This article was written by Ryan Hall and originally published in RAIL magazine.
As part of his editorial exploring the role of Connected Driver Advisory Systems (C-DAS) in improving rail efficiency and sustainability, Ryan approached KeTech to share insight into our software and its application across the UK rail network. Following an interview with our team, this article provides an independent overview of C-DAS, its benefits for train operators and the wider rail industry, and the contribution KeTech’s technology is making towards more efficient railway operations.
We are pleased to republish the article with acknowledgement to Ryan Hall and RAIL magazine.
In June 1992, against the bright lights and sandy beaches of Brazil’s Rio de Janeiro, the world changed forever. Not because of war, famine or the collapse of an empire. It changed through the simple stroke of a pen.
The United Nations Framework Convention on Climate Change had been born, with the express purpose of tackling “dangerous anthropogenic (human induced) interference with the climate system.” The terms “climate change” and “carbon emissions” were thrust into public consciousness, remaining there ever since. The treaty, with 165 signatories, altered the course of the world and the relationship we have with our environment.
Twenty-seven years later, the UK became the first major economy to sign into law the goal of being carbon free by 2050. But the issue of reducing emissions is a worldwide one. Countries across the globe are scrambling to make transport more sustainable. The rail industry in the UK is working towards 2050 by introducing innovative solutions to curb energy consumption, whilst lowering carbon emissions.
A Driver Advisory System is one solution. It’s a technology that hasn’t grabbed the headlines in the way that hydrogen and battery-powered trains have, but its use is increasingly more widespread across the rail network, with its positive effects becoming more visible.
In simple terms, it advises the train driver on how to drive in the most efficient manner. A screen in the cab displays the advice, allowing the driver to take relevant action.
It comes in two guises; Standalone (S-DAS) and Connected (C-DAS). S-DAS has the train data downloaded onto it and is limited to providing advice against static information, such as a timetable. C-DAS connects to real-time events, providing dynamic updates to speed profiles, which allow drivers to save energy and increase network performance. The manufacturer of the system can tailor the requirements to each Train Operating Company (TOC), providing a bespoke solution to their needs.
KeTech is an award-winning software development company based in Preston. Its expertise is in real-time systems, designing and developing the software that sits on information screens on stations and on-board trains. Siemens approached KeTech and asked it to produce the software for its Class 350 Desiro fleet in use by West Midlands Railway (WMR).
“It was through the upgrade of the software to make the Passenger Information System real-time that they asked about bringing forward a Connected Driver Advisory System,” says Paul Warren, KeTech’s Sales Director.
The need for this technology is greater than ever. Figures provided by the Office of Rail and Road (ORR) revealed that estimated carbon emissions emanating from rolling stock operations have increased by 4% over a one-year period. It’s a stark reminder that the problem of achieving net zero is a long-term one that requires constant attention.
As emissions are rising, energy prices are too. New Civil Engineer reported that the Traction Electricity Charge (a charge that recoups the cost of electricity provided by Network Rail to power trains) had risen from £379 million in 2021/22 to £885 million in 2023/24.
The Catch-22 moment came when The Williams-Shapps Plan for Rail, published in 2021, identified the need for more electrification. The plan remarked that it would be the “main way of decarbonising the majority of the network,” while also setting out the need to “hold railway leaders accountable for meeting the needs of the customer and communities the network serves.”
As a result, TOCs find themselves facing a double-edged sword over the options available to them. They need to replace diesel-powered traction with electric trains but are faced with crippling energy bills. C-DAS is so appealing because it’s quick to install and offers instant financial and environmental savings.
Katie Welsby, KeTech’s Marketing Manager, believes the adaptability of the software is key.
“It’s a scalable technology. If you want to add more fleets or units, you can.”
Governments have always been aware that big-ticket projects, such as route upgrades, can suffer from politicisation and aren’t necessarily the quickest route to reduce emissions. They’re keen to promote driver advisory systems. The train operating companies take the risk with the implementation of the system, negotiating with trade unions about its use and are responsible for driver training.
It means the industry’s regulatory bodies have taken a strategic view of the technology, rather than mandating the operational details of its use.
Simplicity is the mainstay of KeTech’s product.
“There’s a piece of software on the train that’s running an algorithm around the best way to reach the next timing point in the most efficient way,” says Warren.
“The primary purpose is to get to that timing point or station on time, the secondary is fuel efficiency.”
In essence, it works out where the train is and where it isn’t. It compares the type of unit, the route it’s to operate over, the gradients it may encounter and any changes to the train plan, such as disruption. It maps out the “gold standard”, then compares the current journey against it. Taking all of that information into account, it provides advice to the driver on how to drive the next part of their journey.
Warren emphasises that it’s just that — advice. It’s down to the driver to use that information or not.
“It’s an advisory system, we’re not telling the driver to do something.”
C-DAS also works in tandem with an off-train software platform, which Warren calls the “Wayside.”
“It’s basically a cloud computer environment. It’s interfacing into several data feeds, such as the signalling system and Darwin (Rail official train running information engine),” he says. “It then builds a picture of what’s happening on the network.”
Other TOCs have C-DAS as an application on an external tablet. KeTech has incorporated it into hardware already within the Class 350 cab. It’s something Warren feels strongly about.
“We look at what we can utilise, rather than inflict something on the end customer,” he says. “From a sustainability point of view, you’re not throwing something away or putting something in that’s not required.”
The driver sets up the unit before a journey by entering details into the train management system, which automatically loads the C-DAS.
Despite having the system to hand, the efficiency and energy consumption of a train is a direct outcome of how the driver operates the train. The actual skill of driving in an efficient manner is more nuanced than just adhering to a timetable. Driver training is standardised across a TOC, but driving methods are learnt from an instructor, all of whom impart their knowledge in a different way. Braking points vary from instructor to instructor, as do methods of driving.