ISSUE 06 | NOVEMBER 2021

GLOBALRAILWAYREVIEW.COM

Shaping the future

of rail in Australia
How Australia’s rail industry is planning for a strong
and sustainable future, plus an update on the
Brisbane Cross River Rail project

Exploring the FINE‑2, What does biodiversity In-Depth Focus:

SILVARSTAR and have to do with The Future of
TRANSIT projects the railways? Train Control
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Meeting future demand:

Australia’s rail developments
Earlier this year, new rail funding was
announced as part of the Australian
government’s Federal Budget as the
industry continues to support the
nation’s economic growth and recovery.
While the past year has been
CRAIG WATERS
EDITOR a challenging one, people are slowly
cwaters@russellpublishing.com returning to rail, and Australia’s rail
network must be ready to meet future
demand. Many believe that for many years, rail has endured historic
underinvestment when compared to other modes, and to support
the sustainable development of the country, more investment is
crucial; so, the budget announcement was welcome news for all.
The government’s monetary boost included a $2 billion initial
investment in the Melbourne Intermodal Terminal – a key project that
will support the greater use of rail and take more trucks off of the
roads. Funding was also announced for key rail projects including
$400 million for Inland Freight Route (Mungindi to Charters Towers)
upgrades, $347.5 million for western Australia’s METRONET and
$60 million for south Australia’s Gawler Rail Line Electrification project.
Of course, the Australasian Railway Association (ARA) welcomed
the funding announcements, but as Caroline Wilkie, ARA’s CEO,
writes in this issue on page 2, there are a range of issues that will
need to be addressed to make the most of this exciting time in
the rail industry’s evolution, including the need to secure people
with the right skills, the importance of continued promotion of rail
to ensure passenger numbers rise in 2022, and doing everything
possible to move more freight on to rail.
We also have Graeme Newton, CEO of Brisbane’s Cross
River Rail Delivery Authority writing on page 6 about the work
progressing on the mega project that will transform travel in
Australia’s third largest city.
With the Australasian rail industry experiencing a new surge
of growth, it will be exciting to see much-needed investment in vital
projects come to fruition over the coming years.
As ever, we hope you enjoy this issue and urge you to get in
touch with comments about industry developments. You can even
send in information about your latest projects and research to be
considered as a feature in an upcoming issue.
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02 REGIONAL PROFILE: AUSTRALASIA

A once in a generation
opportunity to shape the
26 FREIGHT
Rail freight: An ally
of the environment
Contents
future of rail in Australia Samuel Nevado, Head of the Logistics and
Caroline Wilkie, CEO, ARA Vehicle Distribution Division, Transfesa Logistics

06 REGIONAL PROFILE: AUSTRALASIA

Brisbane’s Cross River 31 EVENT REVIEW
Rail Live! 2021
IN-DEPTH FOCUS:

THE FUTURE OF TRAIN CONTROL

Rail project making
city‑shaping progress
Graeme Newton, CEO,
Cross River Rail Delivery Authority
34 BIODIVERSITY
What does biodiversity have
to do with the railways?
40 Developing technologies for
autonomous railway management
Pınar Yılmazer and Lucie Anderton, UIC’s Vladimir Andreev, Head of the Technical
Sustainability Unit Policy Department, Russian Railways

IN-DEPTH FOCUS:
44 Next generation train
control ‘Made in Germany’
NOISE & VIBRATIONS Dan Woywod, Head of Railway Technology, VDB

12 Noise and vibration work

in the FINE-2 project
46 Tokenisation of train
control/ train management
Scott Heath, Coordinator, FINE-2 project
Gerald Schinagl, Digital Innovation Manager,

16
ÖBB BCC GmbH, and
SILVARSTAR project: Soil
Martin Taranetz, Head of Mobile Radio
vibration and auralisation Networks, ÖBB-Infrastruktur AG
software tools for application
in railways
SILVARSTAR project colleagues

22 The TRANSIT project: Innovation

towards train pass-by noise
source characterisation and
separation tools
TRANSIT project colleagues

@GlobalRailway
1
 REGIONAL PROFILE: AUSTRALASIA

A once in a genera
shape the future
The Australasian rail industry is experiencing a new wave of growth as it
prepares for the new year, writes Caroline Wilkie, Chief Executive Officer
of the Australasian Railway Association (ARA). With $155 billion in rail
investment planned over the next 15 years, the industry is faced with
a once in a generation opportunity to shape the future of rail in Australia
for years to come. There are a range of issues that will need to be
addressed to make the most of this time in the rail industry’s evolution.

Making the most of new investment
Just as greater use Rail construction activity is set to double the activity
of public transport Australia witnessed at the peak of its mining boom
can deliver improved in the early-2000s. That boom delivered significant
environmental benefits to the Australian economy, but also had to
deal with the challenges that come with rapid growth.
outcomes for cities
Effectively managing those challenges will ensure the
and towns, so too rail industry can not just meet demand, but lay the
can greater use of foundations for enduring benefits for the economy and
rail freight. community as a result of this new wave of investment.
The Australasian Railway Association (ARA)
has identified a range of areas for action to help
make the most of this opportunity in its report on
The Australian Rail Supply Chain. Effective planning
and procurement, nationally-focused local content
policies, and measures that support the adoption of
technology and innovation are among the priorities
identified by the report. The ARA is advancing action
on these issues through the implementation of its Rail
Supply Chain Blueprint, which was launched in 2021.

2 globalrailwayreview.com

tion opportunity to
 of rail in Australia
While many of these issues are not new to the
industry, progress that can be achieved now could
have an exponential impact on the projects to
come over the next 15 years.
Securing people with the right skills
Infrastructure Australia’s (IA) market capacity and
workforce skills supply reports released in 2021
confirmed skills development remains a critical
issue. This was not news to the ARA, which
identified a looming skills shortage for critical rail
industry roles in its 2018 Rail Skills Capability Study.
IA confirmed Australia’s infrastructure skills crisis
is set to worsen over the next three years, with
skills demand expected to be 48 per cent higher
than supply by 2023. With a strong infrastructure
pipeline already in place, and border closures
associated with the pandemic limited travel to
Australia and between jurisdictions, the availability
of skilled workers to meet demand is a critical issue
for industry.
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 06
IA estimates four out of five infrastructure
dollars over the next five years will be allocated to
transport, meaning transport infrastructure will be
in the eye of the storm as skills shortages hit.
It is clear we must act now to meet the demand
for skilled people in the coming years, particularly
for critical roles such as signalling and system
engineers. An immediate focus on training to meet
short- and medium-term needs will be an essential
part of this solution.
The ARA’s work to develop national skills matrices
and support improved collaboration as part of
Rail played a critical
Australia’s National Rail Action Plan will also be vital. role in keeping supply
These crucial initiatives support a strong skills base over chains open during the
the long-term and help make it easier for rail industry pandemic, highlighting
employees to move more easily between projects and the importance of
across the nation’s state and territory borders.
a resilient freight
The ARA will lead several new initiatives to
help industry attract, retain and advance top rail
network that makes
industry talent in 2022, while also championing the best use of all
diversity across the rail workforce. modes of transport.
3
 REGIONAL PROFILE: AUSTRALASIA

The ARA will implement its Rail Freight Action Plan

to support greater use of rail freight in 2022.
CAROLINE WILKIE

Caroline commenced
the role of CEO of the
Australasian Railway
Association (ARA) in
February 2020. Prior to
this, Caroline served as
the CEO of the Australian
Airports Association (AAA)
for over nine years. She
brings extensive policy
and advocacy experience
to the ARA, with a track
record of working with
government and industry
to deliver nation-building
infrastructure investment
and critical transport
networks connecting
urban and regional
communities. With
a Master of Public Affairs
from the University of
Sydney and a background
in Communications and
Public Relations, Caroline
was appointed National
Manager of the Tourism
and Transport Forum
(TTF) in 2003. Caroline
will continue to develop
the ARA’s strong focus on
safety, regulation, skills
development and the
implementation of new
technologies within the rail
industry, as well as defining
a new future agenda on
behalf of ARA members
and the rail industry.
Promoting a return to rail
As is the case in so many parts of the world,
Australia’s public transport services have
been impacted by COVID-19 lockdowns and
restrictions in 2020 and 2021. While the
industry continued to provide public transport
services for those who needed them even at
the height of lockdowns, passenger numbers
understandably fell sharply when restrictions
were in effect.
When Australia’s two largest cities, Sydney and
Melbourne, both experienced extended lockdowns
in 2021, national passenger numbers for the July
to September quarter were 70 per cent below
pre COVID-19 levels.
While patronage has risen again as restrictions
have eased, it will be imperative to welcome more
people back to rail in 2022. The outstanding
work of industry to ensure cleaning and hygiene
measures are in place to support a COVIDsafe
environment is to be commended, giving the
community confidence in safe and accessible public
transport services.
The ARA is currently working with industry to
support return to rail initiatives and promote the
use of public transport in support of sustainable
growth for the long term. With one commuter train
taking 578 cars off the road, rail can help cities
bust congestion and meet their net zero climate
ambitions. As Australia’s populations continue to
rise in the years ahead, rail must be a key part of
our daily lives.
Moving more freight on rail
Just as greater use of public transport can deliver
improved environmental outcomes for cities and
towns, so too can greater use of rail freight. The ARA’s
Value of Rail 2020 report confirmed rail freight
generates 16 times less carbon pollution than road
freight. Combined with its ability to reduce congestion
and drive improved safety outcomes, there are clear
benefits to supporting mode shift to rail.
Beyond these benefits, there is also clear
demand. The national freight task is set to grow
41 per cent to 2030, with rail expected to meet
three quarters of this new demand. Rail played
a critical role in keeping supply chains open during
the pandemic, highlighting the importance of
a resilient freight network that makes the best use
of all modes of transport.
Despite this, achieving mode shift continues to be
challenged. The ARA will implement its Rail Freight
Action Plan to support greater use of rail freight in
2022. Three working groups have been established
with a focus on competitive neutrality, mode shift,
and interoperability and regulation. Consultation
with industry has already been highly productive,
and we look forward to progressing these issues
in the year ahead.
Planning for the future
While these issues will all be significant areas of focus
in 2022, Australia’s rail industry continues to plan for
a strong and sustainable future. Meeting the demand
of the years ahead will be just the beginning.

4 globalrailwayreview.com
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Shaping the future
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How Australia’s rail industry is planning for a strong
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Brisbane Cross River Rail project
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Exploring the FINE‑2, What does biodiversity In‑Depth Focus: Post/Zip Code: Country:
SILVARSTAR and have to do with The Future of
TRANSIT projects the railways? Train Control

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 REGIONAL PROFILE: AUSTRALASIA

Brisbane’s
Cross River Rail
project making
city-shaping
progress
Graeme Newton, CEO of the Cross River Rail
Delivery Authority, discusses how work is
progressing on the mega project and why it will
transform travel in Australia’s third largest city.

Entrance to the TBM tunnel from Woolloongabba.

6 globalrailwayreview.com
 Global Railway Review  |  Volume 27, Issue 06

GRAEME NEWTON

Graeme has 30 years’

experience as a senior
A render of the future Albert Street station (note, design is not final). executive in the infrastructure
sector, leading large and
complex, high profile,

L
multi-billion-dollar projects
within the private and public
IKE MANY BRISBANE locals, I adore our Cross River Rail is Queensland’s biggest sector. His vast experience
river. The iconic body of water snakes infrastructure project – a new 10.2km rail line that and industry expertise has
seen him awarded both the
through the heart of our city, and is central includes 5.9km of twin tunnels under the Brisbane
National Award for Excellence
to our way of life in the state capital River and CBD.
and the QUT Outstanding
of tropical Queensland. It will include four new underground Alumni Award. Graeme was
But, because it effectively cuts our city in half, we stations in convenient locations – Boggo Road, appointed by the Queensland
are a slave to it. Woolloongabba, Albert Street and Roma Street – as Premier in 2011 as the first
CEO of the Queensland
Our beloved river is a natural barrier which well as two new aboveground stations and a suite
Reconstruction Authority.
makes public transport – rail in particular – difficult, of complementary works required to improve the
Over the years, Graeme
with one bridge serving as the only inner-city region’s rail network. has worked in a range of
rail crossing. The new stations will connect commuters to key infrastructure leadership
It means the Merivale Bridge creates Games venues in 2032, which will be a few minutes roles including as Director-
General for the Department
a bottleneck, limiting the ability to increase capacity train ride from one another.
of Infrastructure and
on South East Queensland’s rail network, and is
Planning, the Coordinator-
a point of frailty that can result in cascading delays Cross River Rail’s peak of construction General under the State
across the network. Wherever you go around Brisbane at the moment, Development and Public
To ensure the rail network is able to service you would be hard-pressed not to come across Works Organisation Act
1971 (Qld) and has also
a growing population into the future, the solution a Cross River Rail hoarding or work site – and that
worked for Deloitte Australia
was to build Cross River Rail – a new underground is only the work you can see on the surface.
as Lead Partner for the
for Brisbane that goes directly under the river. We are currently in the peak of construction, Queensland Government.
It’s a decision that has already paid dividends with around 2,700 people working on our project, Graeme’s key strengths
before a single train has gone through a tunnel, with including across 15 active work sites. are in strategy, delivery,
transformation and building
Cross River Rail central to Brisbane’s successful bid This year’s (2021) focus has been carving out the
high-performing teams.
to host the 2032 Olympic and Paralympic Games. project’s twin tunnels beneath the Brisbane River

@GlobalRailway
7
 REGIONAL PROFILE: AUSTRALASIA

and CBD – making 2021 our year of tunnelling.

The bulk of the tunnels have been excavated by
our two massive Tunnel Boring Machines (TBMs),
which launched from the project’s epicentre
at Woolloongabba, just south of the river, in
early 2021.
Heading north, TBMs Else and Merle – named
after trailblazing engineer Else Shepherd AM and
pioneering feminist Merle Thornton AM – churned
through an average of 20-30 metres a day on
their journey towards the project’s northern portal,
where trains will enter and exit the tunnels.
While at work, the 1,350-tonne mega machines
lined the tunnel walls with over 27,000 concrete
segments, each weighing about 4.2 tonnes.
At the same time, a pair of 115-tonne
roadheaders travelled south from Woolloongabba,
carving nearly 900 metres each before breaking
Workers celebrate after the final roadheader breaks through at Boggo Road.
through into our southern-most underground
station, Boggo Road, in September 2021 – two
months ahead of schedule.
This stretch of tunnelling marked a particularly
impressive feat of engineering, with the
roadheaders working as shallow as eight
metres below the surface, at times carving out
tunnel below live rail lines.
With tunnelling successfully drawing to a close,
focus in the new year (2022) will shift towards the
mechanical and electrical supporting infrastructure
as well as construction of the stations themselves.
The project’s marquee underground stations
are already starting to take shape, especially at
Woolloongabba, which will service the city’s main
Olympic stadium in 2032.
The station is being built in the 33-metre station
box from the ground up using an innovative jump
form method – essentially a self-supporting method
Inside the TBM named Else.
of concrete construction where each level is built on
top of the previous one.
Elsewhere across the project, work is ongoing in
the rail corridor to prepare the wider network for
Cross River Rail.
Important works are occurring over Christmas
2021 to ensure the project’s southern portal area
integrates smoothly with existing rail infrastructure.
Meanwhile, the project hit a major milestone in
recent weeks when the first track was laid at the
new Mayne Yard North stabling facility, which will
increase the capacity of the network’s existing
inner-city train depot.
And trains are being fitted out with world-class
signalling technology at a specialist facility west
of the city, which will not only improve safety and
reliability across the network, but ensure trains can
operate safely through the twin tunnels.

Transforming South East Queensland

Work in the station box at Boggo Road. Unlocking South East Queensland’s bottleneck by
adding a second inner-city river crossing to the

8 globalrailwayreview.com
 Global Railway Review  |  Volume 27, Issue 06

rail network, Cross River Rail will mean quicker

journeys, stations in more convenient locations,
and the capacity to increase train services as our
population grows.
It will make public transport a more viable option
for the whole region and help to ease congestion
on our roads.

However, this is more than just a rail project.

A region-shaping investment, Cross River
Rail is a once-in-a-generation catalyst for
urban renewal and economic development in
some of the city’s most underutilised spaces,
while also creating new public spaces and
community precincts.
Around $20 billion of city-shaping investment
is expected to flow into the precincts
surrounding the four new underground stations
and the upgraded aboveground station at
Exhibition, laying the platform for job growth
across South East Queensland for decades Aerial view of Cross River Rail’s
to come. Woolloongabba worksite and
The Gabba stadium.
This is yet another example of the key role
Cross River Rail will play in the lead up to the
2032 Games, with stations expected to service at
Cross River Rail alignment map.
least three key Olympic and Paralympic venues.
While Cross River Rail will play a major role
in shaping South East Queensland in the future,
the project is already having a massive impact
throughout the state now.
Cross River Rail will create around 7,700 jobs and
450 apprentice and trainee opportunities.
The project currently injects around $4.1 million
a day into the economy, with over 90 per cent of
this flowing directly to Queensland businesses.
In fact, more than 1,500 Queensland
subcontractors and suppliers have benefitted from
Cross River Rail to date.

Sustainability
As well as this direct economic contribution, we are
also committed to sustainability.
For example, over 80 per cent of the spoil
generated by Cross River Rail to date has been
recycled or stockpiled for reuse, with the material
being beneficially used at other sites, in other
transport projects such as the Pacific Motorway
upgrades, and even to make bricks.
The economic shot in the arm provided by the
project could not have come at a better time,
as Queensland unites and recovers from the
COVID-19 pandemic.
Continuing work throughout the pandemic has
allowed the project to remain on schedule and on
budget, which is a testament to the tireless efforts
and professionalism of the entire team.
Major construction on Cross River Rail is
scheduled to be completed in 2024, with the first
passengers being welcomed in 2025.

@GlobalRailway
9
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XXX
XXX

NOISE &
VIBRATIONS
In this In-Depth Focus, industry experts examine three projects – SILVARSTAR, TRANSIT
and FINE-2 – and how they are playing a part to understand the complex challenges
around noise and vibration of railways and what can be done to reduce nuisance.

SPONSORS:
 IN-DEPTH FOCUS |NOISE & VIBRATIONS

Noise and vibration work

in the FINE-2 project
In situ noise recording, performed in Crespin, France (July 2021).

Scott Heath, Coordinator of the FINE-2 project, details the project’s

work around rail sector noise and vibration, and how its dedicated work
packages, in conjunction with TRANSIT and SILVARSTAR, are seeking to
comprehend, in fine detail, the sound generated outside of the train.

T
HE FINE-2 PROJECT is a perfect example
of the European Commission’s (EC)
Horizon 2020 funding being used as it
was intended – to promote collaboration
in Research and Innovation activities in order
to achieve greater impact. It is a collection of
14 organisations, located across seven countries,
whose business activities range from train
operators and infrastructure managers to research
institutions and supply chain partners.
As part of the Shift2Rail Programme, the ca. €940
million public private partnership delivering research
and development over a seven-year period, we
interface significantly with other EC funded projects.
This engagement is both circumstantial, as many of
the participants are involved in other Shift2Rail work, as
well as by design, as we recognised the need to work
with specialist organisations outside of our consortium

12 globalrailwayreview.com

in order to achieve our goals. This is evident through
our activities in the noise and vibration (N&V) domain,
which this article will discuss, where we are working
with two other consortia, TRANSIT1 and SILVARSTAR2.
Before discussing the details of the FINE‑2
work on N&V, it is worthwhile noting the final
part of collaboration that exists in the project
– that which is internal. We are the combination
of three sub‑projects (termed work streams), each
constructed of four or five discrete Work Packages
(WPs). This means that experts from different
domains come together to share their insights and
offer best practices approaches to challenges that
can be encountered.
The first work stream is focused on Energy and it
seeks to help standardise the way in which energy
consumption of trains is evaluated. The middle
work stream (WP6‑WP10) is N&V, with the final
being termed ‘Integrated Mobility Management’
or I2M. These I2M WPs are looking at the technical
integrations that are needed to enable more freight
transportation in a rail ecosystem that uses traffic
management systems (TMS), as well as other business
benefits that can be derived from interfacing TMS with
other data sources.
Our work in the N&V domain is focused on
improving our understanding of the sound generated
outside of the train. As the name Shift2Rail suggests,
the main objective is to encourage a modal shift of
travellers from cars to trains. Noting this you may
wonder why our work is looking at impacts external
to the train carriage. After all, if we reduce the sound
generated by a train passing a line-side neighbour,
will it really increase the usage of trains? Rüdiger
Garburg, technical leader of the work stream,
provided a clear answer to this challenge: “We are
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 06
going to need to keep improving the railway to Above: In situ noise recording,
performed in Crespin, France
attract customers, and some of this will involve
(July 2021).
construction. In democratic systems you need the
support of local people to make these changes,
otherwise everything will be harder to do. We get
their support by demonstrating clear improvements,
and one of the best ways to do this is to say: ‘we are
making this railway line so many decibels quieter’
or ‘we can guarantee trains passing will generate
fewer vibrations’.”
To help provide tangible and reliable benefits from
train and infrastructure enhancements, the work
stream is supporting the generation of new modelling
tools that are developed by the SILVARSTAR project.
This technology will be a step change in those available
today and the first of its kind to be railway specific.
Alongside this, we are hoping to reduce the costs and
improve the processes associated with rolling stock
acoustic certification by enabling it to take place in
a virtual environment. This would also reduce the
time to market for newer trains. This objective is being
achieved by working with the TRANSIT project.
WP6 – Exterior Noise Validation
The first N&V Work Package is WP6 – Exterior Noise
Validation. This is where the activities necessary to
support the virtual certification are taking place.
The partners of the WP are providing access to rolling SCOTT HEATH
stock and the infrastructure needed to undertake
Scott is the Coordinator
sound measurements. Both manufacturers and
of the FINE-2 project
operators in FINE-2 and partners in the TRANSIT
and employee of Thales
project will perform these. Following this, the Ground Transportation
simulation tools will be constructed then validated. Systems in London,
WP Leader Rita Caminal Barderi explains more: UK, where he leads on
Research, Development
“We are studying several different types of noise
and Innovation in UK Rail.
that can be generated by equipment on a train.
13
 IN-DEPTH FOCUS | NOISE & VIBRATIONS

In situ noise recording, performed in Crespin, France (July 2021).

These range from electrical noise from motors to the
cooling noise issued by a Heating, Ventilation, and Air
Conditioning (HVAC) system. These all differ in their
frequency and source directivity, so understanding
them in isolation is vital in predicting how changes
in train design can impact eventual sound emissions.
It is not just the behaviour or volume of equipment
that is important either. We know that the location on
the train can also impact propagation. For instance,
moving the HVAC from the under-frame to the roof
can make the station environment much louder. We
therefore need to capture data from multiple positions
in order to model more accurately.”
On site tests have already begun, with a successful
campaign taking place in Crespin, France during
summer 2021. Rita goes on to say: “We are looking
at six reference cases when a train is stationary. For
each, the train equipment is measured standalone
and again when installed on the train. We are using
the standalone measurement values in the model,
where the train geometry and other factors are also
considered, and then validating the results generated
by TRANSIT against the values we record when
in situ. I am very hopeful that this approach will
generate good quality results.”
Ainara continued: “We are working with experts
from research centres, universities, and specialist
consultancies inside the TRANSIT project to enhance
and simplify existing methods that could potentially be
used in future certification procedures. It is quite unique
to be working in a project where competing train
manufactures are sharing this data – we have partners
from CAF, Alstom, Siemens, and Talgo. This spirit of
collaboration began in earlier EC projects (ROLL2RAIL
and FINE1) and has continued into FINE‑2.”
It is also true that the speed of a train can
influence the factors dictating noise emissions of
the train. Ainara explained: “The second activity we
are supporting is the development of innovative
techniques for separation of different acoustic
sources, not just rolling noise, during the pass-by of
a train. Traction noise and aerodynamic factors can
also play a big part and we want to ensure they are

WP7 – Noise Source Separation

The main source of noise from the railway at
conventional speeds is that generated by the wheels
on the track, called rolling noise. WP7 looks at
the factors influencing such rolling noise. “We are
supporting two activities,” explains Ainara Guiral,
WP7 Leader. “The first seeks to improve the existing
methodologies for separating the track and the
train contribution in generating rolling noise.”
This separation is necessary, as the same train on
different tracks will emit different noise, but it can be
hard to ensure pass-by recordings are made on all
types before deploying new livery.

14 globalrailwayreview.com
 Global Railway Review  |  Volume 27, Issue 06

understood too.”
Three site tests will be conducted to characterise
different tracks and take pass-by readings and
these will be used to assess the models proposed.

WP8 – GGround Vibration

The eighth WP of FINE-2 is focused on Ground
Vibration. Whereas WP6 and WP7 seek to improve
upon existing models, rail vibration prediction and
modelling is a gap in toolkit. WP Leader Sascha
Hermann explained the work: “We are working
with the Shift2Rail Project SILVARSTAR to build
a prognosis tool that can simulate and evaluate
vibration propagation. This is in line with existing
standards, such as DIN 4150, to ensure it can
be used with confidence.”
WP8 is also demonstrating efficiency through In situ noise recording, performed in Crespin, France (July 2021).
collaboration. Sascha continued: “We need site
measurements to validate the tool. Instead of doing
a separate set of readings for ground vibration, we
are working with the other FINE-2 N&V WPs to use modelled. If we get this right, there is every possibility
the same testing campaigns. Our approach is fairly this tool will be a game-changer when it comes to
standard. We have gathered requirements for the discussing the impact of infrastructure changes
tool from both the infrastructure and operations on those who live near a train line.”
side of the rail system and the train manufacturers. There are two other WPs in the stream (WP9 and
Our partners in SILVARSTAR are now working to WP10) that are also integral to success of the FINE-2.
build the models and refining the interfaces.” Both are highly collaborative, with WP9 liaising with
It is expected that the final product will be able TRANSIT and SILVARSTAR and WP10 working across
to provide both rough estimates for early stage the whole Shift2Rail organisation to understand how
feasibility discussions, as well as the detailed analysis noise is being reduced by the programme’s activities
of train-induced vibration needed to understand outside of FINE-2. Further information about these
the impact inside buildings near the track. WPs can be found on the Shift2Rail website3.
Sascha explained: “One of the biggest challenges The project will conclude in early-2023, but results
here is to combine our scientific findings with existing of our work are frequently published online, as well
prediction models for the subsystems involved to as presented at events. If you want more information
make an easy-to-use software whilst ensuring we about items detailed in this article, or would like
are open enough to incorporate missing parameters the project to present at an event, please feel free
or special local characteristics as discovered or to contact the Project Coordinator directly4. 

Standalone noise recording, performed in Charleroi, Belgium (July 2021).

REFERENCES
1. The TRANSIT project:
Innovation towards train 
pass-by noise source
characterisation and separation
tools - Global Railway Review,
Volume 27, Issue 6 2021, pages
22-25

2. SILVARSTAR project: Soil

vibration and auralisation
software tools for application
in railways - Global
Railway Review, Volume 27,
Issue 6 2021, pages 16-19

3. https://shift2rail.org/

4. Scott.Heath@uk.thalesgroup.com

@GlobalRailway
15
 IN-DEPTH FOCUS |NOISE & VIBRATIONS

SILVARSTAR project:
Soil vibration and
auralisation software tools
for application in railways
In this article for Global Railway Review, we discover how, in the work of the SILVARSTAR
project, the development of auralisation and visualisation tools can be used to predict,
and demonstrate, railway noise using virtual reality technology.

A
LTHOUGH RAIL is a sustainable and
climate-friendly mode of transport,
noise and vibration remain particular
environmental concerns. As urban
congestion and demand for mass transportation
increase, new railways are built closer to buildings,
while development expands into the vicinity of existing
railways. People living near railways are becoming
increasingly sensitive and unable to tolerate noise and
vibration, while the operation of sensitive equipment
(e.g. electron microscopes, MRI scanners) is hampered
by vibration transmitted into buildings.
Addressing these technical and socio-economic
challenges requires the use of efficient and proven
tools to quantify and assess the noise and vibration
impacts of railway networks. In addition, the
possibility to use auralisation and visualisation tools
based on virtual reality (VR) technology opens up
new opportunities to communicate the findings of
noise studies. Such prediction and demonstration
tools can help, for example, in determining where
noise and vibration reduction should be prioritised,
and in deciding on the most appropriate reduction
measures depending on external constraints such
as efficiency, cost and space.
To address these challenges, SILVARSTAR1
– a two-year collaborative project under the
Shift2Rail Joint Undertaking (JU) Programme – aims
to provide the railway community with proven
software tools and methodologies to assess the

16 globalrailwayreview.com

noise and vibration environmental impact of
railway traffic at a system level. The project brings
together a unique consortium of six leading
industrial, academic and association partners to
contribute excellence in noise and vibration within
the Cross-Cutting Activities of Shift2Rail.
The project partners are from five different
European countries and have complementary
knowledge areas and skills to promote the scientific
outcome and to ensure the industrial uptake and
delivery of tangible results in the field: Vibratec (France,
Coordinator), Wölfel Engineering (Germany), Empa,
Swiss Federal Laboratories for Materials Science and
Technology (Switzerland), University of Southampton
– Institute of Sound & Vibration Research (ISVR,
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 06
United Kingdom), KU Leuven (Belgium) and UNIFE –
European Rail Industry Association (Belgium).
Prediction of ground vibration
through the development and
validation of a hybrid approach
The first workstream (see Figure 1) focuses on
the prediction of ground vibration through the
development and validation of a hybrid approach,
combining numerical prediction with experimental
results. The computational model will be integrated
into an existing tool and linked to a Geographical
Information System (GIS), providing a Graphical
User Interface (GUI) that allows vibration and noise
impact studies to be performed. The basic concept
17
 IN-DEPTH FOCUS | NOISE & VIBRATIONS
People living near railways are becoming increasingly sensitive and unable to tolerate noise and vibration
is to develop a frequency-based hybrid vibration
prediction tool that follows the general framework
recommended in international standards that
express the vibration level in a building during
a train passage as the product of source,
propagation and receiver terms. By combining
experimental data with numerical predictions, this
AUTHORS:
hybrid approach provides much more flexibility and
applicability than purely experimental models.
Pascal Bouvet This prototype prediction tool (TRL 5) will be fully
Project Coordinator, Vibratec integrated with the existing noise mapping software
IMMI developed by Wölfel. The collaboration with
Geert Degrande ISVR, KU Leuven and Vibratec will result in a unique
KU Leuven
software platform that will allow engineers to
perform noise and vibration environmental impact
David Thompson
studies within the same integrated software
ISRV, University of
environment. The proposed hybrid modular
Southampton
approach provides full modelling flexibility at each
stage of the design process. Embedding in existing
Reto Pieren
Swiss Federal Laboratories
software will simplify the modelling process, as
for Materials Science and fewer interfaces are needed. Extensive validation
Technology (Empa) and approval testing will increase confidence levels.
It is intended that this novel software product will
Marta García be upgraded to TRL 9 soon after completion of the
Union des SILVARSTAR project to find widespread application
Industries Ferroviaires
in railway engineering. The prediction tool will enable
Européennes (UNIFE)
the assessment of vibration levels for both large-
18
scale studies and more detailed studies by rolling
stock manufacturers, track engineers, overhead
railway owners and noise and vibration consultants.
Developing auralisation and VR software tools
In the second workstream, auralisation and virtual
reality (VR) software tools are being developed based
on a physics-based model to synthesise railway noise
in high quality (see Figure 2). A novel audio-visual
VR tool will enable a demonstration of railway noise
including different mitigation measures.
The main contribution to the auralisation and
VR of railway noise in SILVARSTAR is the further
development of the latest scientific computational
models to consider different mitigation measures.
The SILVARSTAR auralisation models will be linked
to commercial 3D visualisation software to realise
immersive audio-visual VR experiences of railway
scenes extending the applicability of the simulation
beyond the state-of-the-art.
In this field, the main innovation of SILVARSTAR
lies in the development of novel, ready-to-use
auralisation and VR software tools and creation
of a unique VR system to demonstrate railway
noise. The new simulation tools will allow physically
correct synthesis of railway pass-by noise and
provide immersive audio-visual VR experiences
globalrailwayreview.com
 Global Railway Review  |  Volume 27, Issue 06

FIGURE 1 
of future railway noise scenarios using a portable
VR headset. As this allows users personally to FIRST WORKSTREAM OF SILVARSTAR OVERVIEW

experience, i.e. hear and see, realistic 3D scenes in

a virtual environment, it is a modern and promising
tool to communicate acoustic situations intuitively.
These novel tools will enable perception-based
virtual testing of noise mitigation technologies and an
effective demonstration of different noise scenarios,
including noise mitigation measures and vehicle
design variants. This will support decision-making and
facilitate communication with stakeholders such as
vehicle customers, engineers and designers through
VR prior to project delivery. In order to communicate
noise scenarios to local residents, policy-makers
and the general public in the context of land use
planning and infrastructure projects, the developed
systems will support different display modes and
interfaces to existing 3D visualisation software. Within
SILVARSTAR, the new auralisation and VR software
tools will be released as fully functional freeware
applications. SILVARSTAR will thus take auralisation
and VR of railway noise to the next level and provide
new software tools to the industry.

Regulations FIGURE 2 
In relation with the regulatory framework, there are
SECOND WORKSTREAM OF SILVARSTAR OVERVIEW
currently no harmonised European limits applied
to vibration levels in buildings caused by transport
systems; the same is true for re-radiated structure-
borne noise inside buildings. Therefore, the
SILVARSTAR project will focus on this aspect of
exploitation for standardisation activities. This will
mainly be accomplished through the individual
links of members with standards and guidelines
technical working groups (DIN 4150-2:1999, ISO/
TC108/SC2/WG8, VASTCON TWG, CEN/CENELEC).
The integration of the SILVARSTAR methodologies
into standards will accelerate their acceptance in
the railway engineering community and ensure the
use of the associated tools.

FINE-2
SILVARSTAR works closely with the complementary
Shift2Rail Members’ project FINE-22. FINE‑2
is composed of three work streams that
investigate means of enabling integrated mobility
management, saving energy and reducing noise
and vibration. SILVARSTAR is aligned with the
vibration activities of FINE-2. In addition, the
interaction with relevant stakeholders such as the
steering committee of the Shift2Rail Cross‑Cutting
Activities (CCA), the EU Agency for Railways
(ERA) and TC256/WG3 on Noise of the European REFERENCES
Committee for Standardization (CEN) will ensure The SILVARSTAR project received funding from
the European Union’s Horizon 2020 research and
maximum visibility, impact and acceptance of the 1. www.silvarstar.eu
innovation programme under grant agreement
SILVARSTAR outcomes. N 101015442. This document reflects only the authors'
2. Noise and vibration work in
the FINE-2 project - Global
views and that the JU is not responsible for any use Railway Review, Volume 27,
For further information please visit that may be made of the information it contains. Issue 6 2021, page 12-15

the project website1.

@GlobalRailway
19
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GRAZ, AUSTRIA’S second largest city, is quite
a sight to behold. Its landscape is framed by the
eastern Alps on one side and by the river Mur on the
other side. Its inner city was declared a UNESCO
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that run through the inner city had problems with
flat spots – uneven wear – on their wheels. This not
only posed a danger to the vehicles, but also led to
audible rumbling and thumping. Both citizens and
passengers complained about the noise. Graz Linien,
the city’s transport operator, first tried identifying
the faulty vehicle wheels with stationary measuring
equipment, but detection was spotty. At this point,
ZF’s connect@rail system came into play.
Smart. Thorough. Digital.
With connect@rail, ZF leverages its extensive
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There, they constantly measure acceleration,
vibrations and other parameters
„ Gateways, the VCU Onboard Units, with
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Bluetooth, Wi-fi and all common GNSS.
The gateway stores and pre-processes data
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„ The ZF IoT Cloud, accessed via said secure
onboard gateway, that uses the collected
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„ A dashboard for desktops and
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„ Digital typeplates with an integrated RFID chip
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By using connect@rail, Graz Linien was able to
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abnormalities that had gone unnoted before.
Tracking the track itself
In addition to its proven application in
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a subsidiary of German railway company
Deutsche Bahn (DB). With an adapted version
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20 globalrailwayreview.com
Your next connection:
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demonstrates how integrated sensors and advanced
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For more information:

www.zf.com/rail
 IN-DEPTH FOCUS | NOISE & VIBRATIONS

The TRANSIT project:

Innovation towards train pass‑by
noise source characterisation
and separation tools
Railway transport produces less CO2 and consumes less energy than road and air transport
modes; it also requires less space than road transport. However, noise and vibration (N&V)
levels in the vicinity of railways are a major environmental challenge for the railway sector.
In addition, a competitive railway transport system demands better passenger comfort.
In this article, we discover how the TRANSIT project is responding to these very issues.

N
OISE REDUCTION is addressed to
some extent by the requirement
of the Technical Specifications for
Interoperability (TSI) for all new vehicles
to meet noise limits in both pass-by and stationary
conditions. Due to the high cost involved in such
tests, and the need for a track section with specific
properties, it is desirable to develop virtual testing
and some progress has been made in a previous
project (ACOUTRAIN) towards this.
In addition, advanced measurement methods are
required that can identify the noise contributions
of different sources on an operational train.
The relative importance of the various sources
on the vehicle as well as the track, needs to be
better understood.
The overall goal of the TRANSIT1 project is to
provide the railway community with a proven set of
innovative tools and methodologies to reduce the
environmental impact and improve interior acoustic
comfort of railway vehicles. Therefore, the main
objectives of the TRANSIT project are:
● To reduce lead time and costs of rail vehicle
noise certification, and lower track occupation
requirement for testing by providing accurate
virtual certification tools

22 globalrailwayreview.com

● To reduce the need for a TSI-compliant track
by developing and demonstrating accurate
separation and transposition techniques
● To derive a more precise and better-founded
definition of acoustic requirements for
equipment suppliers, reducing time and cost
● To deliver improved source quantification for
use in noise mapping and a more accurate
assessment of noise abatement measures
● To enable lighter vehicles, thus lower energy
consumption, while maintaining high levels
of interior acoustic comfort.
A summary of the impacts and applications of the
TRANSIT project is given in Figure 1.
The TRANSIT consortium brings together
members with considerable experience in
the railway sector. They bring leading-edge
knowledge on topics ranging from best practice
in the use of computer aided engineering tools
for virtual prototyping and certification of
products, to advanced measurement methods
such as microphone array technologies for
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 06
source separation.
Most of the activities in TRANSIT are focused on
the experimental characterisation, modelling and
separation of railway noise sources (at standstill and
during pass-by) as well as the further development
of the ACOUTRAIN external noise prediction tool to
account for installation effects in the transmission
paths. New test methods are also developed to
quantify noise transmission paths from sources on
rail vehicles to microphone positions beside the track
accounting for installation effects.
In addition, the project is also focused on
the investigation on innovative materials and
methods for an improved sound comfort. New and
innovative approaches will be used to improve the
design of the interior acoustics of future rolling
stock. Several possible approaches are being
considered, including optimal sound absorption
at the source, damping along ducts for air
conditioning systems and innovative meta‑structure
designs for the car-body parts.
Figure 2 represents the global approach of the
TRANSIT project, in particular the translation of
23
 IN-DEPTH FOCUS | NOISE & VIBRATIONS

FIGURE 1 
SUMMARY OF TRANSIT APPLICATIONS AND IMPACTS

Applications Impacts

The overall goal of Low noise design of trains, Reduced cost and effort for testing
the TRANSIT project Exterior noise tracks and devices
simulation tools
is to provide the Better understandingand detection
of noise contributors
railway community Virtual certification testing
Equivalent sound
with a proven set power levels and Higher test comparability
directivities and reproducibility
of innovative tools Type testing methods as in
Pass-by separation
and methodologies methods EN ISO 3095 (4), TSI (3) and Quieter rail vehicles and tracks
related standards
to reduce the
Improved competitiveness
environmental of EU industry
Rolling noise Source terms for EU and
impact and separation methods national prediction models
Increased social acceptance railway
improve interior (CEN/TC256/WG 3)

acoustic comfort of Reduction of CO2 emissions due

to shift from road to rail
railway vehicles. New materials
and concepts

the high-level objectives into technical objectives. monopole source is used to characterise the
AUTHORS:
It also shows the methodology implemented within transmission and the simplified procedure has been
the project. validated for generic sources in the report (D1.1):
Inés López The main expected impacts of TRANSIT “Validated procedure for source characterisation
Project Coordinator, Technische arise from the methods and tools that will give based on equivalent monopoles and tests involving
Universiteit Eindhoven (TUE) a better understanding and quantification of the generic sources”. The ACOUTRAIN external noise
contribution of the different sources to the total prediction tool will be extended to account for
Mats Åbom pass-by noise. That will, in turn, lead to innovations installation effects in the transmission paths such
KTH Royal Institute of in low noise design of vehicles and tracks, virtual as shielding. This will enable developments of
Technology (KTH) certification testing, and the derivation of source virtual testing and homologation of new vehicles.
terms for EU and national prediction models,
David Thompson among others. 2. Pass-by noise source separation
ISRV, University of Southampton The following four work streams are addressed, The aim here is to obtain the sound power level and
with specific technical achievements already reached: directivity of noise sources during pass by at constant
Ennes Sarradj speed of a train. The main sources considered are
Technical University 1. Source and transmission aerodynamic noise, traction noise, equipment noise
of Berlin (TUB) characterisation for exterior noise and rolling noise. At least two different methods are
Source characterisation based on equivalent investigated: one based on a microphone array and
Marta García monopoles has been presented with a new the other using a single microphone and rail-mounted
Union des Industries Ferroviaires simplified procedure assuming uncorrelated accelerometer (PBA‑based).
Européennes (UNIFE) monopoles. The simplified procedure is based on Pass-by noise source separation using
sound power data determined via an ISO standard a microphone array consists of measurement of
Ester Cierco Molins procedure, e.g. ISO 3744 or 9614. A calibrated train pass-by noise with a planar arrangement
Ingeniería para el Control del of microphones (at least 64 channels) and the
Ruido (ICR) use of acoustic imaging techniques for source
separation (beamforming, advanced spatial filtering
Michael Dittrich deconvolution, inverse methods).
Netherlands Organization

for Applied Scientific 3. Separation of track noise and vehicle noise

Research (TNO)
The SILVARSTAR project received funding from
Martin Rissmann
the European Union’s Horizon 2020 research and
Vibratec innovation programme under grant agreement
N 101015442. This document reflects only the authors'
Juan Moreno García-Loygorri, views and that the JU is not responsible for any use
that may be made of the information it contains.
Metro Madrid
TRANSIT is working on the development of
enhanced methods for separating vehicle and
track contributions to rolling noise. The TSI Noise
specifies noise limits for new vehicles which
have to be measured on a track with a low
contribution to the noise, specified in terms
of track decay rate and rail roughness level.

24 globalrailwayreview.com
 Global Railway Review  |  Volume 27, Issue 06

FIGURE 2 
TRANSIT – FROM OBJECTIVES TO RESULTS

Innovative tools and methodologies to reduce the environmental impact

TRANSIT
and an improve interior acoustic comfort of railway vehicles
Based on the
• Reduce rail vehicle noise validation lead time and costs, and lower operator's track occupation for analyses and
testing by providing accurate virtual certification tools, • Reduce the need for a TSI-compliant track by developing accurate transposi‑
methods developed
•
High-level tion techniques,
objectives •
•
Derive a more precise and better founded requirement definition for equipment suppliers, reducing time and cost,
Enable lighter vehicles, thus lower energy consumption, maintaining high levels of interior acoustic comfort.
within TRANSIT,
the project aims to
enable future low
Technical
Source characterization Accurate pass-by Separation contributions of Design innovative materials
noise railway vehicles
method independent of noise source separation vehicle and track to for interior
objectives installation conditions methods pass-by noise noise comfort with a reduced
environmental
Methodology impact and an
Test-rig measurements Simulations On track tests
improved interior
Dissemination
Regulatory acceptance CEN Standardisation
acoustic comfort.

• Reduced cost and effort for testing

Results • Better understanding and detection of noise contributors
• Stimulate low noise design and new solutions
• Higher test comparability and reproducibility

Nevertheless, the track noise (and roughness)
is still an important contributor to the overall
level. This makes it difficult to compare results
from different sites; moreover, further reductions
in vehicle contribution may be masked by the
track noise. It is therefore important to be able to
separate the contributions of vehicle and track,
to identify and promote low noise design. The
proposed method should be applicable as an
extension to the TSI Noise procedure.
4. Innovative designs in materials
and methods for interior noise
Finally, TRANSIT is also working in exploring
innovative approaches and material designs for an
improved interior sound comfort. This started with
a feasibility study for several potential solutions
to proposed case-studies and is continuing with
an in‑depth analysis of the two most promising
solutions. Innovative designs and methods are
being studied, focusing on meta- structure designs
and other tailored material design. Acoustic
performance characterisation of baseline and new
designs is carried out through simulation or small-
scale measurements and acoustic performance of
new designs will be validated in realistic conditions.
Summary of the main innovations in TRANSIT
The main challenge for current vehicle
certification methods is the fact that the track is
methods to identify the contribution of vehicle
sources and to separate the vehicle and track
contributions to rolling noise.
Based on the analyses and methods developed
within TRANSIT, the project aims to enable future low
noise railway vehicles with a reduced environmental
impact and an improved interior acoustic comfort.
This is achieved by developing accurate and robust
source characterisation and separation methods
and techniques, and exterior noise simulation tools
that will make virtual testing and more cost-effective
vehicle certification and homologation methods
possible. For interior noise control, innovative
material designs to increase sound transmission
loss and absorption will lead to an improved interior
sound quality within the weight constraints.
The key to predicting overall noise levels
accurately for stand-still or in the vicinity of the
track during pass-by is an accurate separation and
characterisation of the main contributing sources
and this is the core of the research work in TRANSIT.
TRANSIT is firmly based on the results from past
EU projects ACOUTRAIN and Roll2Rail and relies
on the inputs from EU projects FINE-1 and FINE-22
to set the next steps towards virtual certification.
Furthermore, a key aspect to maximise the visibility,
impact and acceptance of the TRANSIT results is
the interaction with relevant stakeholders such as REFERENCES
the steering committee of the Shift2Rail Cross-
Cutting Activities (CCA), the EU Agency for Railways 1. https://transit-prj.eu/

a significant contributor to pass-by noise whereas (ERA) and TC256/WG3 of the European Committee 2. Noise and vibration work in
the FINE-2 project - Global
current techniques are unable to accurately for Standardization (CEN).
Railway Review, Volume 27,
separate vehicle and track contributions. For further information about the project and Issue 6 2021, pages 12-15
TRANSIT is targeting this problem by developing partners, please, visit the project website1.

@GlobalRailway
25
 FREIGHT

Rail freight:
An ally of the environment
Samuel Nevado, Head of the Logistics and Vehicle Distribution Division
at Transfesa Logistics, writes about the key role that rail freight
has to play in creating an emission-free supply chain, bringing truly
sustainable intermodality.

T
HIS YEAR (2021) has been known as the
‘European Year of Rail’, helping to highlight
...demand for the priority bestowed upon railways
shipments of fresh within the European Union’s sustainable
products from mobility strategy. Its numerous benefits in terms of
protecting the environment and enhancing safety
the shores of the
while linking territories, means it is the chosen mode
Mediterranean to of transport to spearhead change towards emission-
different European free freight transport. Europe wishes to become the
countries by train has first climatically neutral continent, an aim in which
continually grown. backing railways is pivotal for its accomplishment.
Increasing its modal share will contribute to
achieving sustainable and highly competitive
logistical chains vis-à-vis other modes.
To obtain a less polluting means of transport,
a partial transition is necessary from lorries to
rail. In this modal shift, the train forms part of
the solution to the global problem of pollution,
reducing emissions to 80 per cent when compared
with road transport. Furthermore, external costs are
reduced by up to 50 per cent, six times less energy
is consumed, while air contamination levels are

26 globalrailwayreview.com
 Global Railway Review  |  Volume 27, Issue 06

eight times lower than road modes.

Forecasts suggest that in 2030, there will be
30 per cent more freight transported. If we do not
act now, this freight will also be transported by road,
meaning a further increase of 30 per cent in CO2
emissions into the atmosphere. However, if rails’
stake is increased by 30 per cent, one million lorries
will be taken off the roads, economic returns of €100
billion will be gained due to reduced external costs,
and 290 tonnes of CO2 emissions will be prevented.
Although our focus is rail, the lorry is an
undeniable ally. The key term is intermodality.
We must evolve towards a model in which long-
haul transport is performed by rail, and the first and
Rail freight is a standout solution in contributing to an emission-free supply chain.
last mile left in the hands of road users. In addition,
in the short-term, emission-free supply chains can
be accomplished. If the door-to-door phase is
performed using an electric-powered lorry, which environment and utilises state-of-the-art technology
is not too far-fetched as the first journeys electric to offer a streamlined, efficient and emission-free
lorries will make will be short ones, then, the loads door-to-door service.
will be transferred to an electric train locomotive, The transition for freight from road to rail has
for the final part of the journey to be completed received a major boost from sectors such as that of We must evolve
using another electric-powered lorry. With this refrigerated produce. Since the outset of the CoolRail towards a model
model, we will have an emission-free supply chain. express line powered by Transfesa Logistics in 2020,
in which long-haul
demand for shipments of fresh products from the
Rail freight: A standout solution shores of the Mediterranean to different European
transport is performed
Rail freight is a standout solution; it is already countries
Rail freight isby train has
a standout continually
solution grown.
in contributing by rail, and the first
to an emission-free supply chain.

in place, there are major national and international This ground-breaking service, fostered by Euro Pool and last mile left in the
routes operational, it is respectful towards the System and Transfesa Logistics, came into being as hands of road users.
@GlobalRailway
27
 FREIGHT
Above: CoolRail transports
fresh produce in a more
sustainable and efficient way
SAMUEL NEVADO
Samuel began his career
in Transfesa Logistics
in 2013 and, during this
time, he has held various
management positions,
including Director of
the Logistics Services
Division and leadership
of major accounts. Since
2016, he has headed the
Vehicle Logistics and
Distribution Division,
which encompasses rail
transport, road transport
and automotive logistics
centres. Previously, he
held various positions of
responsibility in the field
of logistics for 12 years
at Kuehne + Nagel.
28
backing for sustainable and competitive transport
for the horticulture sector. Two years after its start, in
May 2019, it has made a niche for itself as the most
in-demand sustainable logistics option for European
food chains, who seek to import fresh products
through an express service offering competitive
delivery times, while also respecting the planet.
The firms who place their trust in this railway line
highlight, amongst other major advantages, that it
has helped them to reduce their carbon footprint
by 80 per cent. This factor is of special significance
to international clients, who are already versed in
the fight against climate change, and who seek out
suppliers that ensure the requirements set forth in
their environmental policies are met.
This route, which began with an initial direct
rail connection for refrigerated products between
Valencia and Rotterdam, continues to expand
its area of coverage and now reaches numerous
other destinations, including the United Kingdom,
Germany and some Nordic countries. Furthermore,
it is projected that these connections will be
expanded to handle other sectors progressively
in the medium-term. To achieve this, DB Cargo’s
collaboration and infrastructure will be on-hand as
the main shareholder of Transfesa Logistics.
Presently, the daily departures from Valencia
take 48 hours in transit to Cologne, Brussels and
Rotterdam; while transport to the United Kingdom
takes 72 hours, with Nordic and Eastern European
countries being reached in 96 hours. One of the
great success stories since start-up has been the
reduction of 80 per cent of CO2 emissions along all
routes operated. The 2,000 annual freight loads
that have been performed between 2020 and 2021
have entailed a reduction of 5,973 tonnes of carbon
dioxide, a figure that unearths the major potential
that rail freight offers for sustainable mobility.
Innovation and digitalisation
to continue growing
Freight transport by rail needs to continue to gain
market share and bolster its competitiveness,
efficiency and safety, to keep backing the
implantation of cutting-edge technological
advancements in the market. Digitalisation allows
operators to respond to the new technological and
environmental challenges that logistics entails,
through a more connected and flexible supply
chain, more accelerated demand and consumption
cycles, and the electrification of networks and
services in accordance with the demands of
sustainable mobility. Some of the tools already
in use are key to continuing transporting freight
by rail: mobile applications, cloud-based storage
technology, ID loading chips featuring IoT (the
Internet of Things) tech, process optimisation via AI,
and big data analytics etc.
All of this will enable Europe to become the first
climatically neutral continent by 2050, with a freight
transport model in which the train is at the fulcrum
of intermodality. A path we forge on the right
footing and with the combined collaboration of all
stakeholders in the sector.
globalrailwayreview.com
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connectivity, cloud and AI to
shape the future
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industry’s approaches towards better connected and comprehensive networks, which
aim to provide more personalised, differentiated, comfortable, and convenient travel
experiences for passengers.

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economic growth worldwide.
7 December 2021
The transportation sector for many years has embraced 10:00 AM GMT
digital technologies such as AirFlash Microwave, 5G, cloud
computing, big data, the Internet of Things (IoT) and AI, which
all form part of the digital era for transportation.
An integrated and comprehensive transportation system
strongly depends on connected pillars and Intelligent Norman Frisch
Operation Centers (IOC) for sharing operational data Marketing Director, Enterprise
between the vertical domains, for passenger as well as Business Group and Transport Sector,
cargo transportation.
Huawei Technologies Co., Ltd
This webinar will explore the public transportation
industry’s approaches towards better connected and
comprehensive networks, which aim to provide more
personalised, differentiated, comfortable, and convenient
travel experiences for passengers.
During the webinar’s Q&A session, the participants will
discuss how digital technologies enable the rail sector to cope
with the changes brought by the COVID-19 pandemic and
explore some of the key emerging trends that are shaping
the future of the rail industry.

@GlobalRailway
29
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Rail Live! 2021:
A global event focused on innovation,
sustainability and the future of the railway
The main railway event of the year brings together the leading representatives of the international
railway sector on 30 November and 1 December 2021. Under the slogan ‘Technology, innovation and
strategy for the railway supply chain’, this professional platform will gauge an industry with great growth
prospects in the face of growing global investments in the area of sustainable mobility.
RAIL LIVE!, organised by Terrapinn in
collaboration with Mafex, reaches new highs
in number of participants, speakers and
presentation of news and services.
In addition, more than 200 speakers will
announce the most relevant transport projects
being carried out around the world, as well as
the progress being made in the railway networks,
both in major lines and in urban systems.
This international platform will focus on
conducting an in-depth analysis of the great
transformation that the railway is experiencing
through discussion about the most critical
issues of future developments.
Administrations, companies, operators, and
experts share experiences once again in a forum
where this year aspects such as R&D, sustainability
or safety, will have a very special weight.
International speakers include: Renfe, Arriva,
ProRail, Network Rail, Ouigo, Adif, DB Netz,
Metrroselskabet & Hovedstadens Letbane,
London Underground, BVG, Metropolitano de
Lisboa, SNCF Group, to name just some of the
names joining.
Broad institutional support
As in all previous editions, there is support
from numerous collaborating entities such
as the Railway Infrastructure Administrator
(Adif), Renfe Operadora, Icex Spain Trade
and Investment, The Spanish Railways
Foundation (FFE), the Spanish Railway
Technological Platform (PTFE), Madrid
@GlobalRailway
Metro and the City Council of Madrid.
This broad group also includes the National
Association of Independent Builders (ANCI),
the Association of Infrastructure Contractor
and Concessionaires (Seopan), Shift2-Rail,
Tecniberia, the European Rail Supply Industry
Association (UNIFE) and the Union of Public
Transport and Rail (UTP) of France.
Topics and trends
This event has established itself as one of the main
forums for discussion on the present and future of
the railway sector. For two consecutive days, there
will be discussions about the great challenges
facing the sector in the face of the unstoppable
growth of new developments, the need to commit
to environmentally friendly mobility and the new
scenario in the race to decarbonise.
Covering all the important topics
„ Digital and IoT
„ Mega projects
„ Intelligent infrastructure
„ Smart train xontrol
„ Metro strategy
„ Integrated mobility
„ Cyber-security connectivity
„ Smart stations
„ Freight
„ Power and sustainability
„ Smart construction
„ Finance and funding
„ Light-rail design.
EVENT PREVIEW
Exhibition
The event will feature a wide-ranging exhibition
for delegates to engage directly with key
industry solution providers.
The exhibition represents all subsectors:
consultancy and engineering services; technology
suppliers; rolling stock manufacturers; and
telecommunication, signalling and security
companies, among many other fields. Visitors
have a new opportunity to learn about the latest
trends, products and related services in areas as
diverse as new materials, intelligent maintenance
systems, the Internet of Things (IoT), data analysis
and digital construction methodologies.
Some of the exhibitors include: ALSTOM, CAF,
Ingeteam, Talgo, INECO, ArcelorMittal, DB E.C.O.,
ESRI, FCP, Frauscher, HIMA, Indra, NGRT, Nokia,
Pandrol, Pilz, Stadler, and many more!
Featured
For two consecutive days, the major challenges
facing the sector will be addressed in the face of
the unstoppable growth of new developments.
Date: 30 November - 1 December 2021
Location: IFEMA, Madrid
Join the global railway industry in Madrid:
terrapinn.com/RAILLIVE/GRR
31
ADVERTORIAL - INECO
Contributing to
Europe’s rail development
Ineco explain how their organisation is assisting with rail development across Europe,
including their involvement in the Rail Baltica project and the development of ERTMS.
Rail Baltica:
A mega project to
untie three republics
Rail Baltica is a rail transport infrastructure
project, the largest in the region during the last
century, which will integrate the Baltic States into
the Trans-European Transport Network (TEN-T)
by means of an 870km-long conventional and
electrified, international gauge, high-speed line.
The EU-funded project will connect Lithuania,
Latvia and Estonia with the rest of Europe via
Poland and, through an indirect connection by
ferry from Tallinn to Helsinki, also with Finland,
at a maximum speed of 249km/h for passengers
and 120km/h for freight.
Since 2019, Ineco has entered into four
contracts for the line, in consortium with two
Spanish engineering companies: the first, for the
study of the energy subsystem of the entire line.
Another contract is for the study of the location
and development of the maintenance depots and
Railheads for the construction of the entire railway
line, along with maintenance strategies. The third,
is the design of the 56km high-speed section
through the city of Riga, the capital of Latvia,
32
known as the Riga Ring, the most complicated
urban stretch of the line since it passes through
several densely populated municipalities and runs
parallel to the rail corridor of the Latvian railways.
The fourth, led by Ineco was signed in April
2020 and comprises the design and design
supervision during the execution of works on the
94km-long section known as Latvia North, which
runs in a north-south direction from the Latvian to
Estonian border to the city of Vangazi, northwest
of Riga. The contract includes the development of
the entire railway, the complete design of the roads
and all geotechnical works, which started in March
2020 and will last until the end of 2022.
The analysis of the geological characteristics and
the load-bearing capacity of the ground is essential
for the proper design of the foundations of the future
railway line’s platform, embankments and all bridges,
"On behalf of the EC, between 2014 and 2021,
Ineco has been coordinating the implementation
of the [ERTMS] system along nine European
rail corridors, totalling 51,000km"
viaducts and drainage works, as well as roads.
The ground investigation work, both subsoil
and surface, includes the geotechnical campaign,
the location of deposits for the supply of
construction materials, the BIM integration of
the geological model into the project, the creation
of an inventory of buildings for the design of
acoustic barriers, the investigation of unique
construction features and the coordination and
obtaining of construction permits. The company
currently has an office in the central district of
Riga with a team of railway, road and geotechnical
engineers and a geologist to carry out the work.
Other works
The Ineco team is also working to locate deposits
for the supply of materials. The Latvia North section
will be built almost entirely on embankments
globalrailwayreview.com
 Global Railway Review  |  Volume 27, Issue 06

Latvia North – the terrain. Most of the 94km-long sectin runs through forests and wetlands, over soils of glacial, sub-glacial, fluvial and coastal of Quaternary origin and morphology.

with an average height of four to five metres along

driver and even the whole train may have to be testing campaigns. This solution has been achieved
its 94km length. This amounts to some eight
changed. The solution is a common system that allows through the improvement of execution scenarios:
million cubic metres of material. Therefore, all
trains to operate with the same rail ‘language’ on every the definition of test cases with alternative locations,
active quarries in a 60km radius surrounding the
network, something called ‘interoperability’. In 1989, remote log analysis by ERTMS specialists; and
route, some 100 in total, are being inventoried.
this principle led to the birth of ERTMS (European increased virtual monitoring of results.
In addition, noise studies are being performed
Rail Traffic Management System) with the support of A virtualisation product for full validation
in order to design measures to minimise the
the EC for its implementation as the sole system. of the ERTMS system both on the track and
acoustic impact of the future railway line – one
On behalf of the EC, between 2014 and 2021, in the integration with the system on board
of the fundamental aspects of the project from an
Ineco has been coordinating the implementation the train carried out by the best experts in
environmental point of view.
of the system along nine European rail corridors, remote systems, thus avoiding the need for the
Meanwhile, drainage works, viaducts, canals
totalling 51,000km. It is a huge and complex physical presence of the latter and reducing
or unique features of the terrain are being
industrial project that involves national and the concentration of staff on the train.
routinely visited to take measurements and
European rail regulators, operators, infrastructure A virtualisation product for onsite ERTMS
gather detailed information on the construction
managers, manufacturers, stakeholders along the testing and trackside integration will allow
elements for the rest of the team.
corridors, and others, and requires the monitoring to minimise physical presence of ERTMS
Ineco’s local team is also in charge of coordinating
of ground-based and on-board systems. expert resources, increasing the efficiency and
and obtaining construction permits, which requires
reducing the concentration of staff on the train.
coordinating all those involved: administrations,
Overcoming COVID-19 challenges: Virtualisation is one of our steps towards further
municipalities, public companies and owners.
Virtualisation of ERTMS tests digitalisation of ERTMS testing.
It should also be noted that all the geotechnical
The health protection measures derived from the
investigations carried out are integrated into the For more information, please visit. ineco.com  
COVID-19 crisis make it difficult to be present at
project’s BIM environment, using specialised
the required tests. Ineco has developed the necessary
software. This provides a 3D geological model,
methodologies for the virtualisation of system
which enables the interaction of structures and
construction elements with the local geology to be
observed, facilitates a more detailed, accurate and
efficient design, and improves the planning of works. Rail Baltica - a Sustainable corridor. The new railway line will bring not only economic
benefits, but also significant environmental and social improvements. Helsinki

The development  Tallinn

of ERTMS: A key Pärnu

factor for European Riga Riga

interoperability
Airport

Panevéžys

Kaunas Vilnius
Across the Member States of the European Union Amsterdam
Bremerhaven
Hamburg
(EU) there are more than 20 national rail signalling Bremen Białstok
Berlin
and control systems, called ‘Class B systems’ by the Rotterdam Osnabrück Hannover
Antwerpen
European Commission (EC). For long-distance Warszawa
Bruxelles Köln
railway transport, this means that whenever a train
crosses from one country to another, the locomotive,

@GlobalRailway
33
 BIODIVERSITY

What does
biodiversity have to do
with the railways?
While most people working in rail do not consider wildlife to be
a traditional area of expertise, that perception is changing. There is
an increasing understanding of the rapid loss of global biodiversity and
increasing understanding of responsibility, obligation and opportunity
for railways to help halt the loss. Colleagues Pınar Yılmazer and
Lucie Anderton from the UIC’s Sustainability Unit, explain more.

A
LTHOUGH TRAVELLING by rail is often
associated with stress-free journeys
across beautiful sceneries, the railway
sector’s awareness of the environment
and its neighbours is constantly evolving, and
its activities are expanding. The question of how
to achieve sustainable integration of transport
infrastructure within habitats is progressively being
addressed by the objectives set by the European
Green Deal1. The railway is home to a great variety

34 globalrailwayreview.com
 Global Railway Review  |  Volume 27, Issue 06

© ÖBB/Martin Raspotnig
PINAR YILMAZER

Pınar is a Senior Advisor

at the UIC Sustainability
Unit. She manages the
sustainable land use
sector and provides
strategy, guidance
and leadership for UIC
members with respect
to the natural resources
such as biodiversity,
vegetation management
and soil quality. She is
one of the authors of the
Future Vegetation Control
ÖBB are bird-proofing their infrastructure. of European Railways,
published by the UIC in
collaboration with IZT.
She is currently working
in close relationship with
of flora and fauna, providing a green corridor, collisions, and improve operational safety while
UKCEH to showcase the
connecting natural habitats as well as connecting improving the biodiversity of the land they railways infrastructure
people and goods. This linear green space occupy. Innovative and permeable solutions in managers activities on
contributes to the survival of several threatened the design of infrastructure and management biodiversity and is the
and protected species, they can live, move, feed, plans are needed. Project Manager of UIC
in the BISON consortium
and thrive, relatively undisturbed by humans.
(financed by the European
Railways are an efficient transport system How can lineside biodiversity Commission (EC)). She
in terms of land consumption, with only 7m² be better understood? holds a MRes in Rail
needed per passenger, compared to 100m² per The latest report from the International Union of System Integration
car passenger2. Railway properties criss-cross Railways (UIC) states that land use management from the University of
Birmingham. Previous to
nature reserves and important habitats, and regimes on new, upgraded, or existing railway
her current position, Pınar
with this comes a potential for severance of lines are starting to better consider sustainability.
worked in the engineering
animal migration routes, animal collisions with The latest digitalisation technologies are department at Turkish
trains and over-headlines and fragmentation. beginning to be used by railway companies to State Railways in Ankara
Railway companies across Europe want to know monitor and analyse not only grey infrastructure, and CERN in Geneva.
how they can manage the railway to prevent but also the green3. In many European railways
© Credit: DB/SBB

© Credit: DB/SBB

Some European railways are using a plant detection system with a GIS-based mapping tool to allow vegetation to be observed and monitored, and so that tailored management regimes can be put in place.

@GlobalRailway
35
 BIODIVERSITY

© SBB
In the Netherlands, fauna

© SBB
passages have been installed to
monitor selected target species.

LUCIE ANDERTON
Lucie joined the UIC
in 2021 to lead the
Sustainability Unit. Lucie
is an Environmental
Management graduate
and Chartered
Environmentalist.
She is seconded from
Network Rail, where she
has gained 15 years of
experience in the UK rail
industry in the field of
sustainability. Lucie has
worked on major railway
infrastructure projects
both during construction
and design phases,
including coordinating
Environmental Impact
Assessments. Lucie
has strived to embed
sustainable thinking
in railway projects,
including championing
participatory approaches
to delivering net gains
in biodiversity in
railway projects.
(like Germany, Austria, the UK, Switzerland and
France), the integration of a plant detection
system with the GIS-based mapping tool are
being used (shown below) to allow the vegetation
to be observed, monitored, and to put in place
tailored management regimes3. This smart
approach finds costs savings and improves the
safety of rail.
Where transport infrastructure has potential
to act as a barrier to movement of animals,
usually on busier lines, specialist crossing
structures can be installed. These structures
range from large green bridges with planting,
ledges for otters to use when rivers are in
flood beneath railways or narrower under
track passages for small mammals and
amphibians. Remote monitoring is now being
used to monitor the functionality of the crossing
structures supporting nature and therefore
checking on the permeability for animals. In the
Netherlands, fauna passages were installed to
monitor the selected target species. With the
photo/video recordings, the effectivity of the
passage is checked, and the species passages
are recorded4.
Holistic approach to vegetation
management in future railways
Passengers and society are benefitting from the
ecosystem services provided by green infrastructure
on railway properties. As well as provide a great
view and storing carbon dioxide, the vegetation
on the lineside are great embankment stabilisers,
helping protect the rail infrastructure from effects
of extreme weather, providing operational and
personnel safety on rail network. To retain and
improve these services, railways are looking to
better manage and protect land, soil and water
and establish habitats that support a thriving
biodiversity. Controlling invasive non-native
species (INNS) is part of it. Regular inspection and
reporting are required to prevent the spread of
INNS, which impose additional maintenance costs
on infrastructure managers. Some rail companies
are going back to the old traditional techniques
of land management by grazing with sheep and
goats, the benefits of this effective approach is
being realised in Austria (OBB Infra), France (SNCF
Reseau), Network Rail (UK) and Belgium (Infrabel),
it also provides positive impact both economically
and socially by supporting local farmers3.

36 globalrailwayreview.com
 Global Railway Review  |  Volume 27, Issue 06

REFERENCES
1. European Commission, “EU
missions - Soil deal for Europe:
concrete solutions for our
greatest challenges,” 30 09 2021.
[Online]. Available: https://
op.europa.eu/en/publication-
detail/-/publication/90779d7a-
227c-11ec-bd8e-01aa75ed71a1/
language-en/format-PDF/
source-232536601.

2. Allianz pro Schiene, “Data &

Facts: Land consumption by
mode of transport in square

© Abt. Landschaft und Gewässer, Kt. Aargau

metres per person transported
in urban transport,” [Online].
Available: https://www.allianz-
pro-schiene.de/themen/umwelt/
daten-fakten/. [Accessed 02 11
2021].

3. UIC Sustainability (Sustainable

Land Use Sector) and IZT,
“Future vegetation control
of European Railways:,”
2021. [Online]. Available:
https://uic.org/IMG/pdf/
uic_future_vegetation_control_
of_european_railways.pdf.

4. Movares adviseurs & ingenieurs,

Swiss Railways - Kanton Argau, amphibian protection on train tracks.
“Ecological monitoring X-Track
Fauna Passage,” Movares,
Netherland, 2021

5. UIC Sustainability (Sustainable

European railways are the pioneering sector Biodiversity and Infrastructure Synergies Land Use Sector) and IZT,
“UIC Strategy on the Future of
in developing a transition from the conventional and Opportunities for European Vegetation control,” April 2021.

chemical herbicides such as glyphosate. Transport Networks (BISON) [Online]. Available: https://uic.
org/IMG/pdf/uic-strategy-on-
Railway companies are proactively testing and In Europe, the need to make infrastructure more the-future-of-vegetation-control.
pdf
implementing new vegetation control methods sustainable for biodiversity, while ensuring their
and seeking alternatives (e.g. electro weeding, hot reliability and efficiency, is urgent. Faced with 6. UIC Sustainability (Sustainable
Land Use Sector) and UKCEH,
water, liquid nitrogen)5. these needs, and for the first time, the European “ECOLOGICAL EFFECTS OF
Union (EU) is funding a €3 million Coordination RAILWAYS ON WILDLIFE
(REVERSE) project,” [Online].
Enhance biodiversity and Support Action project on the topic of Available: https://uic.org/
conservation on railways transport and biodiversity issues. Under the projects/article/reverse

UIC, with its members, launched the Ecological Horizon 2020 programme, the BISON project 7. Network Rail, “Biodiversity
Action Plan,” 2021. [Online].
Effects of Railways on Wildlife (REVERSE) project6 (launched in January 2021) is timely to set the Available: https://www.
in 2020 to identify and promote measures that ground and upscale research on these topics10. networkrail.co.uk/wp-content/
uploads/2020/12/Network-Rail-
constitute a railway contribution to the preservation UIC is proud to participate and represent the Biodiversity-Action-Plan.pdf
of our natural heritage. The project aims to railway community within the BISON project. 8. S. Chebaro, “ÖBB makes railway
determine how railways can help overcome the Gathering 39 institutions from 16 countries the along the Danube bird proof,”
17 11 2020. [Online]. Available:
threats to the existence of biodiversity in Europe project is aimed at integrating biodiversity in the https://www.railtech.com/
while running a safe railway. The UIC project is planning, design, and management of transport infrastructure/2020/11/17/
obb-makes-railway-along-the-
collecting best practices through consultations infrastructures. The project identifies synergies and danube-bird-proof/
with experts across Europe using desktop research, opportunities that make biodiversity conservation
9. Kanton Aargau Departement
literature review and online questionnaires compatible with transport infrastructures Bau, Verkehr und Umwelt,
“Amphibienschutz an
with members6. including railways, road, aviation, waterways
Bahngleisen,” [Online].
In the UK, Network Rail has challenges targets and energy. The overarching objective of the Available: https://www.ag.ch/
de/bvu/umwelt_natur_
set to net gains in biodiversity by valuing and BISON project is to identify future research
landschaft/naturschutz/
enhancing nature alongside the track7. In Austria, and innovation needs for a better integration oekologische_vernetzung/
amphibienzugstellen/
ÖBB Infrastruktur AG has taken preventive of biodiversity with infrastructure planning,
jahreszyklus_der_amphibien/
measures for birds to prevent electrocution or construction, operation, and decommissioning. amphibienschutz_an_
bahngleisen.jsp
other hazards caused by power lines, as well as UIC is finding good practices, technologies, and
improving rail operation by eliminating problems nature-based solutions and will help develop 10. BISON Consortium members,
“Biodiversity and Infrastructure
caused by short circuit problems8. In Switzerland, an online handbook, Strategic Research and Synergies and Opportunities for
the passage of amphibians is directed by reducing Deployment Agenda and roadmap for future steps European Transport Networks
(BISON),” [Online]. Available:
ballast between sleepers and by mounting auxiliary to improve the knowledge base on infrastructure https://uic.org/projects/article/
equipment on the rail web to help them migrate to and biodiversity. The project will be completed by bison?recherche=bison

their breeding grounds in the spring9. the end of 2022.

@GlobalRailway
37
 WEBINAR HIGHLIGHTS

Cyber-security risks and

requirements in metro
networks: A deep dive
On 16 November 2021, Global Railway Review hosted a webinar
supported by Waterfall Security Solutions, which focused on cyber-security
risks and requirements for new and existing metro networks

WATCH NOW Sign up to watch the on-demand version of the webinar, where you can
watch the presentation in full and listen to the questions from the audience
FOR FREE: and the speakers’ answers. globalrailwayreview.com/webinar

Cyber-security in metro networks is evolving rapidly. Across

the world, new metros are being built with a fresh look at cyber-
resilience, which is materially impacting automation and other
requirements. In parallel, older metros are evolving to become
Jesus Molina
increasingly digitalised, with IT/OT connectivity requirements Director of Industrial IoT,
that must coexist with safety imperatives in systems such as Waterfall Security Solutions
communications-based train control (CBTC).
In Europe, the Technical Specification TS-50701 is finally a reality.
With the specification, the cyber-security landscape has changed
for metros, affecting bids and forcing a reckoning for existing cyber-
defences, especially for network segmentation designs for control
centres, signalling, energy systems and rolling stock in urban
metros and tramways.

This webinar explored:

● The most pressing cyber-security risks for metro networks
● Cyber-security requirements for new and existing metro networks
● The role of TS-50701 in evolving the posture of European metro
networks, and what may be ripple effects in other regions
● Real world examples, extracted from current bids and cyber-
security projects from the international landscape.

QUESTIONS FROM THE

AUDIENCE INCLUDED:
“What do you consider to be the greatest cyber-security risk for urban
systems today?”
“How will TS-50701 impact the design on new metro networks?”
“Why is it important to segment OT systems in
metro networks?”

38 globalrailwayreview.com
XXX
XXX

THE FUTURE
OF TRAIN
CONTROL
This In-Depth Focus gives industry experts from Russian Railways, ÖBB and the
German Railway Industry Association (VDB) the opportunity to explore technologies for
autonomous railway management, the tokenisation of train control/train management,
and how Germany’s use of ATO with ETCS will optimise the country’s rail network.
 IN-DEPTH FOCUS | THE FUTURE OF TRAIN CONTROL

Developing technologies for

autonomous railway management
Vladimir Andreev, Head of the Technical Policy Department at JSC Russian Railways,
details the technological advancements that are – quite literally – driving Russia’s
autonomous railways.

Control systems for driverless rolling stock
The fast pace of advancements in microprocessors,
artificial intelligence and the miniaturisation of laser
and optical spatial scanning systems have made it
possible to mainstream autonomous vehicles both
on roads and railways.
The transportation system of the future –
both automatic rolling stock and the necessary
infrastructure and personnel – is being added to
Russia’s railways.
Russia’s first system of this type was built
in 2015 by Russian Railways, together with
our foreign partners, to automate the work of
Luzhskaya station (Leningrad Oblast). It includes
fully automatic TEM-7A switchers carrying out the
following operations:

40 globalrailwayreview.com

● Automatic movement along a specific route
● Automatically approaching cars
● Automatic wagon coupling
● Pushing wagons onto the marshalling-yard hump.
For this, a high-precision digital model of the
station and on-board navigation system were
developed, and in testing it was possible to
reach an accuracy of no more than 10cm when
determining the coordinates of the locomotive.
Work on automating switchers is continuing, and
there are great prospects for replicating it.
The most important testing ground for unmanned
technologies is the Moscow Central Circle (MCC),
one of Europe’s most passenger-intense lines.
Its development went through several stages; in
2016, Lastochka electric trains started running with
a six-minute intertrain interval at rush hours and, in
November 2019, this was shortened to four minutes.
Now, we will switch to a three-minute interval
during rush hour and six minutes in off-peak times.
Any deviation from the schedule during maximum
passenger traffic should not exceed 15 seconds,
which requires automating as much as possible.
The multi-circuit automatic control system for
electric trains on the MCC will correspond to the
highest level of GoA4 automation according to
the EN-62290 standard. This system includes
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 06
Obstacle detection during the testing of an unmanned electric ‘Lastochka’ train.
rolling stock and infrastructure, including
a passenger embarkation/disembarkation system,
communications, a remote-control and traffic-
control centre, and a single dispatch control centre.
Russia’s first Lastochka electric train with an Another important
automatic control system is being built by Ural project being carried
Locomotives LLC together with several Russian
out at Russian
companies. A number of unique technical solutions
are being developed, including remote-controlled
Railways is the
braking and pneumatic equipment, a system for use of intelligent
monitoring wrongful passenger behaviour, a new technologies
module of automatic doors with security control, for train
and much more. One important part of Russia’s collision‑avoidance
automatic rolling stock control system is how it
systems...
combines interfaces and data-exchange protocols
with the ability to change train configurations,
distributed control, and high-precision positioning.
Components are being tested during trial runs of
the Lastochka electric train with stages of GoA3+
automation, which implements the main aspects
of automating and monitoring rolling stock. The
control system of the electric train allows it to
interact with infrastructure systems developed
for unmanned vehicles, including the operator’s
workplace at the remote monitoring and control
centre, control systems for limited visibility zones,
passenger boarding/disembarking and other
automation infrastructure.
41
 IN-DEPTH FOCUS | THE FUTURE OF TRAIN CONTROL

Luzhskaya-Sortirovochnaya Station. Train

Inside the driver's cab when testing of an unmanned electric ‘Lastochka’ train. dispatchers are managing the safety of the station.

The circuit of the automatic control system on an Intelligent train-control technologies

VLADIMIR ANDREEV
Vladimir is currently
Head of the Technical
Policy Department at JSC
Russian Railways (RZD).
Prior to this, he was Chief
Engineer at OJSC High-
Speed Railways (2015 to
2018), and held the role
of Director General, High-
Speed Transportation
Directorate between 2014
and 2015. With 29 years’
experience in the rail
industry, Vladimir has
held a variety of roles
since graduating from
the Emperor Alexander
I St. Petersburg State
Transport University,
many of which have
been working for, or
in connection with,
Russian Railways.
electric train is based on a vision unit for detecting
obstacles and an onboard neural network.
During tests, the system showed a high detection
range for people and large obstacles in the daytime
(up to 800 metres). The system’s reaction speed is
no more than 0.3 seconds, while that of a human
is on average 1.3 seconds. The automatic control
system is being developed during field tests, as well
as modelled using simulators and digital twins.
This work is unique, including modelling sensors,
weather conditions, lighting conditions, various
classes of obstacles, and debugging algorithms
to recognise them.
One important aspect of automatic control is
the continuous positioning accuracy of rolling
stock in a range of no more than 0.5 metres
and the use of 3D electronic maps for pinpoint
stops on the platform. This is achieved in
a brand‑new high‑precision positioning system
under development.
These technologies and solutions are being
thoroughly tested by Russian Railways to
ensure safety and, for the first time in the
world, proof of the safety of a complex artificial
intelligence system is being carried out with
the simultaneous formation of a regulatory
framework together with the Ministry of
Transport of the Russian Federation and
expert panels.
Another important project being carried out
at Russian Railways is the use of intelligent
technologies for train collision-avoidance systems
(hereinafter referred to as TCAS’s) based on
mathematical simulation, a high‑precision
coordinate system for rolling stock and
infrastructure, smart locomotive systems and
trains, built-in diagnostics and reconfiguration
of TCAS’s in the case of failures, and digital
radio communication.
This makes it possible to optimise the
carrying capacity of heavily loaded sections
when modernising TCAS’s on the basis of
existing infrastructure.
To increase capacity by modernising the TCAS,
intervals between trains need to be shortened, i.e.,
the distance between the locomotive of the second
train and the tail car of the first train.
This is possible by using virtual coupling,
a combination of controlling trains over the radio
channel of successive trains. This technology
is based on the use of KLUB-U and BLOK
onboard locomotive safety devices, as well
as an intelligent system for automatic train
guidance with distributed traction (ISAVP‑RT-M),
modified to expand the functionality of safety
devices, automatic guidance, and digital
radio communication.
Lead and locomotive-hauled trains can be

42 globalrailwayreview.com

Remote Control and Train Traffic Control Centre.
controlled automatically and manually by the
driver. In this case, the second (hauled) train
is guided, taking into account the information
continuously received from the first (lead)
locomotive: coordinate, length, weight,
traffic-light readings, and current and future
operating modes.
The hauled locomotive, processing information
from the lead locomotive, selects its optimal
operational mode. At the same time, the shortest
safe distance between the hauled and lead trains
is maintained without the use of braking and at the
travel speeds set by the safety devices. To calculate
the best trajectory, the efficiency of the braking
systems on both the locomotive and the hauled
trains is continuously calculated. One important
aspect for ensuring the security of this technology
is the creation of a single universal data carrier:
an electronic card.
This automatic driving system, along with
modern safety devices, makes it possible to
maintain a traffic schedule with an accuracy of one
minute and significantly reduces driver workloads
in the case of shortened succession times.
The equipment used in virtual coupling technology
is mass-produced by Russian manufacturers
and includes a preinstalled updated version
of Russian software.
The result is a three-level system for automatic
train operation, which includes the following:
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 06
● The first level is a collision-avoidance system
that doesn’t use colour light signals, locomotives
equipped with an intelligent driving system and
digital map, and digital radio communication
● The second (station) level is the use of the
automatic route setting system at the stations,
collision-avoidance regulation in combination
with the use of radio and an inductive channel
of track circuits
● The third (upper) control level is an intelligent
system for calculating and controlling the train
schedule in accordance with what is happening
on the track, the transmission of train-control
commands (operational schedule and speed
limits), and support from operational dispatch
personnel to resolve any conflicts.
Test drives on the Far Eastern and Transbaikal
railways have proven the effectiveness of this
technology, primarily by reducing the time spent
on connecting/disconnecting trains and decreasing
train spacing to six to eight minutes, along with
an increase in the speed of trains at yellow traffic
lights to over 60km/h, which provides an increase of
up to 15 per cent in the throughput of the section,
especially during repairs.
Virtual coupling based on digital radio
communication will make it possible to control sets
of five trains simultaneously in compliance with all
safety regulations.
43
 IN-DEPTH FOCUS |THE FUTURE OF TRAIN CONTROL
© Deutsche Bahn AG/Volker Emersleben
Next generation train control
‘Made in Germany’
Dan Woywod, Head of Railway Technology at the German Railway Industry Association (VDB),
shares his insights into how Germany’s use of ATO with ETCS will optimise both urban mobility
and regional operations, as the country strives to digitalise its entire rail network by 2035.
© xxxxxxxxxxxxx
G
ROWING CITIES across the globe are
facing similar challenges: pollution
darkens the sky, space is running out,
traffic jams rob people of their time
and slow down the global logistics boom. Climate
protection can no longer be postponed. The
targets in Europe have rightfully been set high:
climate-neutral by 2050. To achieve this important
goal, transport emissions e.g. in Germany, must
be reduced by at least 50 per cent. At the same
time, the demand for mobility is increasing in both
passenger and freight transportation.
It is thus evident that the solution to green
mobility cannot be the restriction of traffic. An
emission-free society can only succeed through
more mobility with fewer emissions. Rail transport
already accounts for less than one per cent of
emissions in the transport sector. If rail passenger
numbers double as anticipated by 2030, Germany
Digitalised, would save up to 26 million tonnes of CO2. But, in
autonomous rail order to achieve this goal, rail transportation must
transportation boost its capacity – and attractivity.
allows for both Demand follows best offers. Digitalisation is
catapulting rail into a new era: more capacity, more
more mobility and
punctuality, more energy efficiency, shorter travel
fewer emissions.
and waiting times – in brief: 100 per cent reliability.
44
Automated driving, high-speed trains, a strong
Europe on rails – the European Train Control
System (ETCS) makes it possible for main line rail.
In urban rail, the similar Communication Based
Train Control System (CBTC) enables automatic
metros that run more often, more punctually and
improve energy efficiency by 30 per cent through
precisely calculated travel curves. Furthermore, the
smart control system allows for the transportation
of up to 35 per cent more passengers and goods
on existing routes – across European borders.
Today, locomotives must often either be changed
at borders or have several train control systems on
board – such anachronisms slow down Europe’s
growth as well as its transition to carbon neutrality.
However, success stories show that we are moving
in the right direction: In 2018, more than one million
people switched from car and plane to rail for their
journey from Berlin to Munich. While 36 per cent of
Italian travellers chose the train for long-distances
in 2011, today the numbers are up to 70 per cent.
In France, rail has a market share of 90 per cent on
routes under two hours. And in Spain, around 63 per
cent of passengers use the train on their way from
Madrid to Barcelona – until 2008 the connection used
to be one of the busiest flight connections in the world.
globalrailwayreview.com

What made the difference? The expansion of
digital high-speed rail connections with ETCS.
Shorter travel times, higher punctuality – increasing
passenger numbers, more climate protection. The
task is clear: Germany must adhere to its targets
and digitalise its entire rail network by 2035.
ATO over ETCS
In order to equip and use ETCS, the local rail
network must be fully equipped with digital control
and safety technology. Digital interlockings form
an indispensable basis for ETCS. Yet, a high
percentage of installed signalling equipment,
particularly in regional lines in Germany, date
back to, from todays point of view, an almost
ancient period. They must be upgraded in order
to support and operate a digital network. In 2020,
the German railway industry and Deutsche Bahn
set the starting point for a digital rollout with an
acceleration programme for the modernisation and
replacement of outdated interlockings, creating
the basis for further digitalisation and automation
of rail traffic. The federal government is providing
€500 million from the German recovery package
for the technological upgrade. Optimised processes
allow digital interlockings to be built within one
year (from planning to start of operation) instead
of the previously standard five year time frame.
Subsequently, the acceleration programme will
serve as a demonstrator and best practise for the
entire rail infrastructure digitalisation process.
However, digital infrastructure is of no use without
intelligent trains. For ETCS to work, rail vehicles must
be equipped with an ETCS on-board unit – including
options for other systems such as Automatic Train
Operation (ATO) or the Train Integrity Monitoring
System (TIMS), where necessary. Around 12,750
existing vehicles must be retrofitted by 2030 in
Germany alone. At the same time, all upcoming
rolling stock procurement must be geared to the
integration of ETCS on-board units.
The ‘Digital Rail for Germany’ initiative sets out to
test and lay out the foundations for the nationwide
ETCS roll-out. As part of a starter package for the
initiative, railway infrastructure in the Stuttgart
region will be gradually equipped with digital control
and safety technology. In the coming years, the
‘Digital Node Stuttgart’ project will ultimately enable
automatic operation in the area. Initially, over 400 city
and regional trains will be equipped with ‘ATO over
ETCS’: For the first time in Germany, entire full-line
fleets will be operating with ATO Grade of Automation
2 (GoA 2) and ETCS Level 3. Through CTMS, a system
taking into account a vehicle’s traction and braking
status, ATO GoA 2 can be used to guide the following
train, in anticipation of the movement of the
preceding train. In addition, optimised ETCS braking
curves and shortened processing times contribute to
the densest possible train sequence.
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 06
While many field elements are no longer required,
a number of components on vehicles have to
be retrofitted, including the ETCS on-board unit.
Although railway companies benefit in the long-term
from the efficiency gains of the infrastructure, state
support is required due to high initial investments,
especially regarding vehicle modification. Within the
scope of the pilot project, the federal government is
funding ERTMS and ATO vehicle equipment – for the
first time – with up to €200 million. The European
DAN WOYWOD
Union (EU) is contributing up to €21 million from the
CEF Transport Blending Facility 2019 for regional Dan has been Head of
and suburban rail fleets. Railway Technology at
the German Railway
Industry Association
Next generation train control ‘Made in Germany’
(VDB) since 2011. In
Digital, automatic train operation is set to become the his function he is in
new normal for railway transportation in Germany. charge of technical
During the 2021 Intelligent Transport Systems (ITS) regulations, standards
World Congress, the city of Hamburg launched and norms, authorisation
procedures, control
highly automated rail operations for a 23km-long
command and signalling
section of its city train line. The pilot project for the on-board (CCS), research
Digital S-Bahn showcases how new technologies projects and innovative
can help improve the performance of local public rail technologies. He
transport in growing cities. The project integrates rail started his career at
Siemens where he held
infrastructure with rail vehicles by leveraging ETCS
several positions in the
and ATO in a standard open rail environment – which division of transportation
remains unique in the world to this day. The electronic systems in the area of
signalling system monitors points to ensure they are train control technology
in the proper position and sets signals for the trains. and as a Project Manager
in sales. He worked for
The new ETCS computer in the signal box receives
several years as Senior
train control information, including signal commands Project Manager for
and speed limits. The computer transmits the driving order processing for
instructions by radio to the relevant trains, which it mainline railways for the
monitors continuously. Intelligent operations-control rail vehicle manufacturer
Stadler Pankow GmbH.
technology and a new train control system optimise
the performance of the railway, thus paving the way
for sustainable mobility services.
In the future, automated trains will not only
optimise urban mobility, but regional rail operations
as well. In 2021, test operations for driverless
regional trains started in regular passenger service
in the German Region of Lower Saxony. After three
years, the Federal Railway Authority will evaluate
the test in order to approve regular operation.
The trains are equipped with ATO technology in
order to test two levels of automation: The third
grade (GoA3) will be tested during passenger
operations. It includes a fully autonomous train
journey, however a driver or an attendant who can
intervene in the operation in case of emergency will
be present in a cab. At the same time, the fourth
grade (GoA4), which provides a fully unmanned
service, will be used for shunting operations. Digital, automatic
Digitalised, autonomous rail transportation train operation is set
allows for both more mobility and fewer emissions.
to become the new
The next generation of train control systems ‘Made
in Germany’ create more capacity, more energy
normal for railway
efficiency and allow for best offers to simply inspire transportation
people to switch to the environmentally friendly rail.  in Germany.
45
 IN-DEPTH FOCUS |THE FUTURE OF TRAIN CONTROL

Tokenisation of
train control/
train management
Gerald Schinagl, Digital Innovation Manager at ÖBB BCC GmbH, and
Martin Taranetz, Head of Mobile Radio Networks at ÖBB-Infrastruktur
AG, explain the tokenisation of train control/train management and
outline the report of the ‘Towards automated Railway Operations
(TARO) R&D project at ÖBB.

An historic engine, equipped with high-tech test equipment.

46 globalrailwayreview.com

I
N THIS ARTICLE, we outline the efforts of
ÖBB-Infrastruktur AG in the context of railway
systems for regional lines. In the first part of the
article, we describe our starting position and
provide an overview on our working hypotheses.
The second part of the article then focuses on
a possible implementation of the proposed system,
in particular a Tokenised solution.
Regional lines make up approximately 1,400km
(~30 per cent) of Austria’s rail network and
are essential for an attractive regional offer of
people and cargo transport. Furthermore, these
lines bear a big potential nowadays to support
decarbonisation initiatives. Based on actual trends,
a growing demand for capacity on these lines is
expected for the near future. On the other hand,
these infrastructures are equipped with legacy
systems. The management, maintenance, renewal,
and operation of these regional lines are often
carried out with minimum investment, not enabling
the anticipated capacity increases. In fact, heavily
used regional lines are almost as complex and
costly as main lines.
Current developments in technology, such as
the Internet of Things (IoT), 5G, smart artificial
intelligence (AI) devices and blockchain pave the
way to completely rethink the general concept
of railway operations. On many Austrian regional
lines, the regular renewal cycle is approaching.
Therefore, ÖBB-Infrastruktur AG must define and
develop a suitable approach, that will enable an
effective and lean railway network with significantly
lower operating and maintenance costs, while
providing more capacity at same or better safety
levels than today. The resulting architecture of this
initiative will be the basis for planning throughout
the next decade(s).
The first step in this direction is the publicly
funded R&D project ‘Towards automated
Railway Operations (TARO)’ that is backed by
Österreichische Forschungsförderungsgesellschaft
(FFG). The project is driven by a broad consortium
of medium-sized partners and scientific bodies such
as AIT, EBE-Solutions, Super Computing Company
and FH Wels. The project envisages and specifies
the new regional railway system as a whole.
In parallel, the generated ideas and proposed
approaches are technically and methodically
challenged in demonstrators. Through this agile
approach, concepts are either withdrawn or further
pursued in field tests.
Working hypotheses
The first working hypothesis of this R&D project
is to massively reduce the number of physical
elements in the field (light signals, axle counters
etc.) by either virtualising them or reducing the
number of elements wherever possible. A second
focus is on the cost of the remaining elements.
@GlobalRailway
Global Railway Review  |  Volume 27, Issue 06
Wired connections are replaced by wireless
connectivity thus reducing the cabling. Since field
elements not only require a data connection,
power supply is also targeted in this project
by evaluating autonomous supply and energy
harvesting possibilities.
The second working hypothesis of the project
is to considerably reduce the number and
complexity of rules within the core safety logic
of the envisioned new CCS System by following GERALD SCHINAGL
a lean approach. The remaining rules are
Gerald started his career
based on the ETH Zürich master thesis ‘Railway
in media and aviation,
Operations by minimal Rules’ that is substantiated
acting as Enterprise
and extended. In general, a proposition of this Architect and Airport
system is to keep the number of variations of CDM – Manager at
elements, processes, and methods, as well as the Vienna International
Airport. Changing to
procedural exceptions and special handlings,
ÖBB, Gerald took the role
as low as possible. Thereby, programmatic
as a Digital Innovation
complexity is reduced, and the solution can easily Manager, later founding
be componentised. and now co-heading the
The third working hypothesis of the project is department of Digital
Innovations where
to comply with European standards. Hence, any
he specialises in data
operator with ‘ETCS Standard-Equipment’ should
science, simulation
be able to operate on these lines without any and blockchain.
additional adaptions. This led to the conclusion
that the new system is functionally based on
ETCS Level 2 only, i.e., we assume standard
ETCS onboard equipment and follow the ETCS-
processes, although they will be delivered by
different methodical and technical approaches
than today. The system design and the employed
interfaces between the planned components are
based on the EULYNX‑Standard Communication
Interfaces (SCI) as well as the Reference CCS
Architecture (RCA). Processes and definitions
are oriented on Linx4Rail to ensure a future
proof approach.
A tokenised solution
After setting the scene, in this second part of the
article we want to particularly focus on a new
implementation approach, which we are currently
investigating in the context of the regional railway
system. The proposed system architecture is
based on a fully decentralised model. We expect
such a system to inherently be more resilient Current
against physical or networking issues as well as developments in
the used logic and code. The system is based on
technology, such
components from blockchain technology, which
provides established and tested functions for many
as the Internet of
of our technical requirements. Things (IoT), 5G, smart
In the first stage, we employ blockchain as artificial intelligence
a networking and distribution mechanism. (AI) devices and
blockchain, by its decentral design, already has blockchain pave the
many functionalities to discover other nodes,
way to completely
integrate them, monitor their reliability, and
communicate with them in a secure and encrypted
rethink the general
way out of the box. The usage of a tamper‑proof concept of railway
storage is a beneficial side effect, i.e., any operations.
47
 IN-DEPTH FOCUS | THE FUTURE OF TRAIN CONTROL
information, state or data that has been distributed
via this network is already tamper-proof logged and
causes legal certainty.
In the second stage, the system will be
extended to incorporate logic and rules inside
of Smart Contracts. Smart Contracts are
code‑structures within the blockchain that
cannot be modified unnoticed and are always
guaranteed activated once the according
triggers are set. They are functionally acting
MARTIN TARANETZ
like a centralised logic, but are processed on
Martin, together with many distributed nodes due to the consensus
his team, manages mechanism of the blockchain. Thus, they are
the lifecycle of all
acting as an ‘m-out-of‑n-computer’.
operational, as well as
Based on Smart Contracts, we envision
public, mobile networks
within ÖBB. Furthermore, using Non Fungible Tokens (ERC 720) to reflect
he is Programme individual pieces of infrastructure (virtual
Manager of the subsections) that are managed in this system.
innovation programme
We choose this paradigm since a Token can only
for a cost-efficient CCS
be ‘owned’ by one party at one point in time, thus
solution on regional
railway lines. ensuring exclusive usage.
48
Antennas and base station for 5G massive MIMO measurements.
Conclusion
Irrespective of when this new railway system will be
available in production, the equipment of the railway
lines that will be upgraded soon needs to adhere
to a technical level defined in this R&D project that
enables its usage in, and with, these new systems.
Our exhibited approach consists of the
usage of newly available technologies and
their anticipated capabilities within the
next years while relying on the existing and
upcoming procedural standards and interfaces,
namely ETCS, EULYNX and RCA. In general,
the term lean, decentralised ETCS is the most
suitable denomination.
Tokenised solutions close the circle to the
rail domain, as Tokens are no novelty within
this domain but have, for a long time, been
used physically as foundation of safety systems.
Therefore, the well-known physical Token will find
its new digital home as virtual Token (NFT) in the
regional railway system we are working on.
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