R A I LT R AC K - The Railways Archive

ecomes due for total renewal at the same time, thus
increasing the opportunities to use TCS technology.
The TCS will be inappropriate for many high-capacity
suburban routes where very large train fleets operate, due
to the costs of fitting rolling stock with the necessary
equipment.In these cases,conventional colour-light signalling
remains the best option.However, there are still significant
opportunities to improve the cost-effectiveness and
performance of this type of signalling,and to extend its use
to parts of the network previously served by traditional
mechanical installations.We are achieving this by introducing
systems and equipment in use on other railways where they
have a proven track record.
Network Management Centres (NMCs) will provide
the tools and environment for every activity associated with
the delivery of train paths,from timetable planning,to setting
routes and clearing signals,to real-time management of
incidents and the gathering of performance data.We have
reviewed our strategy for the construction of NMCs,and
have concluded that they are most attractive when a large
area of railway requires renewal at once, for example a
route modernisation. We are evaluating the options for their
further deployment across the network.
Modern axle-counters are an extremely reliable and
economical means of providing train detection.They can be
applied on a diverse range of routes from high-speed,high-
density through to rural lines.We are proposing to introduce
new axle-counter systems during 1999 at a number of
locations.
We are also introducing small computer-based control
systems which will enable us to renew secondary route
signalling and level crossings at lower cost than with our
established technologies.The first implementation will be on
the Norwich–Cromer route in 1999.
At the other end of the scale, we are working with our
suppliers on the introduction of high-speed computer-based
systems for the renewal of signalling in large and complex
areas such as our major stations and junctions where the use
of current systems could restrict throughput.
We are also working on our control-centre technology,
to ensure that we have an appropriate set of options for
control in areas which do not justify an NMC.
In summary, our signalling strategy is to:
• implement TCS on main-line routes starting with the
WCML from 2002.Other routes are planned to follow,
but there are many routes for which TCS does not
appear to be economical.
• develop more cost-effective solutions for the renewal of
conventional signalling where TCS is not cost-effective
over the remainder of the network – urban,main-line
and secondary routes.
• ensure that the existing signalling assets are maintained,
and renewed as required.This will generally involve
targeted renewals, rather than renewal of the entire
installation.
Telecoms renewals. Our telecoms strategy is to optimise
whole-life costs while renewing equipment to maximise
reliability and minimise obsolescence and reliance on
bespoke systems.Our strategy is also to ensure that we
derive the maximum benefit from the commercial
liberalisation of telecoms services.
We are using the opportunity of the forthcoming
expiry of the leases for many of our long-distance cable
routes to create new telecoms services and improve
reliability of equipment.A trial of such equipment will take
place this year on the Brighton–Havant route.
The coming year will also see the introduction of new
proprietary operational telephone systems at Ashford,
Birmingham,Leicester, London Bridge, Swindon,London
Victoria and Walsall.
We are introducing
computer-based
control systems
to renew secondary
route signalling and
level crossings at
lower cost than with
our established
technologies
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