World's First LNG-Powered Bulker announce- Marine cable application

It’s reported by MarEx that Korean shipowner, Ilshin, and Hyundai Mipo Dockyard have signed a contract for the construction of an LNG-fuelled, 50,000 dwt bulk carrier, a world first for the segment.
The vessel will be powered by a dual-fuel MAN B&W 6G50ME-C9.5-GI engine, to be built by Hyundai Heavy Industries - Engine & Machinery Division (HHI-EMD) who will also supply the ME-GI and fuel gas supply system. POSCO, the multinational steel-making company headquartered in Pohang, South Korea, has already agreed to charter the newbuilding upon delivery, and will use the vessel to transport limestone for its operations.
POSCO will deliver the LNG fuel tank, which will be made of high-manganese steel as an alternative material to the currently widely used nickel alloy.
MAN Diesel & Turbo claims the ME-GI engine – in contrast to competing engines – has only a negligible, unburnt gas slip, consequently adding very little to the greenhouse effects of such slips. In addition, the diesel combustion principle leaves no formaldehyde emissions.
In June, Daewoo Shipbuilding & Marine Engineering (DSME) signed new contracts to build two ME-GI engine-powered LNG carriers for Maran Gas Maritime. Each of the carriers will be fitted with MAN B&W 2 x 5G70ME-C9.5-GI engines, fulfilling IMO Tier III compliance requirements.
A vessel’s electrical system mainly includes 5 parts: generator rating, main switchboard, motor controls, emergency services, and ship’s auxiliary services. Each part will be connected by marine cables or marine wires. According to the different uses, marine cables are divided into marine power cable, marine control, marine instrumentation cable, marine data and communication cable, etc.
Vessel’s electrical system
To ensure the perfect mechanical and electrical properties, the Shipbuilding Company and ship Maintenance Company should purchase the marine cables to internationally recognized standards. Such as: NEK 606 cableIEC 60092 cable (IEC 60092-350, IEC 60092-351, IEC 60092-352, IEC 60092-353, IEC 60092-354, IEC 60092-359, IEC 60092-375, IEC 60092-376), IEC 60331, IEC 60332, IEC 60446, IEC 60754, IEC 60811, IEC 61034, BS 6883 cableBS7917 cable, etc.
In order to meet the growing needs of customers, Caledonian has developed water blocked marine cable, Flame Retardant marine cable, Fire Resistant marine cable, mud resistant composite cable, etc.
If you’ve got any questions about marine cables, please don’t hesitate to contact sales@caledoniancable.com


Start-up company Validere is commercializing sensing technology that can perform instant, in-field characterization of the chemical make-up and material properties of unknown liquids.
Validere plans to develop the Watermark Ink (W-INK) technology, developed by Harvard University scientists and engineers, into a pocket-sized device that could be used by first responders to quickly identify chemical spills, or by officials to verify the fuel grade of gasoline right at the pump.
Developed in the laboratory of Joanna Aizenberg, professor of materials science, the W-INK concept exploits the chemical and optical properties of precisely nanostructured materials to distinguish liquids by their surface tension. Akin to the litmus paper used in chemistry labs to detect the pH of a liquid, the detector changes color when it comes in contact with a liquid with a particular surface tension. The color-changing strip can be programmed to respond precisely to the unique surface tension exhibited by any liquid of interest.
Aizenberg’s lab specializes in reverse-engineering nature. W-INK mimics two biological systems to achieve a tunable device with properties that allow it to change colors when it comes in contact with certain liquids. The wings of some species of butterfly owe their brilliant colors to structure rather than pigment; while brittle stars, relatives of starfish, can change color from black to white by modulating the position of pigmented cells inside lens-like, light-focusing structures arranged in an array across the star’s back.
By combining both of these mechanisms so that they respond optically to liquid infiltration into chemically modified porous structures, Aizenberg’s team developed a liquid decoder that is small enough to fit in the palm of the hand and can function without a power source. Engineered surface properties interact with liquids to change the interfacial chemistry of the test strip, which instantly causes corresponding color changes or markers to appear.
With support from the U.S. Federal Railroad Administration, Aizenberg is now leading research efforts to optimize the sensing capabilities, while Burgess is spearheading Validere’s development of software and an interface device that will translate visual test results into recommended action for handling identified liquids. The device will pair with disposable strips to comprise customizable field test kits that can be tailored to identify virtually any liquid or liquidmixture.
The article forwarded is to convey more information, any question please contact me : sales@caledoniancable.com


From Mars to Earth: Engineering Innovations Find Earthbound Applications

NASA’s Mars Rover Exploration program has forced engineers to devise solutions to address new and novel problems. Some of these solutions, as with previous space missions, are now being applied to solve earthbound problems.
For example, many terrestrial machines and machines must operate remotely with infrequent visits from service personnel. This is particularly true when equipment is installed in harsh environments, such as in cold climes or desert regions. Mars Rover technology leads the way in this area. Specific innovations applicable to earthbound issues include flexible circuitry, labyrinth seal technology and robot arms.
The Mars program is ongoing, with the next expedition scheduled for July 2020 when a new machine, about the size of a bus, will be the payload. This next rover will benefit from heritage technology as it aims to pioneer investigations that include the usability and availability of Martian resources (perhaps most importantly, oxygen) to support human missions.
From the first prototypes, engineers focused on mission-critical systems and the required seamless interactions among them. These systems include propulsion, power, telecommunications, avionics and software. Developing and refining these core systems is the technology base for successfully navigating a craft into the atmosphere of another planet.
Engineering innovation strives to meet the challenges of traveling to and executing tasks on Mars. Specific challenges include entry-descent-landing, autonomous planetary mobility, technology to cope with severe environments, and sample collection and return logistics.
20 Years of Exploration
The first successful payload delivered to Mars was the size of a microwave oven and weighed just 23 pounds. Sojourner touched down on Mars on July 4, 1997 following a seven-month journey, and returned the first images of the Martian surface via a color stereo imaging camera.
Although designed for a life of seven Martian solar days (1.03 Earth days), Sojourner exceeded expectations by a factor of 12. It provided chemical and visual data during its unexpected 84-day life. During the mission, scientists and engineers confirmed for the first time the feasibility of developing, designing, launching and operating a planetary mission to Mars all while meeting extreme performance challenges and demands.
Buoyed by the success, NASA increased its Mars exploration projects’ scope and complexity. The twin rovers Spirit and Opportunity landed three weeks apart in January 2004. Bigger and better than Sojourner, each was around the size of a riding lawn mower and weighed about 400 pounds.
Outfitted with high-tech robotic arms and camera systems, these rovers provided the first high-resolution panoramic landscape shots of the Martian surface. Designed to last 90 Martian solar days, these missions also exceeded longevity targets. Spirit operated 20 times longer than planners anticipated, and travelled 4.8 miles over steep craters and rocky hills before becoming stuck in sand in late 2009. Rover Opportunity, meanwhile, remains functional and has travelled more than 26 miles across the planet.
It’s Not the Fall, It’s the Landing
NASA and Jet Propulsion Laboratory engineers held their collective breaths as the most ambitious and most expensive ($2.5 billion) Rover mission landed on Aug. 6, 2012. Weighing 384 pounds and presenting the profile of a large auto sedan, the Rover Curiosity began its work after a safe landing. Known by the mission team as the Seven Minutes of Terror, the required standard operating procedure for the landing required executing the following steps:
  • Enter the Martian atmosphere travelling at 13,000mph
  • Resist heat from friction up to 1,600 degrees
  • Rely on the atmospheric friction to slow the descent to 1,000 mph
  • Jettison the heat shield without impacting and damaging the rover
  • Deploy the largest supersonic parachute ever built to slow the craft down to 200 mph
  • Detach from the parachute to induce free fall while simultaneously firing blasting rockets to further slow descent and steer clear of the chute
  • Deploy a complex sky crane cabling system to lower the rover from the craft in final descent (aka rover on a rope)
  • Gently lower the rover into the constrained zone of the Gale Crater while jettisoning the cables and overhead craft away from Curiosity
  • Wait seven minutes for the Rover to send a confirmation-of-life signal to Earth.
No Service Calls
Mars Rover vehicles must be robust, self-sustaining and equipped with the instrumentation and capabilities necessary for mission success from the moment they leave planet Earth. System failures, mechanical breakdowns and power malfunctions are irrecoverable. Mission success or failure solely rests on the base level engineering designs.
For example, engineers used advanced labyrinth seal technology to protect gear boxes from Martian sand and dirt on all Rovers since Sojourner, a technology which has now found widespread use on Earth.
Each labyrinth seal is composed of many grooves, presenting a tortuous path to help prevent dust infiltration, or lubrication leakage around rotating parts. Labyrinth seals on rotating shafts provide non-contact sealing action by controlling the passage of fluid through a variety of chambers by centrifugal motion, as well as by the formation of controlled fluid vortices. At higher speeds, centrifugal motion forces the liquid towards the outside and away from any passages.
Similarly, any liquid escaping the main chamber becomes trapped in a labyrinth chamber, where it is forced into a vortex-like motion. This acts to prevent its escape, and also acts to repel foreign entry. Because these labyrinth seals are non-contact, they do not wear out. Components are made up of hard but lightweight metallic alloys of titanium, copper and aluminum to withstand stress and impacts.
Electronics Innovations
Flexible circuit electronic materials was one of the critical enablers for the low-weight and reliable system design of the Mars Rover drive system, panorama cameras, on-board diagnostics communications, and the robotic exploration arm. This is another example of technologies with widespread applicability on Earth.
The design teams used polyimide-based flexible circuitry to achieve the highest electronic signal performance and mechanical durability. With 70 yards of flexible circuit materials replacing traditional round wires and cable bundles, designers achieved a 70% volume and weight reduction in crucial components. They also gained the toughness of polyimide chemistry necessary to cope with the temperature extremes of the Martian surface.
Mars 2020 will benefit from a heritage of technologies, and will be equipped with next-generation navigation and exploratory capabilities. For example, by using what engineers call a “range trigger,” earthbound pilots will be able to specify where they want the landing parachute to open. And terrain-relative navigation systems will analyze downward-looking images taken during the craft’s descent to map and optimize travel zones for scientific optimization.

Modular Construction in the Oil and Gas Industry

Over the last three decades, operators throughout the oil and gas industry have elected to build larger, more fit-for-purpose facilities. This has subsequently led to an increase in the number of projects experiencing schedule delays and cost overruns. With crude prices at or above $100 per barrel these issues, while problematic, were often economically justifiable.
In more recent years, however, as producers have struggled to maintain profitability amid the long-term price slump, cost cutting and schedule reduction have become critical. One strategy companies are using to cope with these challenges is modular construction.
Modular Construction Benefits
Modular construction involves prefabricating equipment and systems into modules offsite in a controlled manufacturing facility. Once constructed, the modules are delivered to the building or production site where they can be installed and commissioned. This approach offers a number of advantages over traditional stick-built methods of construction where the majority of work is performed onsite. A few of these include:
Reliable Access to Skilled Manpower  Modular construction offers access to the type of workers required to build large-scale facilities. This is particularly critical in the oil and gas industry, where the pool of experienced tradespeople such as welders and electricians can be limited. With a stick-built approach, securing skilled craft workers can often inflate costs due to the need to provide travel allowances and/or housing accommodations. In many instances, an offsite module fabrication facility can be selected in a region or country where the labor supply and demand relationship is more balanced, allowing the operator to take advantage of lower rates.
Shorter Development Schedule  Modularized construction can reduce a project’s development schedule, and it does so in a number of different ways. First, by assembling modules using prefabricated parts offsite in a designated facility, the chance of running into delays caused by weather or other environmentally-related factors is minimized. Second, building offsite also affords operators the advantage of being able to perform work on multiple areas of a facility simultaneously. This is not always possible when using the traditional stick-built approach, particularly when it comes to offshore facilities, as the amount of workable space onsite is often limited. Third, by performing work offsite, operators can remove certain activities from the schedule’s critical path and reduce the chance of trickle-down delays.
Improved Quality  Prefabricating modules also provides a number of advantages with regards to quality control and assurance. In an outside onsite environment, metal expansion and contraction caused by variations in temperature can impact the integrity of welds. This is in contrast to plant fabrication offsite, often performed indoors, where weld reject rates are substantially lower. Prefabrication also allows for testing of modules before arriving onsite. In doing so, any problems with equipment or systems can be identified and quickly resolved, significantly reducing costs during the installation and commissioning phase of a project.
Increased Safety – Prefabricating facility components reduces the number of individuals required to be working onsite, which can simplify construction activities and increases overall safety. This is especially the case with expansion and/or upgrade projects, as it reduces the need to perform construction work in close proximity to ongoing facility operations. Moreover, prefabrication can minimize the need to shut down parts of an existing plant, leading to less downtime and increased production.
Modular Construction Offshore
Modularization has become particularly prominent in the offshore oil and gas industry because the offshore facility development cycle is longer, riskier and more expensive.
The typical development cycle of a conventional offshore floating production system (FPS) is anywhere from five to seven years from concept to first oil. However, through the increased use of modularized construction and standardized designs, many operators have been able to reduce time to first oil and improve the overall operating flexibility of their facilities.
One example of this can be seen with the Delta House FPS in the Gulf of Mexico’s Mississippi Canyon. The project is part Delta House Field Development Project, a joint venture between LLOG Exploration and Blackstone Energy Partners.
Unlike the conventional development approach taken by most FPS operators, which involves drilling appraisal wells and studying reservoir composition prior to design and construction, work on Delta House began before any specific pressure, volume, temperature and production data was available. This required topsides contractor Audubon Engineering Solutions to implement a scalable, “one size fits most” modular design able to handle a range of hydrocarbon profiles.
Audubon also standardized approximately 85% of the topsides, which further improved the overall flexibility of the platform and allowed for design modifications during the construction process.
The use of standardization and modularization, along with other unconventional techniques, ultimately allowed Delta House to achieve first oil in April of 2015 – just three years after construction on the facility commenced and roughly 2-3 years earlier than other comparable platforms in the Gulf of Mexico.
Modularization Challenges
Modular construction does not come without drawbacks.
One of the biggest challenges associated with prefabricating modules offsite is transportation. Because modules typically consist of multiple pieces of equipment ancillary piping, control systems and other components on a single skid, size and weight can be significant. This often poses logistical issues, which can increase complexity and inflate costs.
For instance, modular construction may be a solution for projects located in remote regions where skilled labor is difficult to secure. However, as special planning and transportation measures are required to safely deliver modules to the site. Delivery is made even more difficult in the winter months, as many routes to remote areas are closed or simply not suitable for heavy-haul operations. This was evident on the ExxonNeftegas Sakhalin Island Onshore Processing facility in Chayvo, Russia, where subzero temperatures and blizzard conditions forced the EPC contractor, Fluor, to schedule module deliveries in the summer months.
In addition, because modules have to be integrated to allow for transportation and lifting, they have little extra space on the skid or module for ongoing operation and maintenance. While this is not always an issue, it sometimes can create difficulty when the module has to be serviced due to the fact that there is a limited amount of workable room for maintenance personnel to access components, especially on the inner sections of the skids.
Modular construction techniques have been used throughout the oil and gas industry for many years. However, with increased pressure on operators to reduce development schedules, cut costs, and become more efficient—their use in both the onshore and offshore arenas is becoming more common. This may well continue to be the case as the industry copes with low commodity prices and looks for ways to maintain profitability.



In order to know Optical Fiber Cabling system, we should know What is Optical Fiber first.


An optical fiber (or fibre) is a glass or plastic fiber designed to guide light along its length. Fiber optics is the overlap of applied science and engineering concernedwith the design and application of optical fibers. Optical fibers are widely used in fiber-optic communication, which permits transmission over longer distances and at higher data rates than other forms of communications. Fibers are used instead of metal wires because signals travel along them with less loss, and they are immune to electromagnetic interference. Optical fibers are also used to form sensors, and in a variety of other applications.


Low signal loss, high bandwidth properties are the main characteristics of fiber cable, they can be used over greater distances than copper cables, in data networks this can be as much as 2km without the use of repeaters. On a long distance line, there is an equipment hut every 4 to 6 meters. The hut contains equipment like spades and rakes that are used to pick up and retransmit the split signal down the next segment at full strength.

Their light weight and small size also make them ideal for applications where running copper cables would be impractical, and by using multiplexors one fibre could replace hundreds of copper cables. The real benefits in the data industry are its immunity to Electro Magnetic Interference (EMI).

Due to the fact that glass is not an electrical conductor and is non-conductive, it can be used where electrical isolation is needed, for instance between buildings where copper cables would require cross bonding to eliminate differences in earth potentials. Fibres also pose no threat in dangerous environments such as chemical plants where a spark could trigger an explosion. Last but not least is the security aspect, it is very, very difficult to tap into a fibre cable to read the data signals.

Further information on optical fiber Cables, please go to mwww.caledoniancable.com


There are many different types of fiber cable; in this FAQ we will deal with one of the most common types, 62.5/125 micron loose tube. The numbers represent the diameters of the fiber core and cladding, these are measured in microns which are millionths of a metre. Loose tube fiber cable can be indoor or outdoor, or both, the outdoor cables usually have the tube filled with gel to act as a moisture barrier which stops the ingress of water. The number of cores in one cable can be anywhere from 4 to 144.

A variety of core sizes have been produced that are used in data communications. The 50/125 and 62.5/125 micron multi-mode cables are the most widely used in data networks, although recently the 62.5 has become the more popular choice.

The length limits for Gigabit Ethernet over 62.5/125 fiber has been reduced to around 220m, and now, using 8.3/125 may be the only choice for some campus size networks. Hopefully, this shift to single mode may start to bring the costs down.

4.Two basic cable designs

Loose-tube cable: used in the majority of outside-plant installations in North America.

Tight-buffered cable: primarily used inside buildings.

The modular design of loose-tube cables typically holds up to 12 fibers per buffer tube with a maximum per cable fiber count of more than 200 fibers. Loose-tube cables can be all-dielectric or optionally armored. The loose-tube design also helps in the identification and administration of fibers in the system.

Tight buffered cables are optimal for indoor applications. This design is suited for “jumper cables” which connect outside plant cables to terminal equipment, and also for linking various devices in a premises network. Being more robust than loose-tube cables, they are best suited for moderate length LAN or WAN connections, long indoor runs, direct burial, and for underwater use.

Rather than using the gel layer loose tube has, tight buffered cables have a two-layer coating. The first is plastic, and the other, waterproof acrylate. The acrylate keeps moisture away from the cable. The core is never exposed when bend or compressed underwater.

Next time, we will introduce the types of cable, connectors and adaptors for optical fiber cabling system. Any questions, please don’t hesitate to contact me and let’s discuss together. Email: sales@caledoniancable.com


NEK 606 and IEC 60092 are the most popular standard to make sure the perfect performance for marine and shipboard cables. Some basic characteristics of NEK 606 and IEC 60092 standard are as follows:

1.Mud Resistant

The suitability of sheathing materials for use in areas in which the cables are exposed to drilling fluids is heavily dependent upon the type of fluid present. Each type of fluid contains additives which can have a deleterious effect on the sheathing material.

According to NEK 606, the mud resistant cables shall have a SHF Mud sheath that comply with the requirements in IEC 60092-359 for SHF2 and the below specified. The mud resistant cables shall be designed with sheathing compounds suitable for installation and operation in contact with MUD unless otherwise specified.

The MUD resistance test requirements for sheathing compounds SHF Mud are as follows:

2.Oil Resistance

All thermoset sheathed cables shall be suitable for an oil production installation. The oil resistance properties shall be demonstrated by a test according to IEC 60092-359 SHF2.

3.Flame Retardance

The cables shall withstand the test specified in IEC 60332-3-10, -22, -23, -24, -25. Single, earth and bonding wires shall withstand the test specified in IEC 60332-1 or IEC 60332-2.

4.Fire Resistance

Fire resistance cables shall be tested according to IEC 60331-11, -12, -21, -25 and -31.

5.Hydrocarbon (HCF) Fire Resistant

The purchaser shall specify which of the curves below in Figure 1 or 2 to comply with the HCF test.

The test requires no breakdown for 30 or 60 minutes when connected to operating voltage. Time to breakdown to be considered in agreement with the customer or approval authority.

6.Content of Halogen

All cables shall be halogen-free according to IEC 60754-1/2.

7.Smoke Emission

During a cable fire smoke emission shall be kept to a minimum value of 60% according to IEC 61034-1/2.

For detailed cable information please visit: http://www.caledoniancable.com/English/product/NEK606_Water_Blocked/NEK606_Water_Blocked.html

Or contact me: sales@caledoniancable.com



It is hard to imagine today’s world without trains and other rail transportation vehicles. In the 19th century some wise persons made a key contribution to industrialization and today are fully integrated in the globalization of markets and growing urbanization. Rail-mounted vehicles can transport large number of people and goods safely, quickly, and efficiently even over great distances. Moreover, trains or rolling stocks are very environment-friendly in their use of electricity obtained from regenerative sources. The prerequisite for rail systems being able to function at all, however, is the products manufactured by the cable and cable-processing industry. They are to be found in all technical systems, for example in the wheel bearings and brakes, the drive systems and other engines, in on-board electronics, air-conditioning systems, lighting and information systems, door mechanisms, seats and interior cladding …
At first glance the most obvious cable products we would expect to find are the traction cables in the carriage bogies and, in the case of electrified lines, the overhead catenaries or power lines. The Traction Cables are designed for protected, fixed installation inside and outside railway vehicles for connecting fixed and moving parts in direct current and alternating voltage technology, especially converter technology.
Many components require electrical power to be able to function. It is supplied through cables as the central element with high electrical conductivity. Around 3km of cables for example is installed in a double-deck carriage. The power supply is controlled by contact and circuit elements, in which innumerable springs, flexible parts and screws all play a part. Around 15,000 electrical clamping points are fitted in the carriage already mentioned. The figures relating to a modern high-speed locomotive such as the 109E from Škoda are even more impressive: The E-locomotive, which is authorized for speeds up to 200km/h and can travel though areas with different power feed systems, contains cables with a total length of around 30km.
Those Railway Power & Control Cables are used most widely in railway technology. Normally they complied to France RATP Railway Standard and UK NETWORK RAIL Standard. Besides traction cables and railway Power & Control Cables, Caledonian can also provide: Signalling cablesTelecom cablesDatabus cablesHigh temperature cables, etc. for IEC standards, British standards, and French standards and so on.
Such an E-loco is supplied with the electrical power it needs to operate from the catenary lines positioned above the tracks. In addition to masts and crossbeams, the catenary system also comprises supporting railway cables and droppers, which are used to suspend the contact cable on the supporting cable. Both components are also produced from cable. If we take a look down towards the track installation, we notice further cable products: In this connection, a railway cable is positioned between the rails, the “track (line) conductor”, which ensures the inductive transmission of data to the rail-mounted vehicles and remote-controlled intervention in the train control system for example, if necessary, to initiate emergency braking.
Railway cable has been an indispensable communication component in the rail transport system right from the start. Other cable products instantly recognizable in track installations include screws, springs and flexible elements, which are used – in the case of specific platform design – to fasten the rails to the sleepers. Railways are dependent on cable products, which, upon closer inspection, also apply in equal measure for all areas of transport technology.


It’s reported by Chinadaily that a new brand bus-Transit Elevated Bus was successfully invented and displayed at the Beijing International High-tech Expo on May 20.
TEB is a bus that straddles highway lanes to allow cars to pass beneath-a sort of moving tunnel-it looks like a giant double-decker but is hollow on the ground floor. Passengers can sit on the top floor while cars move below. Vehicles with a height less than two meters will be able to drive under the bus.
A model of the Transit Elevated Bus is displayed at the Beijing International High-tech Expo on May 20th
The TEB developer said it is a brand new tool for urban transportation that can help ease traffic congestion by creating roadway space.
Normally, a four-car TEB is 54 meters long, 4.5 to 4.7 meters high and 7.8 meters wide. It can hold 1,200 to 1,400 passengers, many times more than a traditional bus. Its carrying capacity is near that of a subway, but the cost of manufacturing and installing a TEB is much lower.
The electric system of TEB will synthesize the electric car system and railway system. Caledonian is profession cables manufacturer for automotive cables and railway cables.
The reduction of fuel consumption, increased needs for safety and higher requirements for equipment standards as well as reduced space conditions are the main requirements to modern cars, especially for the newly invented TEB bus. Caledonian can supply automotive cables to Germany standard, Japanese standard and American standard. For detailed product information please visit: www.caledoniancable.com,
automobile cables application in Giant Transit Elevated Bus
Railway cables are very important in order to meet the current challenges the railway industry is confronted with. It doesn´t matter if it is the current supply on board or in the base of the rail, various control tasks, data transmission or if a complete cable network is required-in all fields cables for highest performance requirements are needed. Caledonian provide kinds of cables for railway application. Including: traction cables, Signaling cables, Telecom cables, Power cables, Control cables, Databus cables, High temperature cables, etc. for IEC standards, British standards, French standards and so on. These cables are used in railway station or trackside. Detailed information please visit:http://www.caledoniancable.com/English/product/Railway_Cables/Railway_Signalling_Cable.htm Giant Transit Elevated Bus can hold 1,200 to 1,400 passengers
Any enquiries or questions about cables, Amanda would love to help. Please contact: sales@caledoniancable.com


The Traction Cables are designed for protected, fixed installation inside and outside railway vehicles for connecting fixed and moving parts in direct current and alternating voltage technology, especially converter technology.
We usually call GKW Cables short for Traction Cables, and named the model according to the cable’s construction. Please see the cable code designation picture below:
cable code designation for Caledonian traction cables/GKW cables
From the model, you can recognize the testing voltage, electron-beam cross-linked insulation, cold resistant, heat resistant, number of cores, wall thickness(including reduced wall/thin wall, dual wall and medium wall), and whether it’s screened and fire resistant or not.
Such as, model: 3GKW-DW/S EMC. It’s a 0.6/1KV Dual Wall Screened Multicore traction cable. It’s also one kind of power and control cable. Specific structure is as follows:
caledonian traction cable/GKW cable Model:3GKW-DW/S EMC
3GKW-DW/S EMC traction cables are compiled to BS 6853 -1a, DIN 5510-2 1-4, NFF 16-101 F0 standard. More information about this kind of cable please visit:http://www.caledoniancable.com/English/product/Railway_Cables/3GKW-DW-S_EMC.htm
We’ve got many other kinds of traction cables and high temperature cables for railway application, you are welcome to visithttp://www.caledoniancable.com/English/product/Railway_Cables/Railway_Signalling_Cable.htm Or just email us at sales@caledoniancable.com for direct contact.


Caledonian established in 1978, is a professional manufacturer of flame retardant and fire resistant cables.
Flame Retardant cables are designed for use in fire situations where the spread of flames along a cable route needs to be retarded. Due to relative low cost, fire retardant cables are widely used as fire survival cables.
Flame retardant cables are not rated to continue to operate under fire circumstance but it will resist the propagation of fire into a new area by having behavior in fire under defined conditions which is proven by passing the test as per IEC 60332.
In the event of fire, the ordinary flame retardant cable may produce a large amount of corrosive gases and smoke after combustion, and can be used in general occasions with low flame retardant requirement.
Ordinary flame retardant cable’s flammability has A, B, C, D four categories:
For Class A and Class B fire tests, the fire time is 40 minutes, and for Class C and Class D fire tests, the fire time is 20 minutes, and the charring height does not exceed 2.5 m.
The outer sheath of Caledonian flame retardant cables is flame retardant PVC. These cables are slightly more expensive than normal PVC cables and are widely used in power stations,mass transit underground passenger systems, airports, petrochemical plants, hotels, hospitals, and high-rise buildings and etc.
Caledonian fire retardant cables consist of a wide range of power cablescontrol cables,instrumentation cablescoaxial cables, and Cat5 & 6 cables, all of which comply with the main international standards (IEC 60502-1,BS 6724,BS 5308,BS 7211, BS 5308 Part1 Type1 & 2,BS 5308 Part 1 Type 1,BS 5308 Part 1 Type 2 ,EN50173,EIA/TIA 485, MIL-C-17,Telcordia GR409-core/ TIA/EIA 568B.3 / ICEA-S-83-596,Telcordia GR-20 /RUS 7 CFR 1755.900 (REA PE-90) / ICEA S 87-640,and  etc.).

For more information, please visit our website: http://www.caledoniancable.com or email us at sales@caledoniancable.com.