The Nexans DuoTrack Cable The Core of an Innovative all-in-one Trunk Cabling Solution for an Economic and Future-proof

f Modernization of Regional Railway Lines

(1)

Nexans Deutschland Industries GmbH & Co KG, (2) Contec Transportation System GmbH, (3) S-Bahn Hamburg GmbH, (4) DB Netz AG Moenchengladbach, Germany +49-2166-27-2723 harald.buethe@nexans.com

Harald Buethe (1), Dr. Christian Cornelissen (1), Bernd Friedhoff(2), Jan Schroeder(3), Walther Tutschke(4)

Abstract
This article describes the development process of the new and innovative Nexans DuoTrack cable with corresponding components which together provide a complete all-in-one cabling system solution for regional railway lines. The design concept is presented together with the extended qualification program, which was necessary because of the very specific and harsh environment of direct rail installations. The accompanying field studies and trials are also reported. They were necessary to examine the behavior of the DuoTrack system in its very complex field of application. The first pilot installation at the Odenwaldbahn in Hesse, central Germany, is described, explaining the all-important preliminary economic evaluation of the system, the stimulus for its later development. An overview is given concerning further prospects in Germany and the chances for using the product on regional lines in other countries, as well.

The cabling should be an all-in-one solution containing copper and optical fiber (OF) Copper and OF must be individually manageable Copper must be compatible with DBs signaling cables Optional Low-voltage (LV) power feed through copper Parallel operation of all copper services via copper cable

Since DuoTrack cable turned out to be quite revolutionary in several ways; a decision was already made at an early stage to complement it with all necessary components to form a complete cabling system. This was intended to support its introduction and make DuoTrack an economic and genuine all-in-one solution for DBs regional lines right from the beginning.

2. DuoTrack cable 2.1 Design concept

Individual manageability of the OF and copper at the branching points and the discrepancy between usually frequent copper branches at short distances versus the need for long and contiguous runs of optical fiber ruled out hybrid design concepts and required a combination of a self-contained OF and copper cable. In addition, the harsh trackside environment demanded a rugged cable design. OF cable separable web

Keywords: DuoTrack, railways, copper, optical fiber, railmounted, signaling, electronic interlock.

1. Introduction
DB, the German national railway company, was looking for an economical alternative for their aerial cables installed on poles alongside some of their regional lines, as they require frequent and cost-intensive maintenance. DBs regional lines are usually single-track lines without electrification, outdated infrastructure with sometimes even no opportunity for using concrete troughs or burying cables alongside the track. This is an impediment to improving railway infrastructure so as to make it more modern, reliable and economical. Since the particularity of regional lines, in addition to their economic constraints, suspended the use of conventional trunk cabling methods quite frequently, the only alternative was direct rail installation. Previously, this was only approved for short cable lengths of up to a few hundred meters and was not accepted as an approved standard method for cable laying, based on research and reports from the eighties. After intensive discussions with DBs technical staff, the following conceptual definitions for an economic cabling system of their regional lines were agreed upon:

Copper cable

Figure 1. Cross section of DuoTrack cable with 16 quads The solution was a variation of the duplex cable concept, adopting the well-known figure-8 design, with the copper cable housed in the conventional cable section and the OF cable placed in the

The solution must facilitate rail-mounted installation.

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messenger wires compartment. The web joining both has a twofold function. It provides a link between the two distinct cables on the one hand, which allows the cable to be laid in a single step. On the other hand, it assures individual manageability of the copper and OF cable when being cut longitudinally.

environmental stress of above-ground installation directly on the rail.

Size 3x4 8x4 12 x 4 16 x 4 Layer make-up center / 1st lay 3/1/7 3/9 4 / 12 Geometry HxW [mm] 30 x 21 38 x 29 44 x 35 45 x 36 Cable weight [kg/km] 520 1010 1390 1700 Standard Length [m] 2000 2000 2000 2000

Figure 2. The 16 quad DuoTrack cable Designed to be mounted on the rail vertically (i.e. with the OF cable uppermost), the figure-8 design shows striking similarities with the profile of the rail, itself, displaying an anisotropic geometrical moment of inertia. It is higher in the vertical axis which helps it to withstand intense mechanical vibrations and shocks from passing trains, which is an important feature for the longterm operation of the cable under these conditions. For the OF cable design we relied on Nexans experience with central stainless-steel tube cable designs used in submarine applications, as a PE-sheathed steel tube is the most basic and compact OF cable design for a rugged and rodent-protected outside plant application. Since modern train safety control is increasingly merging telecommunication protocols like ISDN for axle counter transmission, the less compact quad design was favored over the singlecore design for the copper elements; DBs other standard design for signaling cables. Dlk1.013.109y, the standard for star-quad signaling cables, served as a reference for cable characteristics, and thus assured immediate full compatibility with all connected equipment.

Table 1. Cable data table Custom cable lengths are available in particular for the 3 and 8 quad cable size. Hence a 3.5 km 8 quad cable had been realized the for a tunnel application in the Odenwaldbahn project.

2.3 Mechanical properties

Direct rail-side installation was never established as an approved method for trunk cabling according to past experiences and basic research done in the eighties. Very few exceptions arose, like cables for punctual train interference (PZB) deployment, usually never exceeding a few hundred meters. DuoTrack cable conflicted with at least two restrictions for railmounted cables, the use of solid conductors and optical fibers. This made the mechanical behavior under the simulation of the mechanical stress in installed condition a major criterion for acceptance and approval. In addition EBA, the German Federal Railway Authority, for the first time, demanded that EN 50125-3 define the test conditions. This significantly raised the benchmark over the present Dlk1.013.163y standard in two ways: Shock and vibration tests had to be performed with a noise spectrum from 52000 Hz versus a fixed frequency test at 20 Hz, increasing the risk for resonance defects; and the maximum acceleration for the shock tests more than doubled from 20g to 42g! The final test set listed five consecutive tests for each cable sample, which was intended to simulate the operation conditions of 1 million axles per year at a maximum train speed of 160 km/h:

2.2 Cable layout and sizes

DuoTrack cable varies in size and make-up only within the copper cable section. All sizes feature a reinforced stainless-steel tube of 3.5 mm with 24 single mode (SM) OF. For full compliance to DBs standards, 1.4mm was fixed for the conductor diameter and solid PE was selected for the insulation. The copper cable sizes contain 3, 8, 12 or 16 quads, whereas the 8 to 16 quad size features a two-layer, and the 3 quad a single-layer cable core. Although identical in design, the quads of the first and second layers are distinguished by their coloring. The white center quads are dedicated to LV power supply, if required; and the transparent quads of the first layer are preferably used for signaling, control and security services. This differentiation is intended to simplify splicing, as all quads are interchangeable in terms of functionality, which was proven in compatibility tests on the test track described in section 3.2.2. Every layer is wrapped with an aluminum screen, whose primary function is to improve the electrical symmetry, corresponding to DBs convention to always use symmetric AC power feeding. The copper cable features rodent protection through a corrugated steel tape, and the reinforced outer sheath of the DuoTrack cable is made from HD-PE, to assure long-term stability under the

Vibration test in three axis with 28g (vertical), 14g (transversal) and 5g (longitudinal); 72h @ -25 C Vibration test in 90 bent condition; 13g, 72h @ -25 C Vertical shock test with 42g; 72h @ -25 C

Figure 3. Shock test of 8 and 16 quad DuoTrack cable The tests were performed at the VDE test institute in Offenbach with the Shaker Mounting Plate housed in a climate chamber. The OF cable was coiled and loop-spliced at both ends to enable con-

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tinuous attenuation measurement @ 1550nm during the entire test, to verify a variation below 0.1 dB. All tests were passed with excellence, which we consider due to the rigidity of the DuoTrack design, which obviously helps to absorb shocks in the vertical axis better than a round cable. Extending the test duration, we discovered that there is also sufficient headroom in the mechanical performance of DuoTrack cable.

2.6 EBA approval

Nexans DuoTrack cable was awarded an EBA approval in December 2006, and is specified for:

Non-electrified railway lines Train speeds up to 160 km/h Continuous operating voltage of 420 VAC / 600 VDC A temperature range of +5C to +50C for cable laying and -25C to +60C during operation.

2.4 Electrical characteristics

Dlk1.013.109y, DBs standard for star-quad signaling cables, defined the bottom line for the electrical characteristics. Consulting Siemens as one of the main-system suppliers showed that present development trends like IDSN protocols for axle counting and the increase of moving block lengths from 6 km to 10 km had to be considered, too. Table 2 compares DBs standard signaling cable and improved Nexans DuoTrack cable.
Electrical characteristic DC loop resistance @ 20 C Resistance unbalance per 1km Insulation resistance Capacitance unbalance (500m), k1 , k9-12 , e1/2 /ea1/2 Attenuation @ 40 kHz NEXT @ 40 kHz 90 kHz Dlk1.013.109y 23.4 /km > 10 G x km 650 pF 500 pF 1300 pF 33 dB DuoTrack 23.4 /km 0.2 > 10 G x km 400 pF 250 pF 650 pF 1.8 dB/km 50 dB 43 dB (typical)

3. The DuoTrack system components

3.1 The Nexans WTC2-HC closure
The Nexans WTC2-HC is a universal closure for connection and branching. It features reliable mechanical sealing of class IP67 and contains splicing facilities for up to 144 optical fibers and 100 1.4 mm copper conductor splices. The space for copper and OF splices is divided by a fold-away metallic organizer with a double bottom to absorb some excess fiber tubes and to hold the two Nexans FiberArt modules which allow for individual fiber management. With six cable ports, it facilitates the splicing of up to four drop cables, which is almost always sufficient for a regional line application. The closure is protected by a lockable stainless steel case with a magazine in the base plate to absorb up to 10m of OF cable.

Table 2. Comparison chart of electrical characteristics

2.5 Optical properties

ITU-T G.652-D fibers were used for DuoTrack cable to comply fully with DBs standard G.652-B fibers and a dedication to future-proof investment. As a consequence of the two-cables-in-one concept, the OF cable of the DuoTrack cable was considered as a standalone outside plant OF cable, and had to pass the typical mechanical test program of crush resistance @ 2.5 kN and impact test with 10J. Figure 5. WTC2-HC installed as a connection closure with an extra length of OF cable The main challenge was to establish a jointing technique for the more frequent copper branches without cutting the OF cable. The solution was, to separate the two cables over a defined length, splice the copper cable, and stow a coil of uncut OF in the magazine of the base plate, similar as shown in figure 5.

3.2 The Contec DuoTrack clamp

For the installation part of the DuoTrack system, Nexans relied on Contec Transportation Systems, a subsidiary of the Austrian Voest Alpine group, with long experience in rail cable-mounting equipment and technology. Figure 4. Crush resistance test up to 20kN The tests were performed at Opticable, Nexans OF cable plant in Belgium, and adjudicated by VDE and DB. The cable again passed with excellence and pushing it to its limits, we established at least 20J for impact and an unexpected 20 kN for crush resistance. In particular, the last result disclosed the limits of the test set-up rather than that of the cable, as the attenuation increase was still in compliance with the requirements of IEC 60794-1-2 E3. The DuoTrack clamp is an adaptation of their EBA-approved clamp design, adjusted to the fig-8 design and with an improved clamping force of > 200N, which is individually tested after installation. The clamp is made from solid, 2 mm thick stainless steel, with rounded edges to prevent damage to the cable. It is reusable; and existing installations have already established a lifetime of over 12 years. The fixing and dismantling of the clamps is done quickly with Contecs specific tool, but it is very difficult without it. This is an

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important feature considering the prevalence of cable thievery, which is becoming a global problem, driven by continuous high copper market prices.

handicaps (like axle counter or insulation rail joints) are encountered and extra lengths of cable along the track.

Figure 8. The Contec branch technique at a connection closure position

4. Field Studies
Figure 6. The Contec DuoTrack clamp After preliminary discussions and design studies in March 2004, the project definition was made in December 2004. Parallel to that, a preliminary of roadmap was outlined for the elaborate approval process that DB and EBA required for a completely new cabling system.

3.3 Contec DuoTrack cable laying

The DuoTrack cable has very special requirements for cable laying. The installation orientation is vertical, while a figure-8 cable is usually shipped in horizontal position on the drum. On the other hand, the laying must be done without exceptional tensile force, as there is no traction between OF and copper cable.

4.1 Compatibility with roadbed revision

A cable directly installed on the rail is regarded as a part of the roadbed infrastructure and therefore has to prove compatibility with regularly-performed maintenance work. Compacting and cleaning the roadbed are two of the most frequent activities on the track. Big construction trains fitted with pneumatic hammers compact the roadbed and realign rails, with a rotating rubber brush at the back cleaning the track after the compacting process.

Figure 7. The Contec DuoTrack cable laying vehicle The solution was a to equip a special, 25m long railway wagon with four cable pay-offs, followed by a tension controlling section and a cable laying arm of approx. 8m length, attached at the back of the wagon with a forming section at its end to change the orientation of the DuoTrack cable from horizontal to vertical position, without damaging it. The laying truck is moved by a Unimog, a two-way vehicle, at a laying speed up to 3 km/h. considering setup-time, interruptions for the preparations at closure positions, bypassing of handicaps at the track, subsequent mounting of the clamps the average laying speed is 2,000 m per shift. Compared to conventional cable laying of up to 100-300 m per shift only for the installation of the concrete troughs, this represents tremendous time savings, not to mention reduced civil engineering costs for planning, execution and surveying items which are not always taken into account in overall financial estimates.

Figure 9. Compacting and cleaning construction trains As the compatibility with line maintenance was an essential criterion for the acceptance of this track cabling system, it was decided to initiate a preliminary field trial with a round cable of a diameter equivalent to the biggest DuoTrack cable size.

Figure 10. Pneumatic hammers of the compacting train A 34 mm telecom cable was selected and installed over approximately 300 meters along a railway station which was expecting roadbed maintenance the next day. In addition, we took this opportunity to test different methods of cable branching. This field trial, conducted in April 2005, was passed with positive results. It also determined that the preferred branching method would be on top of the tie, or sleeper, which is shown in figure 10 below.

3.4 The Contec cable branch technique

Contec developed a cable branch technique, enclosing and protecting the DuoTrack cable on its entire way to and from the rail with bisected and overlapping stainless steel pipes in 90 curved and straight shapes. Figure 8 shows this technique at a connection closure position. But the same U-shaped guidance is applied to bypasses when

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4.2 Test track Tremsbuettel

Prior to pilot installation, DB required a time lapse durability test, to disclose potential weak points of the cable design with high forecast certainty over long-term operation on a regional line. A 1.85 km test track, with two terminations and one connection closure, four cable branches and approx. 2,000 clamps, was installed in North Germany in July 2005.

Diagram 2 shows the exceptional stability of this parameter over two years.
Zeitliche nderung der kapazitiven Im-Vierer Kopplung (k1)
3500

29.07.05 03.11.05
3000

08.09.05 09.12.05 05.04.06 05.12.06 11.06.2007

30.01.06 27.07.06 14.02.07

2500 Im-Vierer Kopplung [pF]

2000

1500

1000

500

0 1>3 2>4 5>11 6>12 7>13 8>14 9>15 10>16 Viererkombination

Figure 11. Layout of the test track 4.2.1 Long term durability test The non-electrified main line between Hamburg and Lubeck was chosen, since it is carrying passengers and goods to and from Scandinavia, with axle loads of up to 24 tones, with a maximum speed of 140 km/h for passenger trains and 100 km/h for freight trains, summing up to an average of 1.2 million axles per year. Taking into account the total number of axles on an average regional line adds up to a long-term prognosis of at least 10 years, despite the difference in axle loads and a significantly lower number of freight trains on regional lines. The electrical and optical parameters of DuoTrack cable were measured periodically to disclose possible degradations of the cable or the components under the environmental and mechanical conditions of rail-mounted installation.
Verlauf der nderung des Schleifenwiderstandes
0,365

Diagram 2. Variation of capacitance unbalance within quad The DuoTrack cable represents the very first application of an OF track cable for DB! Thus the optical parameters had to be thoroughly observed. All fibers were looped to enable two-sided OTDR measurement of the complete line from one end. Diagram 3 shows the variation of the OTDR attenuation @ 1310nm, where the increase is caused by the operation wavelengths of the different OTDRs used during the observation time. The white top line shows the variation after wavelength normalization, and proves that the attenuation and therefore the fibers, themselves are in stable condition during the entire observation period.
Rckstreudmpfung bei 1310 nm

0,375

A>E E>A
0,370

Nettest CMA400

Mittelwert Bewertet
Acterna MTS 8000 Agilent E6000 Agilent E6000

22,70

1>3 (a)
22,60

2>4 (a) 2>4 (b)

5>11 (a) 5>11 (b)

6>12 (a) 6>12 (b)

7>13 (a) 7>13 (b)

8>14 (a) 8>14 (b)

9>15 (a) 9>15 (b)

10>16 (a) 10>16 (b)

[dB/km]

0,360

1>3 (b)
22,50 Schleifewiderstand fr 20 C [Ohm/km] 22,40 22,30 22,20 22,10 22,00 21,90 21,80 21,70 28.05.2005

0,355

0,350

0,345

0,340 28.05.2005

05.09.2005

14.12.2005

24.03.2006

02.07.2006 Datum

10.10.2006

18.01.2007

28.04.2007

06.08.2007

Diagram 3. Variation of OTDR attenuation @ 1310 nm

05.09.2005 14.12.2005 24.03.2006 02.07.2006 Datum der Messung 10.10.2006 18.01.2007 28.04.2007 06.08.2007

Diagram 1. Variation of the loop resistance Diagram 1, showing the variation of the loop resistance over approx. two years, reveals no significant resistance increase, with only random variation, although most of the copper splices had been broken and redone two times in the course of the system compatibility test. This demonstrates no degradation of the solid conductors, due the excellent mechanical properties of the DuoTrack cable design. The copper pairs were all looped to enable one-sided access. Thus the NEXT measurement no longer seemed to make any sense. To compensate for that, the capacitance unbalance within a quad was measured, which is a reliable indicator of the integrity of the quad and thereby correlates well with the transmission characteristics.

4.2.2 System compatibility test The copper part of DuoTrack cable was designed to carry all the services that are usually handled by various conventional cables. This was to be verified in a field trial on the test track. This trial was managed by DBs TZF, the central technical staff for telematics, control and interference technique; and took place in 2005 from 1316 December. Siemens and Alcatel/Thales, the two big system suppliers of DB, assisted with their recent signaling components: axle counters, wheel sensors, circuit switching, levelcrossing equipment, remote control, surveillance and power transformers helped to simulate the activation of switch drives with voltages of up to 2 kV. TZF defined the wiring of the cable and the test sequence. Due to the upcoming Christmas holidays and bad weather conditions, Siemens and Alcatel decided to connect all their equipment at once and run the sequentially scheduled test series in parallel.

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This even exceeded the intention to simulate the worst condition of parallel operation of all tested devices from one supplier, which never happens in reality and thereby upgrades the test result. TZF continuously recorded the signals during the test, and except for one lamp switching on and off which was AC powered through a standard outlet no interference was detected. Even the influence from the unsymmetrical power feeding of the lamp disappeared after grounding of the screens on the feeding side, which was erroneously missing. Although nobody really expected the DuoTrack cable to fail, the complete test team was surprised about its sophisticated performance. Finally, this important compatibility test was again passed with excellence, an essential precondition to proceed from a test to a pilot installation. 4.2.3 EMI investigations DuoTrack is approved for non-electrified railway lines and thus features no intrinsic screening protection against electromagnetic fields from catenaries. But even diesel trains feature a single phase busbar with the back current running through the rail, to feed electric lamps, and in particular, the heaters in the passenger cars, which is likely to induce interference in the rail-mounted cable. The power supply, running at a frequency of 22.5 Hz, is either triangular, rectangular or trapezoidal, and reaches 1 kV and a current up to 400A. DB managed to organize a train for the system-compatibility test, with five passenger cars and a trapeze-shaped power feed running at 200 A with all lights and heater of the passenger cars switched on. The influence of the back current was continuously monitored with the previous test setup. All systems were connected and the train was subjected to three interference conditions: 1. 2. 3. stationary over the cable passing slowly over the cable at approx. 30 km/h passing over the cable at full speed at 100 km/h

5. Pilot project Odenwaldbahn

In April 2007, Nexans together with its partner Contec were awarded the tender for the pilot installation of the DuoTrack system, which represents the industrialization and EBA approval of the cable and DB approval of the cabling system. The Odenwaldbahn in Hesse, central Germany, is undergoing a conversion to an electronic interlocking system with all communication, control and surveillance services running through DuoTrack. Approx. 100 km of DuoTrack cable, 16 and 8 quads, are being installed with approx. 140 closures and app. 150,000 individually-tested clamps. The cable laying, which started in Sept. 2006, was discontinued from Dec. 06 to March 07 and finished by the end of July, with commissioning and testing taking up until September 2007. Although this was the initial pilot project, the realization process was always in full compliance with the project schedule. Thanks to this project, Nexans was awarded an EBA approval for the DuoTrack cable; and the complete system was awarded DB prototype approval status, enabling the launching of follow-up projects.

6. Economic evaluation
Placing an economic evaluation here at the end of this paper risks obscuring its importance at the very outset of project definition. Cost saving was the main driving force for this development, and it became evident when direct rail installation was decided for cable laying, since this had significant cost advantages over conventional cable laying in concrete troughs. Rail mounting eliminates time-consuming and costly civil engineering, which usually represents up to 80% of the total costs of a cable installation. As can be seen from the extensive development process, the requirements for the cable were very demanding. Thus DuoTrack is not just a cost-effective cabling solution, it also meets (and indeed surpasses) the most stringent requirements for track installation and assures reliable and failsafe operation in an extremely tough operating environment. In conclusion, the pilot project Odenwaldbahn confirmed the initially expected cost saving of app. 40% ! This impressive figure still does not take into account further cost savings associated with significantly reduced working time, which will be evaluated later.

No interference with the operation signals was detected, which proved, that the special DuoTrack core design fully met the requirement of running all services through a single copper cable.

7. Outlook
The experience gathered on the Odenwaldbahn over the next two years will determine the conversion of the prototype into a fullfledged system with unlimited approval and the further prospect that DuoTrack could become DBs standard cabling system for their regional lines. Figure 12. Measuring busbar and back current Advanced EMI investigations are scheduled for late 2007 or early 2008. The main track HamburgLubeck is now being converted to an electrified line. Previous results and first theoretical calculations indicate that DuoTrack cable may sufficiently benefit from electromagnetic protection of the rail. This would immediately widen the field of application, which is very interesting for export markets, where regional lines are not necessarily non- electrified as in Germany. Meanwhile, DB has defined a limited rollout program for DuoTrack over the next two years to expand its empirical database for final evaluation. It will be used with electronic interlocks (ESTW), a light version of electronic interlocks (ESZB) and DBs GSM-R rollout program on their secondary lines. Several other railway companies have already signaled their interest in the DuoTrack system. Despite national differences, regional lines are facing very similar economic restrictions worldwide.

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8. Conclusions
Nexans together with its partner Contec and in close cooperation with DB succeeded in developing a completely new and innovative cabling system for direct rail installation. The system was thoroughly tested in extended field studies, tests and laboratory experiments over a two-year period, before Nexans was awarded the first pilot installation for the Odenwaldbahn. The pilot project confirmed expected cost savings of app. 40 %, making DuoTrack a quantum step forward for the fast and economical modernization of regional railway infrastructure.

Technology of RWTH. In February 2006 he started working as a Project Manager within the Nexans Group, being responsible for the DuoTrack pilot project, among other projects. Since June 2007 he has been head of the Engineering Department in the Nexans plant in Monchengladbach, Germany, and therefore responsible for the development of materials and applications of industry cables. He is a member of Cigr and VDE

9. Acknowledgments
This article is in memoriam of Paul Gregor, one of the pioneers of OF track cables, who initially started the development in March 2004, but passed away in February 2005 without being able to witness the long-awaited success of OF rail-side cable. Special thanks to the staff from Nexans Norway for their valuable support on steel tube technology, Nexans Interface for their valuable support in the field of accessories and Nexans Opticable for their valuable assistance in OF testing. We thank DB for their wide support in field tests and for their valuable technical assistance.

Bernd Friedhoff (1954) joined the technical staff of the army for twelve years including one year training at the German air force base in the US and graduated as master craftsmen of electro-technics. After he left the army, he studied electrotechnical engineering at the FH Cologne. From 1991 until 1998 he worked in the sales department of Erico and joined Contec in 1998 as a senior sales manager.

10. Authors
Harald Bthe (1953) studied communication engineering at the FH Niederrhein Krefeld, graduated as a Dipl.-Ing. in 1975 and continued his mathematics and physics studies at Dsseldorf University, graduating in 1982 after a state examination. In 1986 he joined the optical fiber production of the Monchengladbach cable plant as an engineer specializing in optical fiber measurement techniques. Since then, he has been involved in several different functions and product lines, i.e. OF-, CATV- and telecom cables of various types. Since 2001, he has been head of product development of telecom cables and while there became involved in the development of the DuoTrack cable design. Since Dec. 2004 he has been responsible for the DuoTrack system development. Christian Cornelissen (1972) studied physics at the RWTH Aachen University, Germany and received his diploma in 1998. In 2003, he received a doctoral degree in engineering at the same university. Since then he has been Chief Engineer at the Institute for High Voltage

Jan Schrder (1974) studied communication engineering at the FH Hamburg and graduated as Dipl.Ing. in 2001. He joined Fortec AG as a sales engineer of electronic components awhile before he entered DB in March 2002. He started in the central assets management of regional lines in Frankfurt with the main focus on telecommunication, GSM-R electronic interlocks and the development of their light version. Since April 2007 he has been head of technical equipment and coordination of construction operations of the S-Bahn in Hamburg.

Walther Tutschke (1942) studied electrotechnical engineering at the FH Hannover and graduated as Dipl.-Ing. in 1973. He entered DB and passed through several different functions like district manager for S&T, planner, trainer in S&T services and at the end was head of the department with the main focus development of future trends for S&T. In this function he initiated the development of DuoTrack, together with Paul Gregor. He retired in July 2007 and now works as a freelance consultant.

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