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AUTHOR | Ivan Ristić, M.Sc.E.E.

Stay on track with railway signalling and telecommunications professionals!

AUTHOR | Ivan Ristić, M.Sc.E.E.

Newsletter No.10 - KONČAR – Engineering Co. Ltd.

10th issue, February 2024

KONČAR – Engineering Co. Ltd. for production and services (KONČAR – KET), Zagreb, Croatia is a modern engineering company with several decades of experience in realizing integrated solutions using the products of KONČAR Group in the following business areas: Power Engineering, Railway, Renewable energy sources and Automation and Control.

KONČAR – Engineering in Railway infrastructure

The development and manufacture of signalling and safety equipment as well as equipment for powering the overhead contact line necessary for the construction of railway infrastructure are one of the business areas that have a very long tradition at KONČAR – Engineering.
Power supply of railway vehicles and supporting facilities along the railways is a significant segment of our business. Through our own development and production, we adapt to the specific requirements for safe railway traffic.

Electric traction plants

We have been successful in the construction of numerous electric traction substations, rectifier stations, overhead contact line sectioning plants, plants for preheating of railcars and plants for reactive power compensation.

Signalling and safety systems

In the field of signalling, our services include: level crossing protection and signalling devices, point heating systems, power supply for safety and signalling devices, track circuits for control of insulated sections and track circuits for control of short sections.

KONČAR Level Crossing device – KLC3

Končar Level Crossing device KLC3 is a comprehensive safety system designed to manage and secure railway crossings. It represents the 3rd generation of KONČAR level crossing devices that comply with the highest security Safety Integrity Level 4 (SIL4), a classification according to CENELEC norms. It is designed to operate at ambient temperatures from -40 °C to
+70 °C.
KLC3 system can be activated in number of ways: when the train activates activation contacts, by command from the station or locally.

The company also extended its expertise to supervising railway signalling and telecommunication projects. This involves overseeing systems’ installation, testing, and commissioning to ensure they function as intended and adhere to all safety protocols. Our supervision services guarantee that projects are delivered on time, within budget, and to the Client’s satisfaction.

After system activation, light and sound signals are activated and half barriers are lowered. When train leaves protected area, light and sound signals are deactivated and the half barriers are raised. Application areas are 1 or 2 railway tracks, remote control, control signals and interfaces with different interlocking systems.

Level Crossing Device KLC3

KLC3 system consists of: Safety Platform which consists of two channels SP_A and SP_B, diagnostic tools comprising diagnostic panel and event recorder with GSM modem.

KLC3 interfaces with the wayside equipment subsystem – train detection subsystem with axle counters, half barriers, road signals, automatic block and railway station interlocking.

KLC3 enables remote control with remote control panel – Safe HMI compliant with Safe RS485 communication protocol.

Safe human-machine interface SIL 4

KONČAR – Engineering successfully designed, produced, and installed railway- level crossing devices and safety equipment along the railway line, enhancing safety and efficiency for both rail and road users. The newest projects and references for level crossing devices and installations – procurement and installation of 49 level crossings and 1 pedestrian crossing for Croatian railways, modernization, and electrification of railway line Zaprešić-Zabok (railway line R201 Zaprešić – Čakovec) with included 16 level crossings, 6 level crossings on the line Šamac-Sarajevo and Brčko-Banovići for Federation of Bosnia and Herzegovina railway.

KONČAR – ENGINEERING designed electrohydraulic barrier drive type HP75/1 to meet the demanding requirements of railway infrastructure. Drive assures a crucial role in controlling the movement of barriers at level crossings, contributing to the overall safety of rail transport.

Electrohydraulic Barrier Drive HP 75/1 E

Our electrohydraulic barrier drives were delivered on Croatian level crossings equipped with KONČAR KLC3 level crossing devices as well as on more than 20 level crossings equipped with Siemens level crossing devices in Slovenia.

Point Heating System

Point heating is a system designed to prevent the freezing of rail points by providing localized heat to the critical components. The power supply for point heating can be obtained from the overhead contact line or a distributive transformer station. The system is equipped with an IT protection system. Point heating’s main system functions are displaying and measuring network parameters such as voltage, current, total energy consumption, and elapsed working hours. The system can operate in manual or automatic mode which is controlled by a weather station to respond to weather conditions (temperature and humidity sensors).

The system allows for both local (in cabinet) and remote control and signalization through SCADA. Optionally, an event recorder can be integrated into the system.

Outdoor and indoor control cabinets with weather station and control signalling panel for remote control and signalization

KONČAR – Engineering Local and remote control

Our PROZA system was developed based on extensive experience in process management and SCADA systems.

Implementation of SCADA for non–safety functions in railway infrastructure are in the following elements: Point Heating System, Power Supply of Energetic Cable (PEK) – Automatic Switch, UPS State and Measurement of Electrical Values, Lighting of Point Symbols, Telecommunications and Technical Protection.

This SCADA implementation for non-safety functions ensures the optimal performance, reliability, and efficiency of these operational elements within the railway infrastructure.

SCADA interface layout

Tradition, experience, production capacities and professional and motivated employees are a key resource for the realization of projects in the field of railway infrastructure.

Contact details:

KONČAR – Engineering Co. Ltd. for production and services

Fallerovo šetalište 22, 10000 Zagreb, Croatia

e-mail: info@koncar-ket.hr

EXPERT SMALL TALK | exclusively for New In Signal

Ehab Ahmed, Lead CBTC Signalling Engineer for Cairo Metro Line 4 for Nippon Signal

Our next guest is Ehab Ahmed, Lead CBTC Signalling Engineer for Cairo Metro Line 4 for Nippon Signal, who has a remarkable career behind him.

Ehab, thank you for joining us today. Please introduce yourself to our readers and briefly overview your railway engineering portfolio.

Hello Ivan! I’m truly humbled and grateful to have this opportunity to speak with you about something we both have a tremendous passion for the railway and signalling industry.

My name is Ehab Ahmed, and I come from Egypt. Before joining the railway industry, I worked as an Automation Software Engineer. During that time, I was fortunate enough to work alongside European engineers and learn even the smallest details, such as cable peeling, from an Italian engineer. I had the privilege of being educated by foreign engineers. Eventually, I was recommended to SYSTRA, one of the well-known and respected consultants and engineering firms specializing in transportation projects like railways, metros, monorails, trams, and more.

I joined SYSTRA in 2019, and in my first month, I immersed myself in learning about all the subsystems.

However, it was when I started reading the signalling specifications and principles for companies like Alstom and Thales España that I felt a spark of excitement. It felt familiar to my previous work in software development, problem- solving, and understanding how different components communicate with each other and how interlocking systems work. This led me to approach my director and express my interest in working in the signalling field. He acknowledged that it was a challenging domain but allowed me to accompany the signalling manager for software testing at ALSTOM. During that week, I was amazed by the platform and the technical discussions that took place between the client, engineering teams, and contractors. It solidified my desire to pursue a career in signalling. In fact, I even created a prototype for a traffic control console during that time.
I hope this gives you a clear picture of my background and my enthusiasm for the railway and signalling industry. I’m excited for the opportunity to contribute my skills and passion to further advancements in this field.

When I presented to my director and my Signalling Manager, they were pleasantly surprised and impressed by my determination and eagerness to learn. I would like to express my gratitude to my dearest friend and manager, Alexander Moskolov, who played the role of a mentor for me. He taught me the fundamentals of signalling, including signalling interlocking principles, RAMS plan, track layouts, cable plans, safety cases, exported risk, generic product – generic application – specified application, installation documents, software testing, and commissioning, among others. I consider myself fortunate to have been involved in three projects, including the longest and largest project in Egypt, which I will present as follows:
1. Modernization of the signaling system of Egyptian National Railways:
Cairo-Alexandria: 158 km long THALES España
Bani Suif-Asyut: 250 km long ALSTOM Asyut-Naga Hammadi: 180 km long
THALES España

These projects allowed me to learn quickly in theory and practice. For instance, I had the opportunity to participate in software testing with Thales for one week, followed by testing and commissioning with Alstom the next week. I felt great satisfaction in successfully commissioning 17 stations with SYSTRA in three projects.

Following that, I transitioned to working in design with Elsewedy Electric, under the guidance of the intelligent and respectable manager, Eng. Ahmed Zaian, who is currently working in the RTA in Dubai. I am proud to have worked under his visionary leadership.

At Elsewedy Electric, we had two significant projects. The first project involved the development of 250 level crossings to be fully automatic SIL4 level crossings with axle counters. Before joining the company, I completed a signaling design course in India and passed the exam. Unfortunately, the approval for the level crossing design was granted for only one crossing before my arrival, and the consultant was very strict. However, I was fortunate enough to satisfy the consultant’s requirements and design and approve 29-level crossings in collaboration with ICF, a Spanish company. I also successfully completed the Factory Acceptance Test (FAT), which was accepted by the client and consultant in Spain. Moreover, during this period, I had the opportunity to collaborate with several Spanish engineers, which led me to learn the Spanish language.

This proved to be immensely helpful when I later collaborated with CAF Signalling for the tendering project of the Cairo-Bani Suif project, in which I was involved in creating the signaling technical specifications while working at SYSTRA.

After spending 2.5 wonderful years with Elsewedy Electric, I embarked on a new adventure with Nippon Signal, where I joined the engineering team. I am grateful to have been given the opportunity to work on the first CBTC metro project in Egypt. I sincerely hope that everything goes well and that we achieve great success with this project.

You worked with equipment from different suppliers from the field of railway signalling systems, such as ALSTOM, THALES, CAF, SIEMENS, and
KERNEX. Can you explain some of the main tasks you performed through different roles and responsibilities?

At ALSTOM and THALES, as I mentioned earlier, I was responsible for various tasks related to signalling. These included understanding and implementing signalling interlocking principles, developing RAMS plans, designing track layouts and cable plans, preparing safety cases, assessing exported risks, working with generic product – generic application
– specified application concepts, creating installation documents, conducting software testing, and overseeing commissioning processes, among others.

During my time at CAF, I had the opportunity to contribute to the design of track layouts and cable plans, ensuring the efficient integration of signalling systems.

At Kernex, my role involved interfacing with Thales ESPANA interlocking systems, ensuring seamless communication and coordination between different subsystems.

During my engagement with SIEMENS, I was responsible for preparing the RAMS (Reliability, Availability, Maintainability, and Safety) documentation specifically for high-speed trains, ensuring compliance with industry standards and regulations.

Furthermore, during my collaboration with ICF, I was involved in various engineering works, contributing my expertise and knowledge to the overall project.

These experiences have provided me with a comprehensive understanding of various aspects of signalling and have honed my skills in areas such as interlocking, RAMS, track layouts, cable plans, and engineering processes.
Can you share with our readers the basic information about the portfolio of signalling products from Nippon Signal?

One of the significant advantages of Nippon Signal is that they have a unique approach compared to other companies.

Unlike many companies that integrate solutions from various suppliers, Nippon Signal has its own factories and manufactures everything from scratch. This includes interlocking systems, CBTC (Communication-Based Train Control) systems, ATP (Automatic Train Protection), ATO (Automatic Train Operation), track circuits, head signals, PSD (Platform Screen Doors), point machines, and more.

This vertical integration allows Nippon Signal to have greater control over the entire production process and ensures a high level of quality and compatibility among the different components of their systems. It also provides them with the flexibility to customize and optimize their solutions according to specific project requirements.

Currently, you participate in the construction of Cairo Metro Line 4. Can you tell us more about this interesting project, especially about the applied CBTC system and its main features?

Nippon Signal shall provide a CBTC Signaling, Train Control System and Platform Screen Doors for all the lines and all the stations including four shunting stations, one Turn-back Point, 16 underground stations, one station at the ground section and the Depot.
The Signaling System shall principally provide the function of Automatic Train Protection (ATP), Automatic Train
Operation (ATO), Station Computer (SC) and Computerized Interlocking System (CIL). The Signaling System shall be designed, manufactured, constructed, tested, and commissioned.
It is indeed a significant milestone for Egypt as we embark on the first CBTC metro project. This endeavor brings with it a unique set of challenges that we are eager to tackle and overcome. Implementing CBTC technology requires careful planning, precise coordination, and meticulous execution. We understand the importance of delivering a successful CBTC system that ensures enhanced safety, increased capacity, and improved operational efficiency for the metro network. Our team is fully committed to meeting this challenge head-on, leveraging our expertise, and collaborating closely with all stakeholders involved. We are confident that through our collective efforts, we will achieve great success in this groundbreaking CBTC metro project for Egypt.

Having in mind your extensive experience in the field of railway signalling, how do you see the evolution of signalling technology in the future, especially of the CBTC system?

Allow me to elaborate on the remarkable advancements in the railway industry in Egypt. We are currently witnessing a revolution with notable projects such as the LRT (Light Rail Transit), the longest high-speed train network in Africa, and the longest Monorail system in the world. What sets these projects apart is the implementation of CBTC (Communication-Based Train Control) signalling systems, which bring numerous benefits to railway operations.

While these achievements are commendable, it is essential to address the challenges posed by cybersecurity in the implementation of CBTC systems. By overcoming these hurdles and ensuring robust cybersecurity measures, we can pave the way for future projects to adopt CBTC systems. Egypt has consistently demonstrated its ability to achieve the seemingly impossible, turning dreams into reality. With the dedication and expertise of our industry professionals, we are confident that Egypt will continue to push boundaries, embracing innovative technologies like CBTC to shape the future of its railway industry.

Ehab, thank you so much for sharing your insights and expertise about the wide scope of railway signalling topics. It’s been a pleasure talking with you.

This section is all about YOU !

This section is all about YOU — our incredible community of readers, thinkers and doers. We want to turn this newsletter into a dynamic conversation where your voice matters. Whether you’ve got a burning question, a different perspective, or simply want to leave your feedback on previous issues, please send them to the following email: news@newinsignal.com In each issue, we will publish the most interesting emails received from you. Our route continues in two weeks. Stay green!

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We encourage you to write us to the following email: news@newinsignal.com

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