IN-CAB SIGNALLING GEAR FOR TORNADO AND ‘FIVE’

Technology system that killed Cambrian steam will be trialled in 2022 – funded by Network Rail.

WORKING IN PARTNERSHIP ACROSS THE INDUSTRY WILL ONLY WORK BY WORKING CLOSELY TOGETHER

TOUFIC MACHNOUK, NETWORK RAIL

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We are dead serious in solving this”. So says Toufic Machnouk, Network Rail’s man in charge of bringing electronic signalling to the East Coast Main Line, about fitting the new system to steam.

The programme is now moving forward to undertake “detailed design” work for ‘A1’ No. 60163 Tornado, and a more basic “outline design stage” for a ‘Black Five’.

Doing away with lineside signals and traditional ‘blocks’, and replacing that with in-cab signalling and trains effectively talking to each other, has been part of the plan for years. Bits and pieces of the network have already been done – but a £1.8bn scheme could be live between King’s Cross and Peterborough in around four years’ time. After conversion, only trains fitted with the gizmos will be able to run.

So do nothing, and this would be a threat: no steam has been over the Cambrian since that line was converted as a pilot scheme a decade ago. Except that NR has brought together a group that includes all four of Britain’s nationwide steam operators (DB Cargo, Locomotive Services, Vintage Trains and West Coast) and others to help solve the problem. It’s an interesting one: fitting a load of electronics that act not only as signalling but ultimately train control (with connection to brakes and the like) to a decidedly non-electronic base bit of kit.

So, NR’s Programme Director for what’s officially termed the East Coast Digital Programme reckons the choice of Tornado, with its ample electrics built in from the start, is a “no brainer”.

Given the numbers around with various groups, you may think the same about the ‘understudy’ choice of a ‘Black Five’. Heritage diesel work is also to take place, including outline design for the ‘Deltic’. The design work is to be overseen by consultancy Atkins SNC-Lavalin.

Now despite the fact that ETCS is an international system, it’s thought this is the first time it will be fitted to steam – anywhere. The possible costs though are eye-watering: a previous estimate put the likely prototype cost of ‘first in class’ fitment at £3m (SR486). So key to this is ‘network change’ – a process by which if you’re a user of the railway and it’s altered underneath you, you either have the necessary modifications paid for so that you can continue to run, or you’re compensated because you can’t. It’s because of that system that money is available from the project budget to pursue this.

Toufic Machnouk is keen to stress that delivering ETCS means “working in partnership across the industry” and that the scheme – not only for steam – “will only work

by working closely together given its scale and complexity”.

He was talking to Down Main in July.

So, where are we? An outline business case for converting the southern 100 miles or so of the ECML (as far as Stoke Tunnel) went through earlier this year. What now follows is a final business case by the end of 2021. The steam design work then is part of the process of preparing for that – and the pathfinder project has been brought forward so that, rather than taking a punt on something untried, proper numbers can be included. Even so, right now the precise ‘what, how and when’ of steam fitment is still open (although do expect to have to provide lots of electric power, through more than just a battery). However, there’s at least a thought that the ‘A1’ could have equipment added from the back end of next year when it undergoes what’s expected to be a six-month long overhaul. Testing could then start in 2022.

Paul Bruce, who is leading the scheme on behalf of No. 60163’s owner, said the A1 Trust “welcomes Network Rail’s commitment to fitting steam locomotives with digital signalling” and is looking forward to working with the Atkins engineers “to prove that the ETCS in-cab signalling works in all environments, including steam.”

That’s perhaps no surprise – given that ETCS is coming, in that sentiment he may well in reality be talking for many more outfits than just his own.

Another thought that’s worth banking: as we’ve suggested before, this could be a breakthrough for the Cambrian too. That’s not quite yet a given though, as not all ETCS is the same: while the ECML will be equipped with high-spec version 3.6, the older Cambrian one is different.

So while fitting electronic signalling to the ECML “could unlock” the West Wales route too, says the NR programme director, “the technical detail of Cambrian intercompatibility will also need to be explored…”

“This may also be subject to some programme alignment in the future.”

There are still questions with all this: not only the detail of the kit itself and the ultimate cost, but also how many engines (and exactly which ones) will be done. Those, though, are arguments for another time.

The key point now is, it’s happening.