertise for
overhead contact line materials
formerly known under NKT,
Isodraht and Elektrokoppar. As
such, Elcowire Rail is part of the
Elcowire Group (Helsingborg).
With its competence in
copper - stemming from more
than 100 years of successful
deliveries and from regional
competence through copper
mining and metal machining
- Elcowire Rail is best suited to
serve the worldwide market for
overhead contact line systems.
Our reliable and high-quality
products are in commercial
operation around the world;
for instance, in the Gotthard
Base Tunnel (Switzerland), on
the Madrid-Barcelona high-
speed route (Spain), on Sydney
Trains (Australia) and on the
Raide-Jokeri light-rail network
(Finland). Elcowire Rail’s product
portfolio covers all applications
for overhead contact lines,
including long-distance rail
transportation, urban light-rail
and suburban rail systems,
mining applications, trolley
buses and, lately, also electrified
road transport.
What are the core values
of Elcowire Rail and how
do you apply these to your
work in the rail sector?
Elcowire Rail’s values address
how we view enterprises,
undertake business
development and structure
our relationship to customers,
suppliers, employees and, last
but not least, our surroundings:
● Responsibility: We build
on and nurture long-term
relationships and we
act responsibly towards
customers, co-workers,
partners, our shareholders
and the society
● Trust: We are committed
and dedicated to fulfilling
our promises. We act in a
trustworthy and reliable
manner
● Respect: We listen to and
show consideration for
one another. We recognise
differences between
each other.
● Passion: Our customers’
success is our passion. It
is our priority to meet the
needs and challenges of
our customers.
As Europe’s leading supplier of
copper products and services
for overhead contact lines, we
are committed to sustainable
copper sourcing for a modern
and eco-friendly infrastructure.
We are developing and offering
advanced technologies in
close cooperation with our
customers, always according to
their needs. We strive to enable
new possibilities with electric
mobility, clean energy and
transportation infrastructure.
What would you say makes
Elcowire Rail stand out
from other competitors
in the rail sector?
Elcowire Rail - as a distinct
producer of contact wires,
messenger wires, dropper
wires, jumper wires, return
conductors and earthing wires
- has a proven track record of
deliveries into projects around
the world. Its technological
competence, production and
customer orientation is fully
dedicated to railway and other
overhead contact energy supply
systems, fulfilling the needs
of all standards applicable
in the worldwide railway
market. Elcowire Rail has been
instrumental in developing
continuous casting of copper
magnesium alloys for railway
application. Innovative products
have been developed, produced
and are in commercial
operation, supporting our
infrastructure customers to
save energy, reduce system
wear, lifecycle costs (LCC) and
CO2 emissions. Rail transport,
per se, can be regarded as
environmentally friendly, and
the utilisation of Elcowire
Rail’s innovative products will
contribute even further to
reduce LCC and CO2 emissions.
Elcowire Rail offers its vast
experience in railway application
also to its infrastructure
customers to improve
system design and operating
parameters with the goal to
increase reliability, availability,
maintainability and the safety of
the railway system.
Jan Siebert (Dr.-Ing.)
Jan started his career with AEG
Rail Systems in Berlin 1991,
and has taken on leading
positions in Daimler-Benz
Rail Research (Stuttgart),
Adtranz Product Unit Light
Rail (Nuremberg), Balfour
Beatty Rail (Munich) and
NKT (Railway, Cologne). He is
currently serving as Managing
Director and Head of
Business Unit Rail at Elcowire
Rail GmbH (Hettstedt).

@GlobalRailway
27
 REGULATION & LEGISLATION

Climate and the courts:

How climate change
legislation is affecting
transport infrastructure
As the world grows warmer, environmental legislation grows with it. For contracting
authorities, each item of legislation adds a new layer of legal responsibilities – and failing
to fully comply with them can have serious consequences. Beth Fryer, Legal Counsel
Advisor for Atkins’ UK Transportation business, explains how to get to grips with your legal
obligations to the environment.

28 globalrailwayreview.com

I
MAGINE: You are a contracting authority, seeking
a contractor to help deliver a major piece of
infrastructure. You have signed the contracts, planning
has been completed and, soon, the work will begin.
But suddenly you hear news of a legal challenge from
pressure groups attacking the project’s impact on the
environment. A successful challenge could derail the whole
project. Given the rapidly changing legislation around
climate, are you certain that you’ve fulfilled your legal
obligations to the environment?
This scenario is becoming increasingly common. Urged by
the public, governments are enacting more climate change
regulations. According to the London School of Economics’
Grantham Research Institute, there are over 2,000 pieces
of climate legislation1 around the world – most of which
were passed in the last decade. Almost 40 per cent1 of all
countries have pledged ‘Net Zero’ emissions by 2050. The
UK enshrined its own Net Zero pledge into law with 2019’s
Climate Change Act amendment.
In turn, the variety of legal duties to the environment is
growing. Failing to meet these duties can result in far more
than just a slap on the wrist. In February 2020, a court of
appeal ruled that Heathrow Airport’s planned third runway
was illegal1 because ministers did not sufficiently take into
account the government’s climate change commitments -
specifically, the Paris Agreement. In December 2020, the ruling
was overturned by the Supreme Court1; however, the numerous
court cases illustrate the complexity of the obligations placed on
contracting authorities. The delay, subsequent cost implications
and negative press will have a long-term effect beyond this
project. For example, Britain’s regional airports, all of which are
looking to expand1 in the coming years, may find that gaining
agreement to their new runways is far trickier.
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 01
From one case to the next
The landmark status of the case and its global publicity
means it has already set a precedent for using the courts
to launch attacks on other planned infrastructure.
The threat extends well beyond the airports. RIS2,
the UK government’s latest road investment strategy, is
currently facing action from the Transport Action Network
(TAN). RIS2, and its £27 billion of funding for roads, is now
under judicial review. But whereas the Heathrow claim
largely related to the failure to take into account the Paris
Agreement, RIS2 is also being challenged under the 2015
Infrastructure Act, which confers a duty to consider the
road investment strategy’s effect on the environment. It is
also facing challenges through the Air Quality Standards
Regulations (2010), the Climate Change Act (2008) and
the Environmental Assessment of Plans and Programmes
Regulations (2004), among others.
The consequences of successful climate action are huge.
Not only does legal action add a direct cost, it also invariably
delays a project by months or even years. Delays themselves
are costly and then tend to intensify scrutiny. This often results
in bad publicity, potentially tarnishing the reputations of both
the contracting authority and the project. Delays also leave the
project susceptible to changes in the political climate; we
now have a prime minister who famously said that he would
“lie down” in front of the bulldozers at Heathrow Runway 3
to “stop the construction”, and then COVID-19, which has
impacted the aviation industry tremendously.
Expanding duties
As climate legislation has proliferated, so too have the
duties it confers. Strategic assessments, carbon budgets, air
quality reviews – the list is growing, and the onus is on the
29
 REGULATION & LEGISLATION
BETH FRYER
Beth is Legal Counsel
for Atkins’ UK
Transportation business.
She provides strategic
and commercial legal
advice across Atkins’ four
transportation markets:
Strategic Rail, Signalling,
Local Authorities and
Strategic Highways.
REFERENCES
1. To view all references for
this article, please visit www.
globalrailwayreview.com/atkins-
beth-fryer
30
contracting authority to be fully cognisant of them
all. So, what can you do to mitigate the risk? The first
step is to understand what your legal obligations
are, right from the beginning. This might mean
bringing a climate change legislation expert to the
team during a project’s initial stages. It might mean
seeking independent legal advice. Either way, it must
ideally be undertaken as early as possible, so that, from
its infancy, the project is reviewed and developed in light
of the various legal obligations and considerations,
rather than trying to apply them retrospectively.
The vision, design and intentions
of a major infrastructure
programme go a long way to
determining its eventual carbon footprint.
Second, it’s very important to ascertain how you
will evidence your, and the project’s, commitment
to sustainability. Failure to demonstrate that you
have fulfilled your legal obligations could be as bad
as failing to comply with them at all. Further, to the
extent that the project contains KPIs or commitments
to environmental related matters – these need to be
measurable or quantifiable, else they may be rendered
meaningless. Ensuring that you have a proper
documentation process that is keeping track of all
activities related to your environmental duties, and
a plan for how you will collate metrics going forward,
is therefore a vital component. This might necessitate
improving the way you handle data. Good information
management practices, for example, help to ensure
that data is properly gathered, stored and maintained.
And the better you harness the data, the stronger the
case relying upon it.
The vision, design and intentions of a major
infrastructure programme go a long way to
determining its eventual carbon footprint.
Therefore, unless you’re ensuring adherence to legal
climate obligations at the very beginning, future
interventions may be viewed as little more than
lip service. For example, if you are planning a new
railway line, proving its adherence to the 2050 Net
Zero target will be much harder after the design has
been finalised, because it has not been optimised
for Net Zero. And sustainability goes much further
than emissions. What materials are being used in the
design, where do they come from and how will they
be maintained? How will the tracks impact the local
environment? Your obligations are potentially vast
and thorough – and so, too, should be your planning.
The future is regulated
Climate change is not going away. With each new
temperature record, with each unprecedentedly
severe storm, the pressure on governments to
tighten environmental regulations will grow. In the
future, contracting authorities and contractors alike
will probably have even more legal obligations
relating to climate. Such obligations could
potentially change every few months, from the
emergence of new legislation to new interpretations
from the courts of existing legislation and various
challenges. Contracting authorities, therefore,
need to maintain awareness of their obligations
throughout the lifespan of the project.
While increased restrictions are good news
for the natural world, they could also make
approving built infrastructure more difficult. If we
want new infrastructure to be delivered on time,
in a sustainable manner and without falling foul
of climate change legislation, then we must take
all such legal obligations seriously. Experience
has shown us what can go wrong if we don't and
must serve as a warning to future large-scale built
infrastructure projects: Know your duties, or prepare
for court.
globalrailwayreview.com
1941
2021
 SUSTAINABILITY

HS1’s
environmental
and sustainability
commitments
HS1 Ltd’s Dyan Crowther, CEO, and Richard Thorp, Engineering
Director, write that sustainability is key to getting the rail industry
back on track – and there is a lot to learn from the UK’s only
high‑speed railway.

H
IGH-SPEED RAIL plays a crucial role in
connecting communities and businesses
and driving economies, not just locally,
but internationally, too. As the Green
Gateway to Europe, the HS1 line already provides
significant sustainable and environmental benefits to
the regions it serves and across Europe. However, its
recent efforts to lead the way on the green transport
agenda are already creating lasting solutions to
sustainable travel. With a post-COVID-19 recovery
around the corner, the international rail industry
can certainly learn some lessons from the UK’s only
high-speed railway.
The rail sector has faced a fair set of challenges
and changes over the years, but, this past year, it has
experienced what is undoubtedly the biggest shock in
living memory. Changing quarantine rules, lockdowns
and varying travel restrictions have had a profound
impact on businesses and operators. Whilst this looks
set to continue in the first few months of 2021, there
is light at the end of the tunnel as the roll out of the
UK government’s vaccination programme accelerates

32 globalrailwayreview.com

day by day. Another focus will clearly be the huge set
of commitments to become a net zero economy by
2050 – a goal which has been enshrined into UK law.
As Glasgow hosts the upcoming global conference,
COP26 (where HS1 Ltd is proud to have been invited
to participate on a panel and host a workshop),
it is more important than ever that sustainable travel
is at the forefront of the political agenda. The UK
must set an example of how it is leading the charge in
delivering green initiatives in this space.
The post-pandemic recovery will not happen
on its own, and it is critical that businesses in the
rail industry begin to have long-term sustainability
measures at the very centre of their strategy.
High-speed train travel already offers a more
environmentally friendly alternative to cars and
planes, providing a swathe of environmental benefits
to the UK and beyond. Independent research shows
that international high-speed rail saves the equivalent
CO2 emissions of 60,000 flights per year, with a total
of £7 million in environmental costs recouped from
people choosing to take the train rather than fly.
Domestic services on the UK line remove 6,000 lorries
and cars from the roads over the same timeframe,
bringing 400,000 people within an hour’s commute
of London, and has already encouraged the
construction of 15,000 affordable homes.
Whilst the benefits of high-speed are already
significant, we have not stopped there. In October
2020, we published our plan to become the UK’s
first fully carbon neutral railway. This commitment
fits into our wider Sustainability Strategy, which
includes a roadmap to make our railway even more
sustainable and to build on our position as the
Green Gateway to Europe.
Working with several partners, we have been
able to set out stringent new environmental
targets across the entire network that we will
meet, at the very latest, by 2030 – way ahead of
the UK government’s 2050 goal. This includes six
key priority areas, ranging from climate impacts
to biodiversity. By delivering improvements to the
rail industry and promoting best practice, we hope
to provide our passengers with opportunities to
make better environmental choices and enjoy more
sustainable travel. We want to be a role model for
the rest of the industry and beyond, including HS2,
as construction of Europe’s biggest infrastructure
project runs on apace. Our priority areas are:
Climate change
It is clear that making the right transport choice has
a huge role to play in global carbon emissions, and
high-speed rail offers low-emission transport for the
future. Train travel is already 80-90 per cent more carbon
friendly than air travel, but we are still looking at ways to
continue to reduce our impacts on climate change.
Our targets include traction energy to be net
zero-carbon impact by 2030 (traction energy relates to
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 01
the energy used to power the trains); and HS1’s
wider energy use to be net zero-carbon impact by
2030 (relating to all other energy, such as to power
our buildings).
Energy use
Energy is a precious resource, so we are seeking to
minimise our energy use wherever possible. In parallel,
we are working to secure sustainable and renewable
energy sources for our transport, estates and vehicles. DYAN CROWTHER
Our targets include reducing traction per
Dyan has over 30 years’
passenger journey by 25 per cent by 2030; reducing
experience in the rail
traction energy per train journey by 10 per cent by sector. She sat on the
2030; reducing non‑traction energy drawn from Board of the East and
the grid by 10 per cent by 2030; and reducing North Hertfordshire NHS
non-traction energy consumption per square foot in Trust for five years and
has been Board Trustee
our estates by 10 per cent by 2030.
for Railway Children
and member of the
Resource use and waste British Transport Police
We recognise our role in using products and Authority. Dyan is also
materials more efficiently and ensuring that a Trustee for Women in
Rail. Dyan was the COO
they are recovered when we no longer need
at Govia Thameslink
them. HS1 Ltd commissions major construction, Railway (GTR) in
refurbishment and track maintenance projects that 2014, where she oversaw
create waste. To reduce our waste and be more Southern’s integration
responsible, we have set out targets to be met with GTR.
by 2022 and 2023.
Our targets include ensuring that zero
non‑hazardous waste is sent to landfill from regular
operations and projects by 2022, and 90 per cent
recycling of operations and project wastes by 2023.
Social impacts
Our role in the community is important to us as
a responsible neighbour and as an inspiration
for everyone that uses our services and facilities.
We aim to demonstrate our leadership in providing
a positive contribution to the communities in and
around our stations and lineside. We also place
a high value in contributing our time and expertise
to enabling those communities to flourish.
Our targets include contributing 700 hours of
staff time each year to local communities and
charity activities related to HS1’s activities by the
end of 2022, and ensuring measurable social
impacts are delivered by the end of 2025. Working with several
partners, we have
Biodiversity
been able to set
We manage a diverse estate, from Central
London to the Garden of England (Kent). We are
out stringent new
committed to maintaining a healthy and diverse environmental
natural environment. Under the requirement of the targets across the
Channel Tunnel Rail Act 1996, we have an obligation entire network that
to protect and enhance the lineside habitat. we will meet, at
Our target for 2030 is to deliver a ‘Biodiversity
the very latest, by
Net Gain’ (BNG) based on the 2020 baseline
pending the completion of the full survey in
2030 – way ahead of
2021, which will confirm if BNG2030 is achievable the UK government’s
and, if not, what we are able to achieve by 2030. 2050 goal.
33
 SUSTAINABILITY
As the Green Gateway to Europe, the HS1 line already provides significant sustainable and
environmental benefits to the regions it serves and across Europe
RICHARD THORP
Richard has over
20 years’ experience
in developing asset
management capabilities
for both UK mainline and
high-speed railways.
As a chartered engineer,
he is responsible
for providing client
leadership to HS1’s
supply chain, fulfilling
the Asset Stewardship
objectives in the
concession agreement
and ensuring that
HS1 Ltd continues
to protect, enhance and
grow the asset. Richard
also serves as a Director
of the High Speed
Rail Group.
34
Under the requirement of the Channel Tunnel Rail Act 1996, HS1 Ltd has an
obligation to protect and enhance the lineside habitat
Transparency
We will report the progress of our strategy to our
investors, partners and stakeholders to demonstrate
how we are progressing towards achieving our
targets. To do this, we will establish an appropriate
ESG reporting scheme and framework. This will
maintain compliance with all environmental regulatory
requirements (and any initiatives that we sign up to)
and report against these in our annual reporting.
The high-speed rail sector needs
government support for these
environmental benefits to continue
We recognise and support the measures
taken by the UK government to mitigate the
impact on the sector caused by the outbreak of
COVID-19. However, the reduction in the number
of services has had a significant impact on the rail
sector and our ability to continue offering the most
sustainable mode of transport. Many other sectors
have suffered a great deal due to restrictions on
international travel, and the aviation sector has
experienced a similar outcome. However, the
overwhelming difference is that the aviation sector
has received various support packages from the
government to keep it afloat, whilst international
high-speed rail has received no direct funding.
We are working hard with our partners to try
to ensure that the UK government does not allow
international train travel to be put at a competitive
disadvantage to flying – especially as it is far more
environmentally friendly. Currently, the high-speed
system is extremely vulnerable, and Eurostar,
our international operator, is not able to run the
level of service it usually would and are operating
a significantly reduced timetable. Specifically,
Eurostar has stopped services to Ebbsfleet
International Station and Ashford International
Station, and does not plan to reintroduce these vital
services until 2022. This means that customer choice
is being undermined and the important economic
and environmental benefits that it delivers are at
risk.
It is becoming increasingly clear that our Green
Gateway to Europe is in need of support so that
it can deliver in full on its green potential. As an
essential piece of infrastructure to the nation’s
future growth, HS1 provides connectivity in the
most efficient and environmentally friendly way.
This is most certainly a model that current and
future rail organisations can learn from.
Train travel is already 80-90
per cent more carbon friendly
than air travel, but we are still
looking at ways to continue to reduce our
impacts on climate change.
globalrailwayreview.com
XXXFIRE SAFETY
XXX
Rail infrastructure managers and train operators face continuing pressure to ensure that
their networks and services offer robust protection against fire incidents. This In-Depth Focus
brings together industry experts to highlight how best to understand the risks of fire to rail
assets and how best to control situations to protect both passengers and infrastructure.

SPONSORED BY:
 IN-DEPTH FOCUS | FIRE SAFETY
© BBT SE

Ensuring the safety of

the Brenner Base Tunnel
construction sites
Below the Brenner Pass, from Innsbruck/Tulfes in Austria to Franzensfeste
in Italy, the longest underground railway connection in the world is
being built – the 64km-long Brenner Base Tunnel. Here, Tunnel Safety
Coordinator, Erwin Reichel, explains the intricacies of ensuring sufficient
safety measures are coordinated and implemented for such an extensive
project in case of the most likely form of major accident – fire.

36 globalrailwayreview.com

T
HREE TUNNELS – two main tubes, each
housing single tracks for one-way train
traffic, plus a smaller tunnel serving as
an exploratory tunnel – are being built.
The exploratory tunnel will serve as a service, rescue
and drainage tunnel during the operational phase.
A total of 230km of tunnels will be built, in a complex
system, constructed by both conventional methods
and by tunnel boring machines (TBMs). The overall
project coordination – from construction through to
commissioning – is the responsibility of the European
company Galleria di Base del Brennero - Brenner
Basistunnel BBT SE (BBT SE).
Health and safety
The occupational health and safety plans also cover
major events affecting third parties, such as fire, the
environment and technical events. The coordination
of the health and safety of workers – from the
above-ground construction site to the installation
of the railway technology – will be managed and
headed by BBT SE. For this purpose, the construction
site coordinators, the supervisory body and the
...BBT SE has
directly concluded
contracts with the
experienced local fire
brigade and rescue
services for the
entire construction
phase...
Left: A fire brigade training
exercise using a dummy
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 01
competent labour inspectorate are also required on
the Austrian territory, in addition to BBT SE.
Scenarios
Safety planning scenarios range from classic cave‑ins
to fire, injuries, gas leaks and exceedance of limit
values. In principle, fires and the spread of smoke
are dealt with most intensively, as only a minimal
amount of time can pass before the safety-related and
impact‑oriented measures begin. Fire seems to be the
most complex, yet most likely, form of major accident.
Tactical considerations
Personal protection
The avoidance of personal injury is the foremost
priority. The second priority is property value protection.
Two different approaches are chosen for personal
protection. Self-rescue and rescue by external forces.
In the event of an incident in a tunnel, the self‑rescue
phase is particularly crucial. Above all, in a fire,
a dangerous climate forms very quickly due to the
smoke and heat. The quality of breathable air declines
rapidly and becomes toxic very quickly. If self-rescue does
not result in all persons being evacuated from the tunnel
system, an emergency rescue must be carried out.
Emergency rescue
In the event of an incident in a tunnel, it is of vital
importance for the emergency rescue operation that
the deployment concept and emergency personnel
equipment consider the conditions regarding the
accessibility of the tunnels, thus enabling optimal
deployment. An important requirement for a successful
emergency rescue is the shortest possible response
time from the moment the alarm is triggered to the
emergency personnel reaching the tunnel portals and,
subsequently, the area of the incident.
However, in scenarios involving a fire or an
explosion, the approaching fire brigades can only
intervene if they reach the site of the incident within
the first 20 minutes1.
Contracts with the emergency services
As the client, BBT SE has directly concluded contracts
with the experienced local fire brigade and rescue
services for the entire construction period. This is an
efficient concept to ensure a uniform execution of
emergency rescues for the entire construction phase,
as different contractors are, and will be, responsible
for the different construction phases of the different
construction lots. The framework conditions for the
contractors are provided by BBT SE. The contracts with
the fire brigade have been concluded with the respective
municipal fire departments along the Austrian route.
For this, one of BBT SE's objectives is to ensure that the
rescue services ‘grow’ together with the construction
project from the start of the construction process,
enabling them to undergo constant development in
terms of safety and support to the project.
37
 IN-DEPTH FOCUS | FIRE SAFETY
Rescue containers offer protection against explosive
gases and, above all, smoke in the event of a fire
ERWIN REICHEL
Erwin studied chemistry
at the Leopold-Franzens
University in Innsbruck
and went on to train as
a fire officer in Vienna.
Between 2003 and
2015, Erwin was the
Chief Fire Officer of
the Innsbruck Fire Brigade
and, since 2016, he has
been the Safety Director
of the Brenner Base
Tunnel Project.
38
A fire brigade training exercise on the TBM with respirators
© BBT SE
Technical installations
The technical installations for emergency rescue
operations have also been planned in collaboration
with the emergency services. The design of the
refuge containers (duration of the oxygen supply)
is based on the course of the rescue measures.
A rescue mission by the fire brigade will only
commence after a consultation with the client’s
and contractor's representatives. In principle, the
tunnel system will not be entered to extinguish
a fire; the risk of putting out a fire is too high
for the emergency services in this case. This ensures
the safest possible deployment and means that the
rescue concept is consistently traceable.
Organisation of a mission
The established hierarchy plays a key role
in the organisational handling of missions.
The competencies and responsibilities must be
defined in emergency plans, which are clarified
before the start of the construction project.
Subsequently, crisis teams must be formed, and
a process organisation created.
The organisation and deployment of the
emergency service personnel generally has
the following definitive characteristics:
● Arrangement of the fire brigade incident
commander with the client and contractor
on the potential risks
● Assessment of the fire brigade incident
commander on the situation and possibilities
● Order to the emergency services after
considering the deployment limits.
© BBT SE
For underground operations, the interaction between
the fire brigade, police and rescue services is
important and must be constantly practised, and the
tactics must be adapted to the structural situation.
What do we need, from a technical point of
view, to achieve successful implementation?
Underground location system
Anyone entering or leaving the tunnel is registered.
For complex underground transport routes, such as
in the Brenner Base Tunnel, the precise location of
people within the tunnel system is also very important.
Knowing which drift, segment of the tunnel or refuge
container people are in (in case of an emergency) is
crucial for planning the rescue operation.
Communication/radio/alarms
In the event of a deployment, a functioning, efficient
means of communication is indispensable for
a successful operation. Different and, above all,
independent communication systems are installed
in the tunnel system for this purpose. These include:
● The classic, wired tunnel telephone
● A mobile network
● An analogue radio system for the fire brigade
● A Wi-Fi network
● The digital radio network for the
emergency services.
In particular, communication between injured or
trapped persons and the rescue services is crucial
and, for this reason, the systems must be designed
to be redundant and fail-safe.
globalrailwayreview.com

A recovery training exercise under the TBM
Ventilation
Special attention was paid to the topic of
ventilation in the event of an emergency as early
as in the call for tenders. The following core
assumptions must be fulfilled with regard to the
ventilation concept:
● The ventilation system must be set up in such
a way that, even during the construction phase,
when one tunnel has already been damaged by
an accident, another tunnel must be identified
as a safe area to minimise escape routes and
emergency routes for the rescue service.
The connective system, together with the safe
tunnel, must be kept free of smoke through
suitable measures (e.g. ventilation bulkheads).
● The ventilation system must blow air toward the
working face (air circulation concepts can be
implemented upon proof of equivalence and
after approval by the occupational health
and safety authorities).
Ventilation in the event of a fire
Fires in the air circulation system are more complex
compared to in a blowing ventilation system.
Since there is a supply and exhaust pipe, two cases
must be distinguished in the air circulation system.
Refuge chambers
The refuge chambers serve as a temporary
safe zone for self-rescue. A protective or rescue
container is pulled along with the calotte driving
system at a length of 500m, on the basis of the
Austrian Employee Protection Act. For mechanical
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 01
A training exercise inside a rescue container with emergency services
© BBT SE
© BBT SE
driving systems (such as TBMs), the rescue
container is located on the trailer.
Rescue containers offer protection against
explosive gases and, above all, smoke in the event
of a fire. They should be used if it is not possible to
escape to a permanent safe zone (above or below
ground) with an oxygen self-rescuer.
Positioning of the refuge chamber
An immediate effect of the heat of the fire is not
taken into account, as the refuge chamber is to be
positioned at a sufficient distance from fire loads.
Areas around the rescue container are to be kept
free from fire loads. The rescue containers must
be as close as possible to the working face (risk of
entrapment by fire) and as far away as possible from
fire loads. Depending on the design, a minimum ...the interaction
distance of 400m and a maximum distance of between the fire
800m must be maintained from the working face for brigade, police and
blasting operations (runners for easy relocation).
rescue services
is important and
Control centre/security centre
The construction site safety centre must be staffed at all must be continually
times (even during shut-down periods/holidays/exiting). practised...
It is configured as the central control and monitoring
centre for the tunnel construction site. All monitored
tunnel technology is displayed with actual status
REFERENCES
evaluations (personnel detection, fire protection
systems, gas measurement displays, e-installation 1. Bergmeister/Fingerloos/
system, cooling system, ventilation system) and Wörner (editors): Beton-
Kalender 2013 Lebensdauer und
the ventilation, alarms and smoke-tight doors in Instandsetzung – Brandschutz,
the logistics connecting side tunnels can also be Ernst&Sohn publishing.
remotely controlled from this location. 
39
 INTERVIEW SPOTLIGHT
How does Aero-X®
support the rail industry
in optimising passenger
safety and minimising
service disruption?
Optimising passenger safety
and minimising service
disruptions can be achieved by
increasing the onboard safety
and reliability and availability
of rolling stock, as well as rail
infrastructure.
Aero-X® has over 20 years
of experience in developing,
engineering, supplying and
maintaining customised
fire protection solutions for
a vast range of markets
and applications. The
advantage of being active
in these markets is that the
experience, gained in all
these different markets and
applications individually,
flows in the concept, design
and services of the others.
All Aero-X® fire
extinguishing systems are
based on the Stat-X® aerosol
fire suppression technology.
We are the European
master distributor of this
technology. Stat-X® aerosol
fire suppression technology
advantages include high
quality, long lifecycle,
high modularity, high
efficiency and effectiveness,
40
Paul van Trigt, CEO of Aero-X AG, explains the importance
of aerosol extinguishing systems for the rail sector, and
how the company can offer customised solutions to meet
different requirements.
environmentally friendly,
harmless to human beings,
and an excellent price/
performance ratio. We can
design customised solutions
for our customers according
to their specific needs and
requirements.
Aero-X® solutions are
applied to protect the
technical areas of rolling
stock as well as rail
infrastructure. Due to their
low specific weight and size,
the systems are the optimal
solution to enhance onboard
safety without jeopardising
the weight and wheel load
of rail vehicles. This has, in
the context of the EN45545,
become an important issue.
Aero-X® solutions enable
fast and effective fire
detection and extinguishing
close to the source,
minimising the potential
damage caused by a fire.
This results in infrastructure
and rolling stock being
placed back in operation
more quickly.
What challenges and
opportunities does Aero-X®
face with fire protection
of rolling stock?
The rolling stock industry
faces increased pressures
to fulfil and comply with
requirements defined by
general international standards
for rolling stock equipment and
demands from rolling stock
operators, e.g., the number of
passengers for a maximum
vehicle length or the speed of a
train on a given track. Although
these extra requirements
must be incorporated in the
rolling stock, the wheel load
on the tracks must stay below
certain limits, impacting the
wear and tear, availability and
operational costs of the tracks.
Aero-X® solutions can
play an important role here
because they are lightweight,
compact and easy to install,
making it easier for rolling
stock designers to fulfil safety
requirements. Furthermore,
Aero-X® solutions can be
applied as compensation
measures if other equipment
cannot fulfil the EN45545
safety requirements. In
that case the weight of the
respective piece of equipment
can be kept lower by applying
an active Aero-X® fire
protection system.
A current challenge is the
application of high-density
battery storage technologies
in rolling stock and the
power distribution networks
supplying the electricity to the
tracks. It is a fact that fires in
these energy storage systems
behave differently compared
to the typical class A, B and
C fires found in rolling stock
and rail infrastructure. In
extensive testing, Stat-X®
has proven to be a viable
technology enabling effective
fire suppression and limiting
the potential damage these
fires cause.
To what extent do you
think innovation and
technology is playing a
crucial part in changing the
future of safety in rail?
Increased global
environmental awareness
is leading to the use of
new materials and energy
technologies to drive rolling
stock in an even more
environmentally friendly
manner. These new innovative
technologies incorporate a
lot of different challenges
and will also guide the
development of new fire
detection and extinguishing
solutions. We are committed
to designing and engineering
new solutions for future
applications, and by doing so,
Aero-X® is keeping fire safety
on a high level and prepared
for the future.
globalrailwayreview.com
 IN-DEPTH FOCUS |FIRE SAFETY

EN

HE
YG

AT
OX

FIRE

FUEL
Above: The fire triangle is a simple model for understanding the necessary ingredients for most fires.

Train fires: Understanding the

risks and controlling them
The Rail Safety and Standards Board (RSSB) has published revised standards on fire safety
and evacuation. Neil Dinmore, Principal Engineer of Structures and Materials at RSSB,
considers the history behind the present.

F
IRE ON THE RAILWAY often comes in
the form of a secondary incident; after
a collision, for example. Once a fire breaks
out, there can be a horrible inevitability
about the destruction, death and injury that follows.
This has certainly been the case in the past.
The rail industry has long aimed to learn from
past incidents. Fire played a major part in Britain’s
worst-ever train accident. In May 1915, over
200 people – many of them troops bound for
the Somme – were killed when three trains
collided at the barren outstation of Quintinshill,

42 globalrailwayreview.com
 Global Railway Review  |  Volume 27, Issue 01

near the Scottish borders. The vehicle bodies

were constructed from wood and equipped with
gas lighting; a dangerous combination which
contributed to the loss of many, many lives that
day. Nowadays, carriages are made from less
flammable, sturdier material, while better train
control and the reduction of flammable fuels within
the passenger compartment has reduced the
associated risks considerably.
A fire on a sleeper train approaching Taunton
in July 1978 was caused by linen being placed
near an electric heater. Carbon monoxide
poisoning was the primary cause of the 12 deaths,
exacerbated by the exterior doors being locked.
Changes to the panelling materials used within
vehicles and the facility for emergency exits
reduces these risks. This was the first manifest in
new ‘Mark III’ sleeper vehicles (still in use on the
Night Riviera between Paddington and Penzance)
and, latterly, the ‘Mark Vs’, which are used on
Caledonian Sleeper services.
During the Ladbroke Grove accident of October
1999, the diesel tanks on one of the HST power
cars involved were ruptured. Many deaths occurred
in the passenger vehicle immediately behind it.
Passengers were also hindered from escaping
due to the internal sliding doors needing to be
opened against gravity as the carriage lay on its
side. Standards now require these doors to open in
opposite directions at each end, or to be equipped
with other means of opening.
More detail about fire testing for seating can be
From these and other fires, our industry has
found in Research Project T1018 (Assessment of
learnt about the key risks and the means to control the fire testing regime for rail vehicle seats).
them. These are summarised as follows:

The risk of a fire starting

A fire requires oxygen, fuel and heat; therefore, the released if materials do burn; for example,
principal methods of reducing the risks are to: by restricting the types and/or quantities of
● Reduce the availability of fuel, which includes materials. Careful selection of materials used
flammable materials on the interior of the vehicle can find a suitable
● Reduce or isolate sources of heat and ignition; compromise between comfort, aesthetics and
for example, by using fire barriers and fire resistance.
arc shields
NEIL DINMORE
● Provide other risk controls where circumstances The risk of trapping people
dictate, such as automatic extinguishing There is a great risk of trapping people in Neil has over 25 years’
systems for internal combustion engines, and a dangerous situation, or of them attempting experience of rail vehicle
manual fire extinguishers in cabs, catering to leave the vehicle when it is not safe to do so. mechanical engineering.
and passenger areas. The aim, therefore, is to facilitate safe evacuation, He joined British Rail
as a graduate, working
whether to an adjacent vehicle, the platform or the
subsequently for
If a fire starts, the risk of it spreading track. Means of achieving this are to: Atkins and Interfleet
Fire itself generally does not kill people; the main ● Ensure that the train can continue to operate (SNC-Lavalin) before
cause of deaths in fire is inhalation of smoke and until it reaches a place of safety, by keeping joining RSSB in
toxic products. Potential means of limiting or critical systems operational, providing 2018. He represents GB
on European Standards
preventing fire spread are to: inter-vehicle fire barriers and/or other fire
Committees (vehicle
● Ensure early detection, control and containment measures structures and fire),
extinguishing of fire if it does break out by using ● Provide suitable means of escape, either with develops GB railway
smoke detectors, heat detectors and automatic emergency means of releasing bodyside standards and provides
and manual extinguishing systems doors or providing train end doors where the technical support to
innovation projects.
● Reduce the quantity of toxic substances trains operate extensively in tunnels with no

@GlobalRailway
43
 IN-DEPTH FOCUS | FIRE SAFETY
The rail industry has long aimed to learn from past incidents – (Left) In May 1915, over 200 people – many of them troops bound for the Somme – were killed when three trains collided at the
barren outstation of Quintinshill, near the Scottish borders. (Right) A fire on a sleeper train approaching Taunton in July 1978 was caused by linen being placed near an electric heater.
side access
● Keep the passengers informed with appropriate
announcements, signage and lighting.
The high-level requirements for rail vehicle
fire safety and evacuation, addressing some
of the issues listed above, are listed in the
Technical Specifications for Interoperability
(TSIs) for Safety in Rail Tunnels (SRT TSI) and
Locomotives and Passenger Rolling Stock (LOC
& PAS TSI), which, in turn, call up more detailed
requirements in European Standards. Work
on a European Standard for rail vehicle fire
safety was started in the late-1990s, leading to
the publication of the seven-part EN 45545 in
2013. This represented minimum agreed safety
requirements for Europe.
Note that the TSIs will be replaced by National
Technical Specification Notices (NTSNs) following
the end of the transition period associated
with the UK leaving the EU. The NTSNs contain
the same requirements and, therefore, call up the
same European Standards as the TSIs.
Before this, the requirements in Great Britain
(GB) had been set out in BS 6853, first published
in 1987 and updated in 1997, 1999 and
2002. This standard (along with other national
standards in Europe) could continue to be
used for a transition period, which ended in
Fire on the railway 2018. However, the requirements for testing
passenger seats in EN 45545 were considered
often comes
less safe than those in BS 6853: A seat passing
in the form of
the EN requirements could fail the equivalent BS
a secondary incident; 6853 test. Further European standardisation work
after a collision, led to the publication of a new test procedure for
for example. passenger seats, EN 16989:2018 (considered to
44
give a level of safety equivalent to BS 6853) and
for smoke toxicity, EN 17804:2018. The newest
version of EN 45545‑2 was published in August
2020 and refers to these two new standards. Work
is continuing with updates to the other six parts of
EN 45545 over the coming years.
More detail can be found in Research Project
T1018 (Assessment of the fire testing regime for rail
vehicle seats).
So much for the bureaucracy. It is necessary,
of course, but the most important question for
passengers is: ‘If a train fire happened now,
would we be at risk’? Given the technological
improvements since Quintinshill, the answer is likely
to be ‘no’. The improvements to standards mean
that – for one thing – the Office of Rail and Road
(ORR) wouldn’t accept a seat or carriage that didn’t
conform to the higher standard. All practical steps
appear to have been taken, but the industry will
continue to be vigilant.
As well as leading research and keeping
standards up to date with technology, RSSB
has been assisting its members with defining
and meeting the requirements for fire safety
as applicable to modifications associated with
COVID-19 safety measures.
RSSB has published revised standards
(GMRT2130 issue 5 and RIS-2730-RST issue
1) on fire safety and evacuation reflecting
the latest status of the British and European
Standards, as well as documenting other
GB practices learnt from past tragedies.
We also contributed significantly to the British
Standard Code of Practice BS 9992 ‘Fire
safety in the design, management and use
of rail infrastructure’.
globalrailwayreview.com
 WEBINAR PREVIEW

DuPont™ Nomex®: Setting

standards in railway technologies
On 24 March 2021, Global Railway Review will host a webinar, supported by
DuPont, to explore rail’s evolution and the latest industry trends to support progress.

FOR MORE THAN 50 years DuPont™ Nomex®, an original

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@GlobalRailway
45
 IN-DEPTH FOCUS | FIRE SAFETY
Fire safety and em
management on the Gaut
Chelina Bodhie, Senior Manager for Safety, Health, Environment and Quality at the
Gautrain Management Agency, speaks to Global Railway Review about the safety
protocols that make the Gautrain Rapid Rail Link the safest transport mode in Gauteng.
I
N GENERAL, people have become increasingly
conscious of safety and the way that they
manage their choices. People choose transport
options not only based on cost, but also safety,
convenience, timing and comfort. The use and
On all station platforms,
power of technology has transformed the field
fire hydrants and of transport and the way we know it. It has made
emergency escapes it simpler, faster, more efficient and convenient.
are always displayed Rail has been hailed as the backbone of
through guided transport globally and, in South Africa, this mode
signage, with trained of transport has been used since 1859 and has come
a long way since its introduction. Moving thousands
staff members on
of people to their destinations daily, rail has become
site to ensure their a preferred mode of transport for being the safer choice.
safe operation and Improvements on the overall rail system in South
passenger protection. Africa have begun with new locomotives, improved
46
station facilities and, most importantly, emergency
management protocols. In the Gauteng Province
of South Africa, one of the most radical and critical
changes to the rail sector came with the construction
of the Gautrain Rapid Rail Link (Gautrain) and its
commencement of operations in 2010. The system
was a shift from the traditional train operating
systems in the country to a rapid rail system servicing
major areas in Gauteng. The Gautrain is built to the
highest European safety standard and follows
the strict safety management regime and has, as
a result, the lowest safety incident rate than any other
transport mode in Gauteng.
The Gautrain system is built on international
standard gauge operations, with a maximum
speed of 160km/h, and operates Bombardier’s
globalrailwayreview.com
 Global Railway Review  |  Volume 27, Issue 01

ergency
rain Rapid Rail Link
CHELINA BODHIE

Chelina has over 12 years’

experience in the safety,
health and environmental
management discipline.
Prior to her current
role at the Gautrain
Management Agency
(GMA), Chelina gained
vast experience in the
robust construction
sector with various
tried and tested Electrostar series of rolling of various subsystems, like the ventilation and large-scale projects.
stock. The stations boast secure under-cover fire detection systems. Currently, she is a PhD
parking, together with a ‘feeder and distribution’ The STMS is also responsible for energy candidate and completed
bus service that is integrated with the train monitoring and control, escalator and her Master’s in Business
Administration (MBA)
service. The Gautrain is also built to ensure the lift monitoring, management of the Heating
in 2018 after having
protection of passengers and assets in case of an Ventilation and Air Conditioning (HVAC) and the initially qualified in
emergency, with advanced warning fire protection. Fire Protection and Dewatering systems. This STMS Environmental Sciences,
The Gautrain subscribes to the following South is linked to the main Operations Control Centre Safety Management
African Regulations and Standards: (OCC), as well as the Emergency Service Main and postgraduate
qualifications in
● SANS 10400: Part T – Fire Protection Centre in the City of Johannesburg, and can alert
Environmental
● The Occupational Health and Safety them immediately of a fire or incident on the Management and
Act 85 of 1993 Gautrain system. Business Management.
● Railway Safety Regulations Chelina’s other
● Emergency Management Services Regulations. The Gautrain tunnel areas of experience
include: Occupational
One of the more sensitive areas on the Gautrain
Health and Safety
Furthermore, the Gautrain is built in compliance with route is the Gautrain tunnel, which is the first of its Management; Railway
the European Safety Standard EN 45545: Railway kind in Africa in terms of rail transport. The tunnel Safety Management;
Applications: Fire Protection on Rolling Stock. section is 15km-long, stretching from Marlboro to Safety Management
The Gautrain system is also equipped with Park Station in Johannesburg. The design of the Systems; ISO Integrated
Management Systems
a Station and Tunnel Management System (STMS), tunnel includes seven emergency shafts for access
and Risk Management. 
which is responsible for the monitoring and control by emergency services personnel, five of which

@GlobalRailway
47
 IN-DEPTH FOCUS | FIRE SAFETY

are deeper than 52m and have refuge shelters

incorporated into them.
In the event of a fire, air within the tunnels will be
controlled by ventilation fans to divert smoke away
from passengers.

Viaducts
The Gautrain route also consists of viaducts, one of
which is built over major freeways towards the O.R.
Tambo International Airport. The total measure of all
viaduct sections amounts to 31km. The design of the
viaducts includes emergency escape staircases
for access by emergency services personnel and
evacuation for passengers. In the event of a fire,
passengers will be diverted off the track and
onto walkways. Overhead electricity will be cut
off automatically from the OCC. On all station
platforms, fire hydrants and emergency escapes
are always displayed through guided signage, with
trained staff members on site to ensure their safe
operation and passenger protection. The Gautrain
also has a dependence on the Emergency
Management Services (EMS) in Gauteng.
Gautrain’s operational teams have developed
A Gautrain viaduct crossing over the highway from
protocols and emergency management plans
O.R. Tambo International Airport station
based on safety evacuation exercises that are
carried out every quarter at different sections of the
Gautrain, including viaducts, tunnels and stations.
Participation is mandatory for staff and includes the
external EMS personnel. The operator has sought
the services of Mine Health and Safety Rescue
Services for this specialised training. To alleviate the
response times, all drivers, security and conductors
are trained on Emergency Procedures. The safety
management teams on the Gautrain also assist
the external EMS teams in the Quarterly Municipal
Emergency Services training, which includes training
on equipment and the evacuation of all rolling stock
and infrastructure.
The Gautrain continues to strive towards safety
excellence and passenger protection, and will
exhaust every effort to protect passengers from
danger in the event of an emergency. Currently, the
safety team is looking at ways to ensure fire
protection with the use of technology, reduction
in water usage and limited human contact.

REFERENCE

The Gautrain operates with a maximum speed of 160km/h 1. www.gautrain.co.za/gma.gautrain.co.za

FIGURE 1

Depiction of the tunnel section of

the Gautrain showing locations
of the emergency shafts

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