BTOB RAIL MAG 2018/2019

2018 / 2019

STEVO ELECTRIC

PLUS

LOOKING TO THE SKIES

TESTING YOU CAN COUNT ON

THE DRONES FOCUS

INCIDENT MANAGEMENT SOLUTION

SPECIAL REPORT

HYPERLOOP FLY BY LAND

DEALING WITH THE UNEXPECTED

EUROSTAR BUSINESS PREMIER CONSUME IN MODERATION

ALMAVIVA CONNECTING DIFFERENT MODES OF TRANSPORTATION ECOSYSTEMS

TIMES ARE CHANGING FOR WOMEN IN RAIL SPECIAL MEETING WITH JENNIFER BÄCHLI

The keystone of sustainability

DVM series • • • • • • • •

AC and DC voltage from 600 VRMS to 4200 VRMS Improved accuracy & temperature stability High partial discharge extinction voltage: 5 kVRMS @ 10 pC 30% lower profile – 25% less volume – 56% lighter Low sensitivity to magnetic fields Unmatched performance for common mode operation ± 50mA, ± 10V or 4 to 20 mA outputs Developed according to IRIS standard

www.lem.com

At the heart of power electronics.

EDITO Today, too many organizations are using social interactions as a way to make a quick impression, rather than an opportunity to foster a mutually beneficial experience. In a world where we constantly have our eye on the immediate goals of delivering the right message to the right audience at the right time, we overlook key elements: relationships and relevance.

Time equals revenue. You have limited opportunities to sell, so you want to spend time on the people who are more likely to respond and ultimately buy.

It’s pretty simple. We spend a lot of time working on things that become nothing. Literally.

Increasing your odds will increase revenue.

When you look for content to share with your prospects, focus on providing insights that will help them make more informed decisions about the challenges they face in their industry.

Influencing buyers isn’t an easy task, but it has a

heavy upside if achieved. The driver of influence starts with making a commitment to content creation.

The second way is to make a commitment to sharing buyer’s content in strategic ways that add value to your buyer’s day, career or personal life.

Actively listening to your buyers and engaging proactively to stay visible and valuable throughout the entire journey and sales process.

Linda Farain Managing Director

Patrick Osei Chief Executive Officer

www.betoberail.com

3

SOMMAIRE BtoB Rail Mag is published

6 - 7

/ THE UITP GLOBAL PUBLIC TRANSPORT SUMMIT

by Osei & Son Mediacom

8 -10

/ UIC - PROMOTING RAIL TRANSPORT AND DEVELOPING THE RAILWAY SYSTEM

11

/ EQUIPPED FOR THE FUTURE WITH BITZER

12 – 13

/ EUROSTAR BUSINESS PREMIER: CONSUME IN MODERATION

14 – 17

/ INCIDENT MANAGEMENT SOLUTION: DEALING WITH THE UNEXPECTED

18 – 19

/ THE DIGITAL RAILWAY: AN INTEGRATED WORKFLOW FOR EFFICIENT PLANNING AND DISPATCH

20 – 21

/ HYPERLOOP : FLY BY LAND

PR & Marketing : Stéphanie Gomez

22 – 23

/ WIRELESS COMMUNICATIONS IN RAILWAY

International Sales : Paul Derenna

24 – 27

/ CLEANER AIR IS OUR PASSION

28 – 29

/ MEASURE WHAT MATTERS: CHALLENGES IN AXLE SPEED MEASUREMENT

30 – 31

/ DIGITIZATION ENABLES MORE EFFICIENT PROCESSES

to be expressed.

32 – 34

Authors remain responsible for articles published.

/ ADVANTECH DATA-DRIVEN SOFTWARE/HARDWARE INTEGRATED APPLICATION FRAMEWORK ENABLES AI AND IOT IN TAIWANESE FACTORIES

36 – 37

/ THE DRONES : LOOKING TO THE SKIES

The editor reserves the right to refuse any content containing statements or views contrary to the interests of the publication.

38 – 41

/ TIMES ARE CHANGING FOR WOMEN IN RAIL : MEETING WITH JENNEFER BÄCHLI

42 – 43

/ BACHLI TICKS ALL THE BOXES

Printed in France, by Chevillon Imprimeur.

44 – 47

/ INTELLIGENT SENSOR CONCEPTS: FOR TOMORROW’S RAILWAY INDUSTRY

48 - 49

/ THE RHAETIAN RAILWAY RELIES ON THE LATEST GENERATION OF HARDWARE AND SOFTWARE : PIXY AG PROVIDES THE COMPLETE APPLICATION

50 – 51

/ MEDCOM’S SIC TECHNOLOGY ENTERING THE TRACKS

52 - 53

/ EASYDUR : TESTING EQUIPMENT FOR RAILWAYS

54 – 55

/ SADEL SMART TRAIN PIS SOLUTION

55 – 56

/ CONNECTING DIFFERENT MODES OF TRANSPORTATION ECOSYSTEMS INTO A UNIQUE TECHNOLOGICAL ADVANCED FRAMEWORK

57 – 59

/ STEVO ELECTRIC TESTING YOU CAN COUNT ON

61 - 64

/ NEXT-GEN’ TRAIN CONTROL AND MONITORING SYSTEMS (TCMS)

65 – 66

/ INNOVATION IN SWITCH POINT CONSTRUCTION DECREASE YOUR MAINTENANCE COSTS AND INCREASE YOUR TRACK AVAILABILITY

69 – 72

/ KEEPING TRAINS MOVING; MEETING NEW TECHNOLOGY DEMANDS

73 – 74

/ IGE+XAO: POWERFUL ELECTRICAL ENGINEERING AND MANUFACTURING PLM PACKAGES FOR THE RAILWAY INDUSTRY

5-7 avenue du Général De Gaulle 94160 – Saint Mandé - France RCS Paris B 449 620 657 Tel: +33 1 80 91 96 10 Web: www.btobrail.com Email: marketing@btobrail.com Director of Publication : Patrick Osei Coordinator and Sales : Linda Farain

Journalist : Lesley Brown Original design: Matthieu Barre BtoB Rail Mag allows all scientific & technical opinions and views

Cover photo ©Bächli AG

THE UITP GLOBAL PUBLIC TRANSPORT SUMMIT

UITP

“THE ART OF PUBLIC TRANSPORT” … MAKE STOCKHOLM YOUR DESTINATION IN 2019 The Defining Event in Public Transport.

This is how our sector has come to know the UITP Global Public Transport Summit.

With almost 130 years of history behind us, the UITP biennial Summit is a truly global occasion that remains the world’s biggest event dedicated to public transport and sustainable mobility.

The 2019 edition will be held in Stockholm, Sweden (9-12 June 2019) under the theme “The Art of Public Transport” and will cover all urban and regional transport modes across the globe.

The Summit will witness a diverse programme full of leading congress sessions, combined with a world-class exhibition displaying the latest and greatest innovations, solutions and products our industry has to offer.

Our 2019 local hosts will be SL. Stockholm has made great achievements in public transport of late, making the Swedish capital an excellent location for the Summit.

The public transport sector will only advance so long as the brightest and best minds come together to discuss its future.

Everyone has a stake in the future of public transport, as moving around our cities with accessibility and fluidity is of interest to us all.

Hosting transport ministers, mayors, operators, authorities, industry CEOs, operations and network managers, public transport entrepreneurs, ITS experts, business developers, urban visionaries, managers involved in marketing, finance and IT and more, the UITP Summit is perfect occasion to ask the questions on the future of public transport and hear the answers.

Stockholm is the perfect location for hosting our Summit under the theme ‘The Art of Public Transport’. In all branches of our sector, we are constantly evolving and designing mobility of the future through an art that truly moves you: this is the Art of Public Transport.

6

Public transport is already a form of art in the capital city of Stockholm. It is believed that there is a genuine craft in using public transport to unite city districts and the archipelago itself – creating a better environment for all, and dynamic growth along the way. Public transport improves people’s quality of life.

With all of this in mind, UITP is well on the way to hosting our biggest ever Summit with with over 70 per cent of the total space of our exhibition already sold and 110 stands already booked.

Exhibitors confirmed so far include GIRO, VDL, Solaris Bus & Coach and Volvo Bus Corporation.

Our Summit exhibition space will cover 40,000m2, with over 330 exhibitors expected as around 13000 visitors come through the doors of the Stockholmsmässan.

The venue for the 2019 Summit is one of Europe’s largest and most experienced congress and exhibition centres. Sustainability is important to UITP and 95% of everything produced throughout the venue is recycled.

The UITP Global Public Transport Summit is the only event that covers the challenges of urban mobility worldwide and brings together the international public transport community, mobility decision makers and industry suppliers all under one roof.

Be part of the industry’s biggest event on

public transport and urban mobility by visiting the dedicated website www.uitpsummit.org

More about us…

UITP, the International Association of Public Transport, is a passionate champion of sustainable urban mobility and the only worldwide network to bring together all public transport modes. It has 1,500 member companies giving access to 18,000 contacts from 96 countries. The members are public transport operators and authorities, policy decision makers, research institutes and the public transport supply and service industry.

More about our 2019 local host…

Local host

SL, the Public Transport Administration (Trafikförvaltningen) at Stockholm County Council has overall responsibility for transport services in Stockholm County. Over 780,000 people travel by public transport in Stockholm County every day and the number of travellers is increasing every year.

The various means of transport –buses, the metro, commuter trains, local rail services and boats –are all coordinated within an ever-growing transport network.

Local host

THE INTERNATIONAL UNION OF RAILWAYS IS THE WORLDWIDE ORGANISATION TASKED WITH PROMOTING RAIL TRANSPORT AND DEVELOPING THE RAILWAY SYSTEM TO SUPPORT THE STRATEGY OF ITS MEMBERS (WHICH INCLUDE RAIL OPERATORS, INFRASTRUCTURE MANAGERS AND RAILWAY SERVICE PROVIDERS).

Technical harmonisation of the railway system has been a core objective of UIC, the International Union of Railways, acting as an SSO (Standards Setting Organisation), since its creation in 1922. Its Members – the operators of the world’s railways – have over the years developed the “UIC code” comprising “UIC Leaflets”, which define the common rules to ensure safety and efficiency in the design, construction, operation and maintenance of the railway system. A significant number of these deliverables are used

8

outside the railway operating community.

They are the outcome of independent work conducted by the railway operators in order to harmonise the railways in an efficient and realistic way. Though the IRSs are progressively replacing the UIC Leaflets, they have kept their universal and global objective but also incorporate regional variations. They help the railway companies in their aim to serve society and the economy.

For every relevant subject, volunteer experts

develop guidelines for good practice. They produce recommendations which then serve as professional standards, and which are used to ensure harmonisation and economic efficiency in the railways.

UIC’s philosophy consists in embodying the values of unity, solidarity and universality.

UIC has to serve as a platform for sharing information, best practice, experience, ideas and technical solutions. UIC seeks to open up its databases in order to keep it up-to-date,

to improve it and ensure it remains useful to the sector.

will form the future basis for growth in rail transport.

UIC seeks to encourage interoperability by fostering links between Members and experts and recognising the needs of the customer. In creating the Digital Platform, this path opens the way for promising developments, as has been the case with the concept of “fundamental values” – in other words the cross-functional issues that affect the sector as a whole, and which

UIC plays a pivotal role in the development of the future railway system through a programme of innovation organised around four key areas: • U nderstanding how the rail system operates, identifying the trends on an operational and commercial level.

• Developing solutions to stimulate these trends (studies, projects, demonstrators)

and making the system more efficient.

• Sharing solutions in a user-friendly way (International Railway Solutions IRS, seminars, events) to encourage cost reductions in the system, making rail more attractive to the customer.

• Monitoring the implementation in the field and in real time to better understand the adjustments of successful trends… and the cycle begins again…

9

The worldwide association for railway cooperation

UIC is tasked with: - Promoting the development of rail transport around the globe - Helping members overcome the current and future challenges of mobility and sustainable development

EQUIPPED FOR THE FUTURE WITH BITZER

BITZER

COMPRESSORS ARE THE HEART OF EVERY REFRIGERATION AND AIR-CONDITIONING SYSTEM. AND BITZER IS THE ONE WHO ENSURES THAT THIS HEART BEATS RELIABLY. THE WORLD’S LARGEST INDEPENDENT MANUFACTURER OF REFRIGERATION COMPRESSORS MAKES SURE THAT FOOD IS IDEALLY COOLED AND THAT BUILDINGS ARE WELL-TEMPERED. BUT THAT’S NOT ALL: ALSO RAILWAY CARRIAGES HAVE TO BE RELIABLY AIR-CONDITIONED, TO GUARANTEE UNINTERRUPTED PUBLIC TRANSPORT. Efficiency

Innovation BITZER has decades of experience with compressors for railway applications and manufactures compressor technologies for the most varied air-conditioning systems, especially including alternative and natural refrigerants such as CO2. With its products, BITZER meets the high demand for climate-neutral solutions for mobile refrigeration and air-conditioning applications and prepares users for the challenges of the future. In BITZER’s international training centre, the SCHAUFLER Academy, the compressor specialist also offers application-oriented training courses under realistic system conditions, including the use of CO2 compressors and the conversion of systems to low-GWP refrigerants.

Energy efficiency is a decisive factor, both ecologically and economically. Where costly frequency inverters can’t be used, but the convenience of efficient capacity control can’t be done without, BITZER can offer a cost-effective alternative in the VARISTEP. VARISTEP is based on the tried-and-tested system of mechanical capacity control and enables the capacity of reciprocating compressors to be adjusted in fine steps under all operating conditions. Its unbeatable benefit is that the system permits a range of control from 10 to 100 percent, which enables outstanding efficiency both when fully and when partially loaded. The yearly operating costs of railway carriages can thus be reduced in comparison to conventional systems.

BITZER ECOLINE reciprocating compressors with VARISTEP capacity control

Equipped for the future: BITZER manufactures compressors for natural and alternative refrigerants

this long-standing company. In 1991 the ICE 1 started as one of the success stories of Deutsche Bahn AG, the largest transport company in Germany.Ever since, the ICE 1 has been setting standards with an average mileage of 500,000 kilometers per year and great reliability. Already back then, the high-speed trains were equipped with reciprocating compressors made by BITZER. Today, most of these compressors are still in use. At present, Deutsche Bahn is making its ICE 1 fit for ten more years of operation, examining all its components with regard to their remaining service life. BITZER tested some of the compressors on its test bed and then analysed them together with Deutsche Bahn. The result: the compressors continue to provide the required cooling capacity and show no signs of increased wear, pleasing both Deutsche Bahn and BITZER.

Reliability

Deutsche Bahn’s ICE 1 – with BITZER on board.

Image: Deutsche Bahn AG / Georg Wagner

For BITZER, quality and reliability have top priority. This is well known and appreciated by the customers and partners of

Contact: www.bitzer.de transport@bitzer.de

11

EUROSTAR BUSINESS PREMIER: CONSUME IN MODERATION EUROSTAR BUSINESS PREMIER

PARIS, 3 FEBRUARY 2017: EUROSTAR INVITED JOURNALISTS AND OTHER GUESTS TO DISCOVER ITS NEW BUSINESS PREMIER LOUNGE AT PARIS GARE DU NORD STATION. SPREAD ACROSS A LAVISH MEZZANINE (FORMERLY HOUSING FRENCH RAILWAYS/SNCF OFFICES) OVERLOOKING THE INTERIOR OF THE C19TH STATION ON ONE SIDE, RUE DE DUNKERQUE ON THE OTHER, THIS VIP (VERY IMPORTANT PASSENGER) HIDEAWAY FEATURES HIGH PLASTERED CEILINGS, MARBLE FIREPLACES, COSY NOOKS, ARTWORKS, AND TO-DIE-FOR COCKTAIL STATION. CHEF RAYMOND BLANC IS VERY MUCH ON BOARD, TOO. Looks and feel count Designed by the London-based architectural studio Softroom, highlights of the space include elegant blue-grey Bleu de Savoie marble and an overhead lighting fixture suggesting (to some) the points and switches of rail tracks.

Overall, the feel of the space is Parisian apartment chic meets British cosy quirk – sofas, rugs, cushions, soft lighting, copious mags and papers (albeit sleek and meticulously ordered, French formal garden style, rather than lying around crumpled à la British).

With available seating in all shapes and forms for 160 guests, Softroom founders and directors Christopher Bagot and Oliver Salway talked about “generosity of space that is quite tightly organised.”

The catering, overseen by Mr Blanc in his Business Premier, culinary director’s toque, is, as one would expect, worlds apart from your typical station fare (depressed jambon-beurre baguettes and desperate coffee).

12

“Top quality nuts and crisps, and much more besides,” said Nicolas Petrovic, CEO (20102018), Eurostar. “The choice of food ranges from very healthy to... er... a lot less healthy.”

Light bites in verrines or more substantial plated delicacies, saucisson, cheeses, enticing fruit and vegetable juices, ‘grown in England’ tea by producer Tregothnan, and four coffee machines to ensure nobody is ever kept waiting.

“It combines the best of Paris with touches of London” – Nicolas Petrovic

Upstairs downstairs?

The circular cocktail station, in gleaming black and gold with velvet stools, is a real eye-catcher. Sunken below floor level, it certainly gives drinkers the upper hand as they scrutinise every move of the staff below, busy concocting their tipples. The aim, however, it seems, was more to avoid the bar dominating the lounge and ensure an unbroken vista of the space as a whole.

` ©Eurostar/Getty

Move over Tom Cruise, mixologist Florent, 27 (photo above) is on top of his game. He’ll shake you up a Lady Marmalade, but Sex on the Beach is a big no no!

The liquid menu, lovingly crafted by the London Cocktail Club and Mr Blanc, not only features ingredients such as the humble marmalade, but also coffee, the chef’s beloved angelica, Eurostar’s signature Toujours 21 gin, and even Tregothnan tea.

Obviously feeling a need to justify the presence of alcohol in a railway setting, Mr Petrovic described the bar as a great way for business people to network, a place for productive time. “Whether a good or bad day, it’s nice to relax over drinks – of course when consumed in moderation!” he hastened to add.

One of the guests, a banker (sipping an alcohol-free beverage) told BtoB Rail she would definitely be back at the bar on her next trip.

Making its (m)art Today art is often used by businesses as an extension of their corporate image. It may serve to make places look better, stimulate the workforce, and/or to impress visitors.

For its new lounge, Eurostar has commissioned The Hospital Club to curate contemporary artworks, all for sale, on its generous stretches of wall.

Enter another dimension Flanked by dynamic, bird’s eye views – Paris street and station panorama – the up-in-the-air lounge exists in its very own time and space dimension. The only downside – it takes longer to reach the Eurostar trains than from the previous VIP retreat, located flush above the platform. “But it shouldn’t take more than a three-minute walk and we’re confident the enhanced ‘experience’ is well worth it,” said Philippe Mouly, COO, Eurostar.

Very Important Passenger Very Important Segment Business travel is big business for Eurostar, representing “a very important segment for us, with Paris, Brussels and London as the key pivot points,” said Mr Petrovic.

Given the stakes a play – the niggling presence and popularity of low-cost flights, plus the arrival (one day, maybe?) of a rail

rival in the form of Deutsche Bahn (DB), which obtained the right to run passenger services through the Channel Tunnel from the British and French authorities in 2013, but has yet to launch – improving the business experience and perceived value for money is an absolute must if Eurostar is to stay the pace.

Clearly the Business Premier Lounge forms part of Eurostar’s ongoing investment in its stations and services.

A new fleet of longer and higher capacity trains, the e320 by Siemens, cost the company an impressive €600 million. Check-in facilities at Gare du Nord are visibly expanding to cope with more passengers and ensure the smoothest possible flow.

Following on from the new London - Avignon / Marseille offer, introduced in May 2015, a direct Eurostar route between London Rotterdam - Amsterdam opened in 2017. ©

By Lesley Brown Eurostar / ©Passion4Transport

13

INCIDENT MANAGEMENT SOLUTION: DEALING WITH THE UNEXPECTED

FREQUENTIS

AS PUBLIC TRANSPORT SERVICES BECOME INCREASINGLY CUSTOMER-FOCUSED (THE NAME CHANGE FROM ‘PASSENGERS’ SAYS IT ALL), WHAT HELPS AN OPERATOR REALLY STAND OUT AND STRENGTHEN OR WEAKEN THEIR BRAND IS HOW THEY RESPOND TO THE UNEXPECTED. IN SUCH CASES, AN EFFICIENT INCIDENT AND CRISIS MANAGEMENT SOLUTION IS A MEANS OF HELPING THEM MAXIMISE SERVICE CONTINUITY AND DELIVER JOURNEY EXPERIENCES THAT ENSURE CUSTOMERS COME BACK FOR MORE – AND TELL OTHERS TO DO THE SAME. Disruptions to normal service are inevitable for all operators, no matter how efficient their overall performance. Signalling or power failures, or the U.K.’s infamous ‘leaves on the track’ moments(!) for example, may cause ‘minor delays’. And then there are emergency situations such as a bomb alert, where passenger safety is at risk.

Yet when these events occur, an efficient incident management solution can really make the difference. It puts operators in a position to communicate information to the relevant parties and trigger the right processes, thus ensuring the necessary steps are taken to revert to normal operations as soon as possible.

Decision-making, communication and workflows Most, if not all operators already have processes and technologies in place to tackle the more extreme end of the scale.

14

Such processes, providing a minimum set of steps to resolve a serious incident, typically involve an initial report – alerting resources – hazardous substances – informing – updating incident data – and documentation. On the technology side, web technology apps are used at data centres, both in the Cloud and on mobile units. These apps may use any communication technologies such as SMS, email, Skype, and Twitter.

“Furthermore, in most countries, regulatory bodies require proof that providers are ready for worst-case scenarios such as heavy earthquakes, tsunamis, and nuclear issues at power plants,” adds Christian Stimakovits, Domain Sales Manager at Frequentis Group.

However, when less dramatic situations like signalling, track or rolling stock failures do occur, a lack of coping systems and mechanisms risks disappointing customers; whose expectations, let’s not forget, are always on the rise.

“In general, the main issues in such cases are insufficient resources and inadequate compliance with the operator’s internal guidelines,” says Mr Stimakovits. “Also, a lack of clear operational models and agreed principles between all the parties involved, i.e. critical infrastructure providers, public authorities, the police, ambulance and fire-fighting services, internal departments at railway companies, and specialist institutes.”

To meet this challenge, operators need to correlate data from a growing number of operational systems and make sense of it at sufficient speed to respond effectively – either to handle incidents when underway, prevent, predict or flag them up.

Frequentis believes that solutions in the field of incident management should be based around decision-making, communication, and workflows.

Integration and capabilities

ÖBB, Austria

Prompt restoration of normal services after an incident depends on having a highly integrated Public transport operators Passengers platform with the following capabilities:

The solution by Frequentis – delivered as part of ÖBB’s (Austrian Railways) strategic programme to centralise 57 operational locations into five regional and one central control centre – streamlines roles, responsibilities and communication within a larger control area, processes changes to the operational incident management procedure, while also taking into account local characteristics and know-how.

• Rapid identification and Efficiency Meetshared contractualsituational and regulatory awareness

Deliver better value for money

Customer satisfaction

performance targets Public transport operators need to understand the ‘what’, ‘where’, and ‘when’ of every potential incident as soon as possible, through an incident management solution Offer more frequent that is seamlessly Boost capacity through seamless connections integration with traffic management systems. It is integrated with other upstream and downstream vital to create shared situational awareness through technology that gathers and disseminates information between all the Reduce disruptions or delays Restore or replace services faster internal and external parties concerned, including tailored updates to journeysto end-customers. in the event of disruptions

• Defining workflows

For operators to work effectively, they must be equipped with dynamic resolution workflows.

Service Provide faster, clearer Improve customer information To support collaborative workflows and smooth cooperation,information the management system should automatically identify responsible parties based on the type of incident and stage reached in the resolution workflow.

Safety Higher perceived and actual safety on platforms and trains

Continuously improve safety

• Distribution of streamlined information

An effective solution automatically streamlines information and alerts, tailoring them to the needs of each party and communicating them across the most appropriate channels. By so doing, operators can help responders and other parties focus on the most important issues at each stage – from detection through to resolution – and keep customers in the real-time information loop throughout.

Staffed by over 1,500 users, the solution addresses the needs of crisis situations and operational, infrastructure and security incidents. At the same time, it satisfies European Railway Authority (ERA) reporting requirements and is fully integrated with control centre communication and legacy systems.

Major rail network, APAC Incident management system

Decision making

Accelerated incident detection and service restoration

Collaboration & communication

Documentation support

Infrastructure

Continuous efficiency and safety improvement through workflow management

Fast and precise customer information

Streamlining incident management in a highly dynamic environment

In cid e nt

Security

Operational

• Rigorous documentation and post-incident summaries An effective solution also saves a clear record of all relevant activities in a comprehensive incident case file, automatically capturing and archiving information without requiring operator input. The incident management solution must automatically generate a single post-incident summary suitable for audit purposes and compliant with the relevant regulatory and legislative frameworks.

WHY DOES

INCIDENT

MANAGEMENT BY FREQUENTIS

STAND OUT?

• highly flexible product base tailored by and for the customer • customisation at any time • setting standards in mission critical applications • over 70 years of experience in developing mission critical applications

Our customer - a major suburban passenger rail network in the Asia-Pacific region – was looking to establish a state-of-art rail operations centre and centralise operations by aligning functional roles, systems and processes,” explains Thomas Karl, Vice President Public Transport at Frequentis. ”Our Incident and Crisis Management solution supports faster communication of accurate, consistent and timely information to all relevant parties, including updates on service disruptions and restoration.

“Beyond implementing optimised business processes for incident management, the solution supports access to notification sources, as well as an incident reporting application for mobile devices.”

CFL, Luxembourg Frequentis implemented its solution at CFL (Luxembourg National Railways) to enhance the company’s safety management processes. In addition to handling incidents with operational impact, smart interfaces to operating, dispatching and controlling systems enable efficient management of incidents involving infrastructure assets.

Adds Mr Karl: “The solution has proven to reliably help incident managers re-establish operational functionality during infrastructure failures by allowing them to efficiently coordinate maintenance crews and related tasks, according to defined responsibilities.”

15

Ticking all the boxes Getting the incident management process right delivers benefits across the board – from management and control centre operators to front-line staff and end customers.

In today’s increasingly competitive and demanding public transport world, can any operator today afford not to take this opportunity on board?

Reducing the costs of handling incidents and protecting the company brand is vital from a management perspective. Here speed is of the essence. Faster detection and resolution of incidents deliver the following gains:

Dynamic, context-sensitive workflows and user interfaces help control centre staff focus on key tasks, enabling more work to be handled in parallel without additional effort or stress. Meanwhile, front-line responders benefit from timely and relevant information updates that simplify collaboration and provide realtime situational awareness.

• avoiding minor issues escalating into more serious problems by making alternative routes available to partners, or reducing compensation payments for delayed or cancelled services; • protecting and potentially enhancing an operator’s reputation. In our hyper-connected C21st where the smartphone is king, news, both good and bad, travels fast and wide.

Customers are quick to communicate via social media… often before the transport organisation! And the response provided, when it ticks all the boxes, can serve as free positive marketing for the transport company in question.

Public transport operators Efficiency

Safety

16

Incident management: supporting efficiency and safety while improving customer satisfaction

Passengers

Meet contractual and regulatory performance targets

Deliver better value for money

Boost capacity through seamless integration with traffic management

Offer more frequent connections

Restore or replace services faster in the event of disruptions

Reduce disruptions or delays to journeys

Improve customer information

Provide faster, clearer information

Continuously improve safety

Higher perceived and actual safety on platforms and trains

Customer satisfaction

Service

For end-customers, satisfaction levels during service disruptions depend largely on immediate, regular and clear updates. Keeping passengers in the information loop at all times will keep stress at bay, as well as providing reassurance they won’t be left stranded part-way through a journey.

Every story is a good news story!

Air, road, maritime… every mode of transport at some time is subject to incidents that disrupt planned operations. And public transport, including rail, is no exception.

Faster incident resolution leads to improved service punctuality. Embracing this transformation will help providers ensure they need not fear their seeing their name in a headline – because every story will be a good news story!

Article written by Lesley Brown afor BtoB RAIL

In the field of public transport, our solutions leverage over 70 years of FREQUENTIS AG experience in safety-critical communiIS AN INTERNATIONAL SUPPLIER OF COMMUNICATION AND INFORMATION cations and applications. Cross-industry expertise gained from supporting control SYSTEMS FOR CONTROL CENTRES centre communication lays the foundaWITH SAFETY-CRITICAL TASKS. tions for industry-leading rail and urban transport solutions.

17

THE DIGITAL RAILWAY: AN INTEGRATED WORKFLOW FOR EFFICIENT PLANNING AND DISPATCH IVU TRAFFIC TECHNOLOGIES AG

DIGITALISATION IS RAPIDLY TRANSFORMING THE RAIL INDUSTRY. ALL OVER THE WORLD, RAILWAY OPERATORS ARE INVESTING IN THEIR IT IN ORDER TO LEVERAGE THE BENEFITS AND OPPORTUNITIES OF THE DIGITAL TRANSFORMATION AND MAKE THEMSELVES MORE COMPETITIVE. THEY ARE USING SOPHISTICATED IT SYSTEMS SUCH AS IVU.RAIL FROM BERLIN-BASED IT SPECIALIST IVU TRAFFIC TECHNOLOGIES TO EVALUATE THEIR COMPREHENSIVE DATA, SIMPLIFY PROCESSES AND BOOST THEIR EFFICIENCY. Until a few years ago, the tasks at most rail companies were largely separate: the paths of planners, personnel dispatchers, vehicle dispatchers, operations managers and drivers rarely crossed. Each task had its own systems and workflows that were often vastly different. Although IT systems were used in many places, the operational view of the processes remained analogue and geared towards conventional roles.

This is now changing: “With the rise in digitalisation, the previous limited understanding of roles is increasingly being replaced by a holistic system view,” explains Martin Müller-Elschner, CEO of IVU Traffic Technologies. “Individual departments operating solely for themselves are disappearing fast. Instead, tasks and roles are converging, in some cases overlapping and influencing each other.” What once seemed impossible due to the manual processes involved is now being performed by IT systems that simplify the complex interactions between timetables, runs and duties.

18

Continuous workflow

Optimisation

The basis for this is shared digital data storage. It eliminates redundancies and inconsistencies and enables a continuous workflow from planning through to settlement. This calls for optimum interaction of all components. tIntegrated systems are required – systems such as IVU.rail. In this case, all units work with the same data pool. Consequently, changes in one place reach all other relevant departments immediately. Besides speeding up workflows, this also ensures more efficient planning outcomes.

Planners and personnel dispatchers have to contend with huge complexity – working-time restrictions, breaks, travel and preparation times, qualifications, opening hours of break rooms and deployment locations must all be taken into account.

At the same time, compliance with laws, working arrangements and union agreements is also required. In addition, holidays, days off and employee shift preferences must also be taken into consideration. These can be weighted in different ways, adding yet another level of complexity.

“If the software knows all the runs and shifts, it can plan them in an integrated way and use intelligent algorithms to coordinate them in order to produce an optimum outcome that meets operational requirements as well as deploying all resources as cost-effectively as possible,” says Martin Müller-Elschner.

In IVU.rail, highly advanced optimisation algorithms assist planners and dispatch managers in their complex work. They take on the detailed calculation of duties and runs, allowing each train and each employee to be optimally deployed. To facilitate this, IVU works in close collaboration with mathematicians at LBW Optimization GmbH, a spin-off of the renowned Zuse

IVU.rail INTEGRIERTE SOFTWARE FÜR FAHRZEUGE UND PERSONAL www.ivu.de/rail

Institute in Berlin, in a partnership existing for nearly 20 years. The algorithms developed form the centrepiece of IVU.rail’s optimisation cores. The IVU software is therefore one of very few solutions worldwide that can optimise train runs automatically.

Detect damage to vehicles in good time and schedule the required maintenance – IVU.rail, IVU’s standard system for railways, uses condition-based maintenance (CBM) in planning and in dispatching. The software evaluates data from CBM systems, issues warnings when critical thresholds are reached, and automatically determines the optional maintenance period. Thanks to seamless connections with maintenance workshop systems, IVU.rail also books the vehicle into the correct workshop.

The drivers and mobile employees are also involved in the digital planning and dispatch process. Via app or web client, they enter their holiday and duty requests in the system, record their times and read instructions. In the event of changes at short notice or operational disruptions, the dispatchers, drivers and payroll accounting are notified immediately. This saves time and ensures consistency.

One standard for all IVU’s standard system is now firmly established as the reference in Europe. Numerous state and private rail companies rely on IVU.rail to put their vehicles and employees on the track in the best possible way. One of the first companies to set up centralised

and integrated planning and dispatch was the Italian state railway operator Trenitalia. Since 2009, the company has been planning and dispatching around 8,000 trains per day and 14,000 employees with IVU.rail. With IVU.cloud, IVU has now taken on overall technical operations management of the system and provides it entirely as a software-as-a-service solution.

The state railways in Sweden (SJ), Finland (VR) and Hungary (MÁV-START) also use IVU.rail for efficient planning and dispatch of trains and personnel, as does SBB Cargo, the freight transport subsidiary of Swiss Federal Railways. At international level, the likes of VIA Rail Canada, the Vietnamese state railway company VNR and the operator of the Bangkok metro BEM have opted for the integrated solution.

Abellio, National Express and Transdev use the IVU solution in Germany. In 2017, DB Regio, Germany’s leading local public transport provider and one of Europe’s largest rail companies, also concluded a framework agreement on the deployment of IVU.rail in all German transport networks.

Digital transformation When the contract was signed in March 2017, Frank Scholz, then CIO of DB Regio, said: “We were especially convinced by the scope of performance and the usability of IVU.rail.” DB Regio chiefly benefits from the continuous process chain and uniform data storage for planning and dispatch in IVU. rail. For the group, the software is a key

component within a wide-ranging digital transformation process.

DB Regio has recognised that digitalisation is radically changing the role of IT within a rail company. Rather than merely ensuring provision of operations as in the past, it is becoming a driving factor for enhancement of business models. This is because undoing the traditional separation of roles in the operations area and the growing importance of technical solutions are giving rise to a continuous exchange between specialist departments and IT, resulting in new impetus for business. For instance, IT can perform a targeted analysis of the data obtained, evaluate it on the basis of specialised criteria and use it with the customers in mind.

In this way, the integration of the system landscape and the creation of entirely digital workflows are driving forward the evolution of railways into a modern, competitive form of transport for the 21st century.

IVU TRAFFIC TECHNOLOGIES AG Bundesallee 88 12161 Berlin / Germany T +49 30 859 06 -0 F +49 30 859 06 -111 contact@ivu.com www.ivu.com

19

FLY BY LAND

HYPERLOOP

HYPERLOOP – LOVE IT OR HATE IT? VARIOUS COMPANIES WORLDWIDE ARE RACING TO DEVELOP THIS ‘NEW’ (SEE BOX) TRANSPORT MODE THAT COMBINES PODS, ELECTRIC PROPULSION, LOW-PRESSURE TUBES, AND MAGNETIC LEVITATION (MAGLEV) TO REACH AIRLINE-ISH SPEEDS (IN EXCESS OF 1,000KM/HR)...

ON LAND. BTOBRAIL LOOKS AT SOME DEVELOPMENTS IN AND AROUND THIS SPACE OVER THE PAST 12 MONTHS. All excited!

In his new autobiography Finding My Virginity (July 2018), Richard Branson explains why he is excited about Virgin Hyperloop, which he wants to be the first venture to make the technology a commercial reality. ‘You are waiting on the platform for your transportation to arrive. Rather than a carriage or a car, a pod arrives; you step inside and are shot through a vacuum from one side of the country to the other in a matter of minutes.

It sounds like science fiction, doesn’t it? It sounds like a good idea to me.’

Back to the future?

©Hyperloop Transportation Technologies In July 2018, California-based Hyperloop Transportation Technologies (HyperloopTT) signed a deal to build a 10km-long, commercial Hyperloop line at Tongren in the southwestern province of Guizhou, China.

«We believe Hyperloop will play a major role in the Silk Road Economic Belt linking the region to the rest of the world,» said Dirk Ahlborn, CEO, HyperloopTT. «China spends over $300 billion [€257bn] annually on infrastructure to address their rapidly growing urban populations. Having worked alongside our government partners, Hyperloop has proven a viable solution for this immediate problem. Additionally, the unique topography of Tongren will allow us to

20

refine our various construction methods with our partners.»

467km/hr win for Munich students Also this July, German students won the 2018 edition of the Hyperloop Pod Competition organised since 2015 by Elon Musk’s company Space X. The event seeks to accelerate the development of a functional prototype and encourage student innovation.

This year’s winners, from the Technical University of Munich, reached the fastest speed of 467km/hr with their WARR Hyperloop pod.

SpaceTrain, an alternative to Hyperloop, has certainly gained momentum this year. The start-up project is based on compressed air technology and inspired by the French Aérotrain project of the 1960s/70s, the brainchild of Jean Bertin. The team is hoping to restore an existing elevated track near Orléans (north-central France), then use it to test run a prototype shuttle.

“Despite our name, we’re not promising the moon but a system that could help ease congestion on existing rail routes,” said Emeuric Gleize, SpaceTrain CEO and founder, at a round table in Paris, March 2018.

He reckons the whole venture will take four years – from bringing the track back into service and building the prototype, to testing, reviewing certain pieces of technology, and making design improvements. “Then we should be in a position to propose something credible,” he said.

“Competing with SNCF [French Railways]

©Hyperloop Transportation Technologies isn’t part of our game plan,” he added. “We’re looking more to export.” Nevertheless, the team has studied its potential in France, e.g. for the saturated Paris-Le Havre line. “Could our shuttles provide a solution in partnership with SNCF for easing congestion on this route for both goods and passengers?”

tag. According to Statistica, in 2014 it cost almost €20 million per kilometre to build the LGV Méditerranée, the HSL serving the South of France. In comparison, €6 million for one kilometre of track for SpaceTrain is a possibility.

“

If I had asked people what they wanted, they would have said ‘faster horses

“The original Aérotrain was designed with single shuttles capable of carrying 40 passengers,” pointed out Mr Gleize. “SpaceTrain’s revised system envisions capacity for between 120 and 150.”

Emeuric Gleize, CEO and founder, SpaceTrain

”

Henry Ford founder of Ford Motor Company

‘Traditional’ high-speed lines [HSL] are frequently criticised for their hefty price

©

Changing track?

With big names like Elon Musk and Richard Branson on board, not to mention the media, the Hyperloop concept is certainly fuelling the public imagination, industry hopes... and fears too. A combination of technologies from rail, air, and even space, if this ultra-rapid transport mode does ‘take off’ it will blur the lines between existing transport modes as we know them. And what about the roles of established operators: will airlines want to run ‘flights’ on the Hyperloop, or will this new mobility mode remain the prerogative of rail companies? Who will manage the Hyperloop infrastructure? Watch this space...

Virgin Hyperloop One

1869

1960s/70s:

2013:

Beach Pneumatic Transit was the first attempt to build an underground public transport system in New York City. It was developed by inventor Alfred Ely Beach as a demonstration subway line running on pneumatic power

Aérotrain was a hovertrain developed largely by French engineer Jean Bertin.

Based on air cushion technology, it could travel at very high speed without the technical complexity and expensive tracks of magnetic levitation (maglev)

American entrepreneur Elon Musk released a white paper on the Hyperloop, his concept of high-speed ground transport

By Lesley Brown

21

WIRELESS COMMUNICATIONS IN RAILWAY

NERATEC

RELIABLE COMMUNICATION SYSTEMS ARE REQUIRED FOR MANY RAILWAY APPLICATIONS: CCTV, PUBLIC WI‐FI, MAINTENANCE, MONITORING, VOIP AND PASSENGER INFORMATION SYSTEMS. NERATEC DELIVERS RELIABLE WIRELESS SOLUTIONS TO BUILD UPON. Onboard connectivity is becoming a very important factor for the intelligent transport systems aiming for cost savings and improved efficiency. Whether the connectivity is driven by the needs of the passengers, safety or operations, everybody is benefiting all the same. Passengers can stay connected to their social networks and the operations and the maintenance can be planned by preventive maintenance needs. A realtime access to predictive maintenance data is the first step towards improvement.

Neratec provides various solutions for train wireless communications. The wireless connectivity can be provided stationary at depots or stations, on the train as well as between the carriages. Also, continuous coverage trackside network installation along the complete track is possible today.

Train-to-Ground Connectivity A Train-to-ground network can be used to increase the safety onboard by having live video surveillance as well as Automatic Train Operations (ATO) running through the same network. Train operations that coordinate trains to increase service efficiency, minimize headway and maximize track utilization require relatively large amounts of data and a very reliable transport layer.

This data can include train and passenger status, video-surveillance and emergency control data which travels back and forth between the train and the control centre at the trackside.

Communication solutions can be based on

22

multiple technologies each offering certain advantages over each other’s. For example, in a tunnel where both 3G and satellite fail, WLAN based systems can be deployed as an extension. WLAN based systems also make it possible to deploy a privately managed network. This removes mobile operator dependencies and limitations, such as bandwidth allocations and mobile data costs.

This can be especially beneficial when transferring large amounts of data for example when off-loading recorded video data out of the train.

The use of MIMO antennas enable higher data rates to be transmitted. However, it may not be always practical to install multiple antennas. For example, for train to ground communications multiple polarized directional antennas installed on the roof of the train ensure the best possible connectivity. In that case the trackside antennas are also directional and are located together with the access points, depending on the use case, either along the track or only locally at the train stations or depot.

The most demanding applications require redundancy to ensure the connectivity in case of a hardware defect. Neratec’s solutions are taking this into consideration and enable implementation of fully redundant connectivity. Alternatively, there can be two aggregated links doubling the bandwidth.

Additionally, the built-in Quality of Service (QoS) features allow high priority control data to be redundant and low priority public Wi-Fi data being aggregated at the same time.

Inter-Carriage coupling Many intelligent transport applications require connectivity within the whole train.

Operators are facing the problem with their older rolling stock not having the connectivity built-in. Also in many cases, there is no possibility to install additional cables for high speed inter-carriage connectivity.

In such cases, a correctly implemented wireless solution provides the best per-

Neratec DT‐5442 Dual Concurrent 802.11ac wave 2 AP

ALSTOM Transport / TOMA – V. Baillais © formance and reliability. Neratec offers an optimized solution for high speed wireless intercarriage coupling. This solution enables intelligent automatic bridged connection establishment between the carriages. It is important that the connection is only established between the carriages that are facing each other’s. Especially important it is to avoid erroneous connections to the carriages that are located at the nearby tracks. To avoid these problems, Neratec’s solution consists of specially designed antennas for short-range MIMO communications. Together with the carriage coupling feature built into the radios, this is the base for a high speed reliable connection and interference free operation. Such a wireless link is a point-to-point solution; therefore unwanted loops due to crosstalk can be

avoided. If redundancy is required one can optionally install two parallel wireless links. The benefit of using a second Neratec wireless link also as a backup is that the higher connection data rates and throughput provided by the wireless system can be maintained even in case of a hardware defect. Neratec products offer the needed RF isolation between the links and enable even a simultaneous operation of the two parallel links.

Onboard connectivity Having the trackside communications and the carriages coupled together is only helpful if the connectivity can be provided further onboard. Connectivity onboard is also an important factor for users choosing to travel

by public transport every day. With the help of a wireless onboard network, operators can offer true value adding services such as onboard media services for passengers.

Not only passengers will benefit from the connectivity. In addition, operations and the maintenance can use the available wireless network on the train. However, care must be taken when choosing the technology behind. Many current Public Wi-Fi network solutions are not designed for high density applications where multiple users and other wireless networks such as train-to-ground (LTE, WLAN) networks are nearby. Neratec’s 802.11ac Wave2 Wi-Fi onboard products provide solutions also for high density multi-user installations.

LAUNCHING

802.11AC WAVE2 EN50155 ACCESS POINT Neratec launches dual concurrent 2.4 and 5GHz 802.11ac Wave2 radio for railways. The access point supports toughest environmental requiremens and complies with EN50155 and EN45545‐2 standars.

Highlights: • Dual concurrent 802.11ac Wave2 • 4x4 Multi‐User MIMO • Up to 160MHz channels • WIreless datarates up to 2.6Gbit/s • 24. 58, 72-110VDC or POE • EN51055 and ‐40°...70°C Neratec DT‐5442 Dual Concurrent 802.11ac wave 2 AP

• Client band steering, airtime fairness

23

CLEANER AIR IS OUR PASSION

BLASCHKE

IN RAILWAY MAINTENANCE DEPOTS, HANDS MAY GET GRIMY BUT BLASCHKE UMWELTTECHNIK GMBH KEEPS THE AIR CLEAN. FOR OVER 40 YEARS, THE BAVARIA-BASED MANUFACTURER HAS BEEN SUPPLYING EXHAUST EXTRACTION SYSTEMS TO THE SECTOR, WITH FRENCH RAILWAYS (SNCF) ITS LONGEST STANDING AND BIGGEST CLIENT OUTSIDE GERMANY. Exhaust fumes emitted when servicing and maintaining diesel motor blocks in closed workshops pose a health risk to workers.

The particle components released – such as carbon monoxides, nitrogen oxides, benzene, hydrocarbons and rust particles, depending on the engine and fuel types – are classified carcinogenic by the World Health Organization (WHO).

In response, over the years Blaschke has developed a range of extraction systems designed to control exhaust fume emissions in workshops. “Local extraction, directly at source, is a more efficient and cost-effective method than overall (indirect) extraction of all the air in a workshop,” Murielle Schuller, Export Manager, Blaschke, told BtoB Rail.

“Given the fumes are removed directly at the tailpipe, not from the entire hall, there is less air volume to draw out and the fans and pipes can be smaller, thus reducing energy consumption and noise levels.

GERMAN MANUFACTURER

BLASCHKE

UMWELTTECHNIK GMBH headquartered in Meitingen, near Augsburg and Munich, Bavaria, was founded in 1976. Today, the midsized, family-run company is still managed by its founder, Hans-J. Blaschke

24

Meeting requirements

Long term with SNCF

There is no international standard governing the levels of dangerous particle components in fumes emitted in rail maintenance facilities.

Countries generally tend to adopt their own approach to this health issue, with differing rules and regulations. In France, for example, depots are obliged by law to check once a year by measuring the levels of components, albeit the specific components and their levels, except for carbon monoxide (CO2), are not clearly defined. The German TRGS 554 regulation, which requires controlled exposure to diesel engine exhaust emissions (DEEEs) in the workplace, recommends using a local extraction system as one action to help reduce emissions.

Blaschke has been working with SNCF since 2006, equipping its maintenance depots across France at Toulouse, Rennes, Noisy-le-Sec, Mulhouse, Granville, Marseille, Dijon, Saint-Pierre-des-Corps, Sibelin, Sotteville-Les-Rouen, Landy, and more besides. The extraction equipment is tailored to meet the specific needs of each installation, e.g. the structure of the building in question, the types of trains serviced.

The extraction systems by Blaschke meet all existing requirements covering exhaust fumes, both in Europe and the rest of the world.

OVER

40 YEARS Blaschke’s roster of clients spanning the globe include Hitachi Rail Europe in the U.K., French Railways (SNCF), Belgian Railways (SNCB), Austrian Railways (ÖBB), and Deutsche Bahn (DB), as well as all the regional railway operators in Germany such as DB Regio Erfurt in Münster, BRB in Augsburg, and KVG Schöllkrippen – which generally tend to be small private companies running diesel trains

“We installed our first system for SNCF 12 years ago, at its Midi-Pyrénées Technicentre in Toulouse, and it’s still going strong!” said Ms Schuller. “Then in 2015 we introduced another system here, developed specifically for SNCF, for servicing a new, dual mode vehicle type – the Regiolis. This new generation multiple unit by manufacturer Alstom has two different drive versions – electric and diesel-electric.

At the Midi-Pyrénées Technicentre, the gantry is designed for carrying out main-

25

tenance on the rooftops of the Regiolis trains. Blaschke fitted its innovative system with mobile swivel arms onto this existing gantry. “So today, this maintenance depot has our oldest system, which is simple yet still effective, functioning in parallel to one of our latest, which is more complex and even more flexible,” said Ms Schuller.

The new, mobile swivel arm system has also been installed for dual mode trains at SNCF’s depots in Granville and Mulhouse.

And a third such unit is currently being fitted at a workshop (dating back to the end of the C19th/early C20th) in Rennes, Brittany. “SNCF only wanted equipment by Blaschke for this depot because they know from experience that the swivel arm system requires next-to-no maintenance and functions well,” pointed out Ms Schuller.

The specifications issued by SNCF for this special system stipulated the following requirements: • easy to operate and no major architectural changes required • g uaranteed high safety standards for

26

servicing dual mode trains In response, Blaschke fits its mobile swivel system so the arms run along the top of the gantry without creating any obstructions for maintenance workers. Not only does this save space, but thanks to the rotating action of the equipment it can extract exhaust fumes from two sides.

With regards safety, since the Regiolis engines are dual mode (diesel and electric), the extraction system must function in proximity to overhead wires most of the time. This is not a problem, says Blaschke, because most of the wires are retractable in those workshops.

Standing out from the crowd “For SNCF it’s very much about supplying bespoke solutions such as the swivel arm,” says Ms Schuller. “We developed our new gantry-based system following their request for a system designed to suit small depots.

The company operates five different types of train engine in service, which means pretty much every fume extraction project

for them is unique.

In comparison, a market like the U.K. where the trains, regardless of the operator, tend to have the same type of engine, has simpler needs: here RailPoint is the most popular choice for most Blaschke clients.

“Over 40 years, Blaschke has developed plenty of new solutions, like telescopic arms and rotatable exhaust bridges,” said Ms Schuller. “Of course, we can propose simple solutions. We can also combine solutions to make our systems quite unique.”

Blaschke stands out from the crowd thanks to its combination of experience and the personal touch. Simple or complex, the company is confident it can serve any type of locomotive since every extraction system is manufactured according to the specific requirements of each client.

“We’re not the only supplier on the rail market, but what makes us stand out is our experience and ability to tailor the systems,” said Ms Schuller. Long service lives and maintenance -to-a-minimum are further benefits: for most clients, Blaschke needs to provide a

10- to 20-year life cycle for its installations.

“This is not a problem since we have some systems that are 30 years old still in use,” Ms Schuller told BtoB Rail. “Sometimes customers do not maintain the system.

After eight years they might call because “maybe it’s time to do a check-up” and then we usually just have to adjust some belts, tighten screws, clean the system, and its ready to go again.”

Business building Systems by Blaschke are up and running across the globe from Germany – Krefeld, Dresden, Hannover, Halle, Münster, Cologne, Niebüll, and Augsburg – and the U.K – North Pole, Stoke Gifford, and Doncaster – to the Netherlands (Rotterdam), Belgium (Aarlon), Austria (Graz, Knitterfeld), and Turkey (Ankara, Balikesir).

Projects are ongoing in Liège, Belgium for operator SNCB; in Norwich, England, together with partner Mechan for clients Taylor Woodrow and Greater Anglia; and in New York.

Looking to the future, with electrification

of the railways, isn’t there a risk exhaust extraction will be phased out of maintenance depots? “While all the major lines in countries will or are being electrified, there are plenty of secondary, smaller branch lines that will continue operating either diesel or diesel -electric hybrid trains,” said Ms Schuller.

In the coming years Blaschke is keen to extend its reach into Africa, where it is confident appetite for its products will grow – “because a lot of rail investment is happening there right now,” pointed out Ms Schuller, “plus much of the infrastructure and rolling stock work is being carried out by French firms like Alstom, Eiffage and SNCF.” So does having a proven track record with a major rail player stand Blaschke in good stead when seeking business elsewhere?

“Yes, when looking to join a project it helps to have contacts and experience with an internationally recognised group like SNCF,” Ms Schuller told BtoBRail.

CATCH UP

IN BERLIN SEPTEMBER 2018!

“InnoTrans is simply a must for our company. The fair trade has been very important for us for many years,” says founder and CEO Hans-J. Blaschke. “For a company like ours, which offers a niche product, this fair is a unique opportunity to get to know many international business people, draw their attention to the pollution problems in railway maintenance depots caused by diesel-powered railway vehicles, and present our solutions.”

Hall 23a, Booth 530

27

MEASURE WHAT MATTERS:

CHALLENGES IN AXLE SPEED MEASUREMENT

BAUMER

The invention of the pneumatic brake by George Westinghouse 1869 enabled for the first time a centrally operated continuous braking of railway vehicles.

And technical progress took its course. Today, powerful computers and systems enable the processing and linking of innumerable sensor signals, whether these sensors are mounted on the track or in the vehicle.

The requirements for the control of a rail vehicle are enormous and extend to the possibility of autonomous driving. The friction and mass ratios are fundamentally different from road vehicles, also the possibility of choice of route, as the system rail is track bound. Accordingly important is the monitoring of the speed and the behavior of the axles and wheels: Brakes: To prevent the wheels from sliding, each axle (or each wheel on idler gears) is monitored by a speed sensor. Traditionally, this is done with a Hall Sensor by means of non-contact sampling of gear flanks of measuring gears, which are mounted on the axle end. As soon as an ÂŤunwantedÂť state or a deviation between individual sensors occurs, the anti-skid computer regulates the braking force via the anti-skid valve.

Traction: In order to be able to bring the maximum traction performance onto the rail, the wheel-rail contact is put upon the physical limit. Conversely, this means that a drive wheel is operated until just before slipping. Accordingly, the traction controller requires a high-resolution feedback from the driven axle: If the wheel runs the risk of slipping, the acting force immediately must be reduced. Solutions that have been successful in operation for

28

many years are reaching their limits today and no longer meet the requirements of complex control circuits. One of such a requirement is the reliable, accurate and fast torsional vibration detection: This is key to increase traction performance, wheel set lifetime and safety as well as complying with regulations.

Train Control Systems: A vehicle receives various information from different systems. Be it via antennas underneath the vehicle to read wayside balises or other signal transmitters, or via radio systems, etc. For the processing of all information, however, the exact position recognition of the vehicle is of the utmost importance. Axle encoders, for example, or path pulse generators, which typically represent the rotational movement of the wheel in a number of pulses per revolution, are used for this purpose.

To meet all the mentioned and growing demands, Baumer has developed a new generation of axis encoders, which combines the advantages of the Hall sensors (bearingless design, optimized LCC Life Cycle Cost) and the possibilities of modernelectronics:Theworld-firstbearinglessaxle encoder type BPIK. The bearingless axle encoder with magnet rotor acquires the wheel speed at

high resolution and is ideal for any speed-related application at the vehicle bogie. The tough encoder, robust both in terms of design and sensing technology, is particularly designed for the adverse impacts prevailing at the wheel axle and supplies extremely low-jitter signals at up to 1200 ppr. The low-noise signals ensure very accurate and high-dynamic feedback of the wheel speed enabling the sensor to reliably detect any torsion vibration early on. This ensures minimum wear at maximum traction control and capacity even at low speed and under difficult track conditions.

Up to two independent sensing blocks with galvanic insulation, where required each with another pulse number, supply the signals for further wheel speed processing by master control systems. The encoder in its standard variant comes with any customer-specific pulse numbers defined as factory default without the need for any further adjustment at the magnet rotor.

Baumer stands out by high industry competence and diversified technology expertise. The broad product portfolio provides the optimal solution for any task of speed feedback at bogie systems in compliance to all relevant railway standards such as EN50128 and EN50129.

Application highlight - torsional vibration detection Intervention

Tortional torque

SENSORS WERE ALREADY USED AT THE TIME OF THE STEAM LOCOMOTIVE: EACH STEAM BOILER WAS EQUIPPED WITH MECHANICAL PRESSURE MEASURING SENSORS (PRESSURE GAUGES), BOILER WATER LEVELS HAD TO BE MONITORED AND MECHANICAL SPEEDOMETERS WERE COUPLED TO THE WHEEL SETS TO DETERMINE THE SPEED.

t

Typical setup ( installation) of high performance, bearingless Axle encoder BPIK. Magnet rotor mounted onto axle end, Sensor into Axle cover.

Reliable, accurate and fast torsional vibration detection is key to increase traction performance, wheel set lifetime and safety.

BPIK signals enable torsional vibration detection with ultimate dynamics and precision, by unsurpassed signal quality and robustness, high resolution and zero backlash. This enables reduced wear, increased traction and improved passenger comfort.

Measure what matters.

Measure Measurewhat whatmatters. matters.

Measure what matters.

Cutting edge sensor solutions for vehicle speed detection, fluid management and visual inspection.

Cutting Cutting edge edge sensor sensor solutions solutions for for vehicle vehicle speed speed detection, detection, fluidfluid management management andand visual visual inspection inspection . .

Cutting edge sensor solutions for vehicle speed detection, fluid management and visual inspection.

Baumer’s innovative axle encoder portfolio provides reliable and proven solutions for speed and provides condition monitoring.

MultiBaumer’s Baumer’s innovative innovative axlemeasurement axle encoder encoder portfolio portfolio provides reliable reliable and and proven proven Baumer’s innovative axle encoder portfolio provides reliable and proven channel encoders different housings designs, enable highMultiintesolutions solutions for speed forinspeed measurement measurement andand and condition condition monitoring. monitoring.

Multisolutions for speed measurement and condition monitoring.

Multigration flencoders exibility.

Thedifferent magnetic sensing technology, providing superb channel channel encoders in in different housings housings and and designs, designs, enable enable high high inte-intechannel encoders in different housings and designs, enable high intequality, builds thesensing foundation for smart functionalities. gration gration flsignal exibility. flexibility.

The The magnetic magnetic sensing technology, technology, providing providing superb superb gration flsignal exibility.

The magnetic sensing technology, providing superb signal quality, quality, builds builds the foundation the foundation for smart for smart functionalities. functionalities.

High frame rates, exceptional image quality and ease of integration – signal quality, builds the foundation for smart functionalities. that’s what ourrates, industrial cameras stand for.

Their High High frame frame rates, exceptional exceptional image image quality quality and and easerobust, ease of integration of industrial integration – – High frame rates, exceptional image quality and ease of integration – design iswhat thewhat basisour forindustrial long-term stability and image analysis. that’s that’s our industrial cameras cameras stand stand for. precise Their for. Their robust, robust, industrial industrial that’s cameras stand for.and Theirprecise robust, industrial design design iswhat the is our basis the industrial basis for long-term for long-term stability stability and precise image image analysis. analysis.

For more information go to design is the basis for long-term stability and precise image analysis. www.baumer.com/railway For more For more information information go togo to For www.baumer.com/railway more information go to www.baumer.com/railway www.baumer.com/railway

Innotrans 2018, Berlin rlin, hall 4.2, booth 102 Be18 errlin , Be , 20 18 mb 20 pte sSean s1820 1.otr otr Inn Innan 18.–2 102102 booth , booth 4.2ll,4.2 rlin , Be 18ll, ha 18mb 20er1820, ha 20 ermb sSe1. otr pte pte Se Inn 1..–2 18an 18.–2 hall 4.2, booth 102 18.–21. September 2018, 29

DIGITIZATION ENABLES MORE EFFICIENT PROCESSES

Pay a visit to Zedas InnoTrans booth ZEDAS

GERMAN SOFTWARE SPECIALIST ZEDAS IS AN INNOVATIVE PROVIDER OF BRANCH SPECIFIC SOFTWARE SOLUTIONS FOR THE ASSET MANAGEMENT OF ROLLING STOCK AND RAILWAY INFRASTRUCTURE AS WELL AS FOR THE LOGISTIC MANAGEMENT OF LONG-HAUL AND SHUNTING TRAFFIC. WITH MORE THAN 28 YEARS OF EXPERIENCE AND A SPECIALISED, POWERFUL NETWORK, ZEDAS SUPPORTS PROFESSIONAL CUSTOMERS WORLDWIDE. Efficient asset management for rolling stock and railway infrastructure The analysis, documentation and predictive maintenance are particular performance characteristics of the asset management software solution zedas®asset. The condition data derived in operation is used to determine critical conditions. This makes it possible to derive maintenance data. Via the complete recording of all maintenance measures, what used up time and materials, as well as condition information from infrastructure objects or vehicles, a comprehensive asset history is created.

History and current data when combined allow the future condition to be derived, and enable a condition-oriented maintenance.

Via mobile application all processes are assisted device-independent. The solution supports your continuous improvement process, increases availability and reduces operating costs.

30

Know tomorrow’s failures today In the field of advanced analytics zedas®asset enables with integrated diagnosis and prognosis predictive maintenance. Solutions like the Track Analyser for railway infrastructure show deviations and trends.

Significant conditions changes can be detected with positional accuracy by automatically evaluation. Prognosis functions for the status and remaining useful life support the detailed budget planning and strategic investments.

In the field of rolling stock zedas ®asset e.g. allows the prognosis of wheelset wear based on operating and historic data (e.g determination of reprofiling time). Or the solution forecasts the failure rates of the relay systems in train doors. The relays responsible for the “green loop” system provide information on whether all of the doors on the train have been closed. In the event of a door fault, the train will come to a standstill, which also stops the following trains. To reduce the delays and the resulting costs to a minimum, the trains run with diagnostic equipment and a direct link to zedas®asset.

Software and support for shunting traffic The cost and efficiency pressures that exist in rail freight services are greater now than ever. Customers, dispatchers and shunters require access to the current process data at the same time to ensure optimum operating procedures. The branch software zedasÂŽcargo is a tried-and-tested solution to design operating procedures in such a way that all processes are optimally interwoven. There will always be an overview of arriving and departing trains, shunting movements, loading point operations, change-over processes, track occupancy, and this enables the optimal control of the procedures. zedasÂŽcargo, allows to plan, monitor and document the shunting traffic more quickly, transparently and efficiently.

Cost advantages and employee satisfaction through optimization The latest developments focus on zedasÂŽ cargo modules that solve quantitative

optimization tasks. The result for the customer will be a tremendous time relief in resource planning as well as significant cost advantages. The integrated optimization module enables an immediate reaction to short-term changes and unplanned events related to the planning (such as additional orders, failure of locomotives, illnesses, etc.) and quickly delivers a new optimal solution for the changed conditions. The new features are an enormous relief for the staff planners and offer additional contracting potential for the railway undertaking, since they can deal with customer inquiries much faster and more flexibly. Moreover, experience shows that resources are used more evenly.

Another top functionality makes it possible for employees to enter requests for a change directly via app and to put them into an exchange. The solution independently determines appropriate solutions based on the stored rules and presents them to the planner for approval, where feedback can be made immediately. Employee satisfaction is greatly enhanced by this new and very easy way of influencing personal service scheduling.

Slot management in ports Increasing transshipment volumes and the many parties involved in the process call for a high degree of coordination between the port authority, railways and terminals to enable the effective use of track capacities.

Based on the many years of expertise as an industry partner, ZEDAS has developed a software solution which digitalises, synchronises and documents all the railway processes in the harbour. As a result, the track capacities will be optimized. The traffic flow in the port is improved and unnecessary waiting times are minimised. At the same time, the efficient solution integrates all the partners involved in the process and ensures transparency and an accurate basis for billing.

31

ADVANTECH DATA-DRIVEN SOFTWARE/HARDWARE INTEGRATED APPLICATION FRAMEWORK ENABLES AI AND IOT IN TAIWANESE FACTORIES ADVANTECH

THE RAPID DEVELOPMENT OF AI HAS BROUGHT A NEW REVOLUTION TO IOT. APPLYING DEEP LEARNING OR AI ALGORITHMS TO IOT SYSTEM ARCHITECTURE TO MAKE IOT DEVICE SMART HAS BECOME THE LATEST TECHNOLOGY TREND. IN RESPONSE TO THE DEVELOPMENT OF AIOT, DR. ALLAN YANG, ADVANTECH’S CHIEF TECHNOLOGY OFFICER, STATED THAT THE COMPANY HAS REINTERPRETED THE SOLUTION READY PACKAGE (SRP) APPLICATION FRAMEWORK. “BASED ON THE WISE-PAAS INDUSTRIAL IOT CLOUD PLATFORM,” HE STATED, “WE HAVE LAUNCHED A DIVERSE RANGE OF INDUSTRIAL IOT APPLICATIONS AND SOLUTIONS THAT INTEGRATE SOFTWARE AND HARDWARE AND CAN BE QUICKLY REPLICATED.» Advantech SRP Evolves from Function-Oriented toward Data-Driven The SRPs mentioned by Dr. Yang are an indication of the industrial IoT solutions that have been developed for vertical industries.

These SRPs meet 70%~80% of application needs, with the remaining gap filled by system integrators for final installation, adjustment, and customization. Currently, Advantech is targeting Industry 4.0 applications including machine-to-intelligence (M2I), intelligent retail, intelligent healthcare, and energy and environment management, all of which fall under the development of smart cities.

32

Advantech proposed the SRP concept as a new operating model in 2013. At that time, the traditional client–server architecture was still maintained despite industrial applications and cloud services being a point of emphasis. With the SRP concept, the server was simply moved to the cloud and solutions with specific functions were designed to meet specific customer needs.

This function-oriented architecture created a deep connection between IoT data and system functions but rendered system development difficult. This was because for every new application scenario, Advantech had to redesign and develop suitable solutions, making it difficult to realize mass replication and rapid implementation.

With the current shifts in industrial trends and the coming of the data-driven era, Advantech’s SRP model presents a brand new concept and framework. To meet demand for data collection and market analysis capability, the architecture of the second generation of SRPs has evolved from a function-oriented approach to a data-driven one. All IoT data are centralized on the cloud platform, providing a basis to develop applications such as AI analysis and data visualization.

Dr. Yang explained that the main purpose of the existing SRP is to provide users with data and to collect related solutions.

The overall framework comprises sensing devices and gateways at the edge, a

Dr. Allan Yang, Advantech’s Chief Technology Officer

cloud platform, and AI analysis with data visualization functionality. Completing this framework is the company’s extensive industry expertise. Now at the foundation of Advantech’s second generation of SRPs is the WISE-PaaS platform, and this has proven to be key to the flexible and rapid deployment of SRPs.

WISE-PaaS-Based Solutions Enable Cross-Platform Utilization of Manufacturer Data WISE-PaaS is a cloud service software platform jointly proposed by Advantech and the Taiwan Institute for Information Industry. It provides multiple database services, IoT hubs, computing resource management services, multitenancy management services, flexible expansion, AI model training and framework deployment services, dashboard visualization, and multi-level data security/management services. The biggest difference between Advantech SRP and general PaaS platforms is that data migration and industrial environments are considered.

Data is arguably the most valuable asset in modern times, and it is inevitably subject to government regulations or the policy requirements of individual enterprises. For example, data typically cannot be taken from a work site, which limits options for data storage. However, the cross-cloud setting feature of the WISE-PaaS platform frees IoT applications from this limitation by allowing

them to be launched on any private or public cloud. As such, relevant applications can be launched via the WISE-PaaS platform regardless of whether Microsoft Azure, Amazon Web Services (AWS), Alibaba Cloud, or some other cloud platform is used.

Another common occurrence—particularly at industrial sites—is the deployment of devices of different brands and types, each of which may support a proprietary communication protocol. The implication of this is that various communication standards must be consolidated before data can be collected. Because of Advantech’s decades of experience in developing industrial applications that support for a variety of industrial protocols, the connectivity between WISE-PaaS platform and edge devices is outstanding in meeting the needs of a wide range of industrial applications.

According to Dr. Yang, it is difficult to carry out cross-industry applications with a function-based approach to development.

However, by adopting the WISE-PaaS platform, the underlying data acquisition architecture can be flexibly adjusted and built to meet specific application needs to achieve the goal of mass replication and rapid import and to drive the development of future IoT applications.

Crating IoT Growth Opportunities with Partners through the Co-Creation Model In the past two years, Advantech has actively invited many cloud service solution providers

from different industries to migrate their solutions to the WISE-PaaS platform or to redevelop their specialized industrial applications on the platform. At the recent WISE-PaaS Worldwide Partner Engagement Meeting, Advantech published nine sets of co-created SRP solutions. At the IoT Co-Creation Summit, which will be held on November 1 and 2 in Suzhou, China, Advantech will announce thirty co-created IoT solutions (AIoT.SRPs), with fifty partners showcasing the most cutting-edge applications in key domains.

Dr. Yang emphasized that during the first phase of IoT development, Advantech focused on hardware and conducted product-oriented mergers and acquisitions.

In the second phase, the WISE-PaaS platform and SRP industrial application solutions will be the central focus, the objective of which is to accelerate the implementation of IoT applications. As for the third phase, the strategy will be to collaborate with new software partners and domain-focused system integrators to implement industrial cloud services through the co-creation model. Ultimately, this will establish an industrial IoT supply chain in Taiwan, and this is expected to become a major driver of economic growth, similar to the country’s electronics industry.

35

LOOKING TO THE SKIES

DRONES

DRONES ARE IN THE NEWS AS BIG GROUPS AND START-UPS ALIKE COMPETE AND/OR JOIN FORCES TO LAUNCH FLYING TAXIS FOR CITIES. WHETHER AND WHEN THEY WILL TAKE OFF IS ANYONE’S GUESS. LESS «THE FIFTH ELEMENT», MORE HERE AND NOW, THE RAILWAYS ARE ALREADY USING UNMANNED AERIAL VEHICLES (UAV) FOR MAINTENANCE AND SURVEILLANCE PURPOSES.

©Italdesign In a 2016 white paper, Uber presented uberAIR, its vision of a flying cab system – ‘to create efficient cities with less congestion and cleaner air’. Its Elevate programme, launched the same year, has been working over the past 24 months to build a network of all-electric, vertical take-off and landing (VTOL) aircraft powered by distributed electric propulsion.

Most recently, the ride hailing giant unveiled is design models (May 2018) and announced the creation of its first research and

36

development hub outside of North America, the Advanced Technologies Center in Paris, France: ‘Over the next five years, we’ll be investing €20 million into developing new technologies and capabilities to move our [Elevate] vision forward. This begins with building artificial intelligence and airspace management systems to support uberAIR at scale, which will be key to achieving our goal of demonstration flights in Dallas, Los Angeles, and a third, international city by 2020.’

©Volocopter

Airbus in the picture

In the skies of Dubai

Fly rail

Also two years ago, Airbus launched Vahana, a programme led by the group’s A³ innovation lab in California. Since then, its team has been working to develop a taxi-drone capable of carrying passengers over cities to avoid traffic jams. This has led to the Vahana, a single-passenger, self-piloted electric VTOL vehicle, which completed its maiden test flight in Oregon, US, in January 2018.

In Dubai, flying taxis form part of the Roads and Transport Authority’s (RTA) drive to develop self-driving transport. The city conducted its first test of a drone taxi service in February 2017. The two-seater, 18-rotor unpiloted craft, designed by German firm Volocopter, completed a fiveminute flight.

For the railways, UAVs are a tool for improving their efficiency and operations, for saving time and money. Using these flying eyes overcomes the issue of track possession (interrupting passenger services to inspect the infrastructure), enables valuable data collection, and avoids putting workers at potential risk.

In 2017/2018 came Pop.Up, a modular and autonomous car/drone concept for several passengers, developed by the group with Italian design firm Italdesign. Premiered at the Geneva International Motor Show in March 2018, the futuristic prototype system – boldly billed as ‘an electric vehicle that can travel on land and in the air to relieve congestion in tomorrow’s megacities’ – stole the show later in June, at Transports Publics 2018 in Paris.

Volocopter co-founder Alex Zosel ‘expects its first full air taxi systems with dozens of Volo-Hubs [stations] and Volo-Ports [landing/take-off pads] to be in place within the next 10 years, capable of flying 100,000 passengers an hour to their desired destination.’

In July 2018, at the Farnborough International Airshow, Rolls Royce unveiled its plans for an Electric Vertical Take Off and Landing (eVTOL) plane concept

Since its official launch in January 2017, Altametris, the dedicated drone subsidiary of SNCF Réseau (French rail network manager) has been steadily scaling up. Given the 30,000km reach of France’s network, the lion’s share of its work is dedicated to its mother company – essentially carrying out surveillance (bridges, tracks, vegetation), and security (degradation) missions. Yet the team is also offering its services for clients, both at home and abroad, such as other infrastructure managers (electricity) and coming from other industries, e.g. aeronautics. ©SNCF Réseau/CAPA Pictures/Y. Manac’h

37

TIMES ARE CHANGING FOR WOMEN IN RAIL

JENNIFER BÄCHLI

ONLY 16% OF THE RAIL INDUSTRY IS MADE UP OF WOMEN AND AN EVEN SMALLER NUMBER ARE IN SENIOR, DECISION-MAKING POSTS. WE BELIEVE THAT THERE ARE A LOT OF INITIATIVES IN THE INDUSTRY, BUT WE ARE SURE THAT WORKING TOGETHER WILL BRING GREATER SUCCESS ! SPECIAL MEETING WITH A WOMAN WHO WILL INSPIRE OTHER WOMEN : JENNIFER BÂCHLI, HEAD OF MARKETING AT BÄCHLI AG

What does your job involve?

I am currently responsible for marketing, human resources and quality management.

Together with my father and the board of directors, I manage the business development of Bächli. Since I have insight into many different processes, it is increasingly my task to control all the departments and ensure all the processes are clear.

What do you think should be done to attract more women into rail?

The rail industry is an extremely male dominated industry, even more the industry itself. In addition, it is very traditional, technical, and is changing less quickly than other industries. Often the focus is on big projects, which involve long timeframes and many contact people, and negotiating big budgets.

The proportion of women in the technical professions is rather small. But good people are also needed in administrative project management and for other, less technical tasks, I think it is important to strengthen the proportion of women there. Furthermore, it is the task of the education system to make technical / mathematical subjects more attractive, so that girls even at a young age become more interested in them.

Perhaps there should be greater support for the part-time working model; women are often responsible for taking care of the family.

This complicates matters for jobs with a lot of responsibilities and long office hours.

However, it has been scientifically proven that the productivity of part-time workers is high. Now it is important to develop an optimal part-time model for project work.

This certainly calls for a degree of openness in the industry, but also interest, assertiveness, female courage and confidence. As a woman, I see no reason not to be able to work in this industry.

38

Do you think men and women handle leadership roles differently?

Yes, I think men and women experience their leadership roles differently, or make decisions differently. But it’s OK, because that’s what makes work exciting and can lead to perfect additions or symbioses.

However, we shouldn’t focus too much on the gender difference here. In my opinion, personal background plays a much bigger role in leadership style than gender.

But if you want to bring it back to the gender difference, I can only speak for myself as a woman. I grew up in an entrepreneurial family and learned early on to take responsibility and understand what it means to run a business. This has shaped me throughout my professional career and helped me to be where I am today.

I believe leadership means looking beyond the big picture, thinking about decisions early on, thinking about things in a network context, taking social influences into account, assuming but also giving responsibilities, empowering employees to perform their tasks in the best possible way, analysing and improving processes and procedures...

“

I don’t feel obliged to be capable of doing everything or consider myself in a competitive struggle with my colleagues, which certainly makes me, as a woman, different from a man. Men are driven more by competitive thinking and often want to have all the decision-making powers Yet this does allow me to nurture teamwork, which I see as a strength with regards the future of our company. Due to present day work patterns and the rapid pace of communications, I cannot handle all the channels and tasks all by myself, so I need capable employees.

What are the day-to-day challenges of being a senior female leader?

Even though it sounds like a cliche, unfortunately it’s true. Being a female leader in a male-dominated industry is not always easy. Furthermore, being the daughter of the company owner hardly helps the situation!

From the start everyone, the employees, but all external contact people too, had high expectations of me and my skills. I had to assert myself and prove myself every day. In

Men are driven more by competitive thinking and often want to have all the decision-making powers.

” 39

addition to my normal duties, I’m challenged to show that I do not have this position because I’m Jennifer Bächli, but because I’m fully capable of doing the job. Besides, my parents would not have taken me into the company if they weren’t convinced of my abilities, because there’s too much at stake. I’m sure many other young women share my situation.

In my first job I was a primary school teacher.

Then I did a part-time Master’s degree in business administration. Due to this career

path, I may lack technical knowledge but am able to pick it up in house. Often you forget that we are working in a technical industry, but the company does not work without business processes. And I’m responsible for these processes, not the technical ones.

I have big shoes to fill – my parents have successfully run the company and they are highly respected by our staff, rail clients, and the industry at large. Consequently, I have a lot to learn. But it’s important to accept that it’s impossible to be perfect in a day and that

sometimes you must stay confident and be patient. And this confidence I feel is growing, day by day.

What factors are important for a company entering the rail business?

What was Bächli’s experience?

Compliance with all the prescribed standards and legislation in force is vital. Since we are an SME and cannot afford to hire a specialist for every task, it took us a little time to familiarise ourselves with these requirements. However, we have been more than successful in meeting the railway industry standards and regulations governing the engineering and production of our products.

It was also important for us to properly design the contractual provisions of the project contracts, for which we sought external help. For an SME, large project assignments are always a huge challenge and we wanted to do justice to them.

Another significant aspect was engineering.

Given the new challenges that come up daily, it was important for us to strengthen our engineering team. We have succeeded in doing so and both ourselves and customers greatly appreciate this improvement. Thanks to the wealth of experience of our two engineers, as well as exchanging information with each other as a team, including with external consultants, we can now develop and produce the best possible solutions for customers.

What has been your biggest success to date and what contributed to it?

“

This is why it is important to seek out this complementarity and further build on it. Additionally, sure that all men in the rail industry would be delighted to see a few more women!

40

”

Please ask me this question again in ten years’ time. Right now, I’m too young to give you a good answer!

What advice would you give to women working in rail?

Stay authentic. Be yourself. Believe in yourself.

Even if you are always in the minority, even if you are often underestimated, even if you are often not listened to from the start. It is crucial to form a sound and competent opinion, and to make it known.

There are reasons why both sexes exist and why they are different. I strongly believe that they work perfectly by complementing each other. This is why it is important to seek out this complementarity and further build on

it. Additionally, I’m sure that all men in the rail industry would be delighted to see a few more women!

How did you get into the rail industry?

My father decided to move into this sector a few years ago. Through cooperation with a well-known Swiss train manufacturer, we subsequently became active in the industry.

Since then, we have built up a lot of experience through a wide range of challenges and customers.

“

However, time does not stand still until everyone finds themselves again in their new roles; but on the contrary, the time is running.

”

This is how I came into contact with the industry. Of course, I use trains almost every day for travelling to work.

I am responsible for marketing and quality management, as well as strategic development. A big part of my job involves dealing with the railway industry. I think it’s a very exciting space with lots of potential, also for our company. Because with our competencies I see ourselves as the ideal partner for winding goods. Due to our size and corporate structure, we are able to meet all demands for short / direct communication channels, rapidly develop solution approaches, ensure compliance with standards and regulations, the production of high quality products, energy efficiency, and so forth. Even if we are a Swiss company, we are absolutely marketable, especially considering the whole product life cycle.

From this perspective, customers can expect an energy-efficient product after a few years with payback.

In your career, what is the biggest challenge you have had to overcome so far?

So far, it has been to turn myself from the employee’s marketing manager into the company’s CEO. As I mentioned earlier, we are a family business. I am sure every family has their roles and ways of doing things. But if you are now not just a family, but also working together as a team in a company, these roles and approaches change. To make this new and meaningful is a big, but nice challenge.

I must meet the expectations of the company, its employees, my parents, and my brother as far as possible. However, time does not stand still until everyone finds themselves again in their new roles; but on the contrary, the time is running.

I have already taken some steps, but there will be many more to come for both myself and my brother. We are looking forward to this and are supporting each other.

In your opinion, what is the recipe for success for a team?

Knowing your company, its needs and resources is vital. And on the other hand, to know the abilities of your employees. So you can create a profile of what the company needs in order to function optimally today, and tomorrow.

team spirit. Self-responsibility makes you feel more involved in a situation or task and keen to do a good job.

Planning longer-term partnerships, agreeing on goals, and involving staff in developing the company are also key to creating a team. Achieving ambitious goals is possible, but only if everyone plays a part in the process.

I think it is important to support employees in their personal development and also help them shoulder their responsibilities. Encouraging everyone to develop their strengths and in their day-to-day work creates a certain

41

BÄCHLI TICKS ALL THE BOXES BÄCHLI

WITH ITS PROVEN PRODUCTS, YEARS OF EXPERIENCE, AND FORWARD THINKING, SWISS FIRM BÄCHLI IS A LEADING SUPPLIER OF CHOKES AND TRANSFORMERS TO THE RAILWAY INDUSTRY. Its portfolio includes DC line chokes, line filters, common mode and battery charging filters, auxiliary and control transformers, power socket care with residual current protection, DC power supplies and charging rectifiers.

“We are one of the most innovative manufacturers of energy-efficient inductive winding products,” Jennifer Bächli, marketing manager, told BtoB Rail. “The company is active in industrial sectors such as mechanical engineering, medicine, chemistry, nuclear power plants, renewable energy, and the complex energy supply chain. Also, over recent years it has established itself in the rail business with impressive new developments like large power transformers without external cooling. In addition to route supply, i.e. infrastructure, our main focus in the rail field is energy conversion in passenger trains and locomotives.”

42

In today’s increasingly competitive and demanding rail market, to stand them in good stead when bidding for tenders, train manufacturers must propose extremely compact and lightweight designs that incorporate the latest materials and are highly energy efficient.

Aware of this imperative, the strengths of Bächli’s product design, according to head of engineering Frank Hanisch, lie in: 1) the company’s ongoing pursuit of energy-efficient solutions to create long-term, ecological added value, supported by 2) considerable experience in developing even unconventional solutions.

“For the perfect solution, a good engineer thinks outside the box and considers what should be included in the product,” says Mr Hanisch. “He or she only calculates according to the given specifications, but technically tries to go one step further.”

“Our wide range of knowledge in other technical areas, such as drive technology, power electronics and power plant technology, helps us develop precise solutions,” he adds.

Bächli develops and manufactures all its components, which are user-specific and tailored to customer requirements, in-house in Switzerland. Custom-made and one-of-a kind equipment for niche areas are the order of the day. As are retrofitting and repairing third-party systems.

“Since we are an SME (small to medium-sized enterprise), you as the user always have the complete engineering, construction and organisation of the product from a single source,” points out Mr Hanisch. “There are no long delays or hierarchy to deal with, just fast, flexible, and competent transactions to maturity.”

“Futhermore, from this single source, customers also receive in time all relevant electrical data, interfaces, and design documents, together with the necessary tests and cer-

tificates,” he adds. “We enable the development and launch of new products, including first article inspection [FAI], even for time-critical products / projects.”

customers fully understand the cost-efficient capabilities of inductive components, as well as the added value of timely planning, by providing targeted training for their developers and designers.

Keeping tabs on maintenance and energy

Less additional costs, e.g. cooling, more monitoring and sources of error, lead to greater safety and reduced energy losses; ultimately resulting in huge energy cost savings. An analysis carried out by Bächli, at end-2012 for a well-known Swiss railway company, resulted in ROI within just five years, which represents a significant gain in RAMS (reliability, availability, maintainability, safety) and cost management (life cycle costing, LLC).

To help customers save energy and reduce operating and maintenance costs, Bächli creates synergies with directly coupled assemblies and accessories such as housings, fans, fuse elements, contactors, braking, and precharging resistors.”

In addition to the purchase price of rolling stock, a significant cost factor is maintenance.

Large companies often calculate two to three times the purchase price of a vehicle for upkeep and maintenance over the next 20 years.

“Thanks to our know-how, we can develop transformers and chokes in the large output range that are completely maintenance-free, both for roof or underfloor installations, and which require no external cooling,” explains Ms Bächli. “Energy savings in the higher kilowatt range are possible, which means more attractive, i.e. lower operating costs over the years.

Although it is important that the manufacturer of a vehicle involves the supplier right at the beginning of the development phase, this is often not the case with transformers and chokes, Bächli told BtoB Rail. Why not? Because one tries to avoid these components or underestimates their size and weight. «If such a component is needed later, it must adapt to the environment,» says Mr Hanisch. «There are often too many compromises and concessions to efficiency and quality.”

To overcome this issue, Bächli helps

“Today, rolling stock manufacturers and train operators appreciate this (solution) approach to better collaboration through concept training,” says Mr Hanisch. “Stadler Rail, Deutsche Bahn [DB], SBB [Swiss Railways], Rhätische Railway (RhB), Berner Oberland-Bahnen (BOB), Talgo, and rolling stock owners operating globally are all part of our growing customer base.”

Developing and training to stay ahead Every year Bächli invests a substantial part of its engineering potential (staff engineering power, performance, and time) in basic development. Right now, in addition to exploring new materials, the focus is on improving its mechanical and electrical calculation methods, plus investigating the difficulties of certain frequency-related faults, with filter topologies being specifically developed.

A good side effect of the above R&D efforts for Bächli is that these solutions are also interesting for industrial customers outside the rail sector. Furthermore, thanks to its extensive network of contacts in rail and

related industries, the company is able to reap the benefits of technical training, expertise, and subject-specific exchanges.

CATCH UP

IN BERLIN! This September 2018, Bächli will be exhibiting at InnoTrans, the international rail fair held every two years in Berlin. “It’s a great good opportunity for us to showcase our products and expertise,” says Ms Bächli.

“I am confident in our ability to develop optimal solutions, both with existing and new customers, and to supply them with high quality products.”

Bächli at InnoTrans 2018 Hall 2.2 / Stand 207

43

INTELLIGENT SENSOR CONCEPTS: FOR TOMORROW’S RAILWAY INDUSTRY

FRAUSCHER

DIGITALISATION OPENS UP NEW POSSIBILITIES TO GENERATE A WIDE RANGE OF HIGHLY VALUABLE INFORMATION. THIS WILL ALSO AFFECT SYSTEMS RELATED TO TRAFFIC OR INFRASTRUCTURE MANAGEMENT. THEIR EFFICIENCY CAN BE INCREASED BY CONTINUOUS DEVELOPMENTS USING THE LATEST TECHNOLOGY, ENABLING THEM TO KEEP UP WITH LATEST REQUIREMENTS. HARNESSING THIS POTENTIAL IS A TASK FOR THE WHOLE RAILWAY INDUSTRY, IN ORDER FOR IT TO REMAIN A COMPETITIVE MOBILITY PROVIDER. Against that backdrop, Frauscher presents its latest products at this year’s InnoTrans under the motto: “Discover intelligent sensors: Innovations to simplify railway operations”. A new smart wayside sensor, which combines proven best-in-class technology with digital concepts takes track vacancy detection to the next level. Also, the technology behind the company’s DAS-based distributed sensing system, Frauscher Tracking Solutions FTS, has been developed further.

Thereby, the system now allows for optimised real-time train tracking and supports maintenance strategies with continuous infrastructure monitoring.

Intelligent sensor for more efficient track vacancy detection

Integrated evaluation, additional functionalities: digital output and proven capabilities characterise the new Frauscher wheel sensor

44

Based on proven knowhow and the concept of the Internet of Things (IoT), Frauscher has created a new wheel sensor. The evaluation of the signal has been integrated directly into the sensor, which now works as an intelligent device on track. By integrating additional sensing modules, it generates even more information than established models, enabling additional and more efficient railway applications to be implemented. The sensor’s

The Frauscher Tracking Solutions FTS are collecting real-time data by transforming a fibre optic cable into a distributed sensor

digital output and the ring architecture – based on a specifically developed bus system – hugely reduce the cabling requirements.

With this innovation, Frauscher will again set a new benchmark in track vacancy detection.

sensor that runs along the track. This sensor is capable of detecting sound waves and vibrations. Solutions based on this technology are able to continuously track the position of a train and monitor the condition of complete railway networks.

FTS: Continuous train tracking using Distributed Acoustic Sensing

Intensive research and development activities as well as close collaboration with operators have increased the capabilities of the DASbased Frauscher Tracking Solutions FTS. In various field installations, a range of applications have been realised. These installations have allowed improvements to be made, enabling Frauscher to optimise DAS for the railway industry.

Distributed Acoustic Sensing (DAS) offers a huge potential - requiring nothing more than a single glass-fibre, pulsed by a laser.

By evaluating the changes in the reflection of these pulses, the fibre is converted into a

Train tracking: Localisation in real time According to the requirements of train tracking as a main application, the focus was on enhancing the accuracy and reliability of four key data sets: front end of a train, rear end of a train, speed and direction. Continuous calculation of an estimated time of arrival (ETA) at a specific point can optimise applications such as passenger information or platform announcements. Exact train position and train specific speed profiles enable more efficient train movement and traffic management.

Therefore, the measuring method was

Impact Sound

Optical Fibre

Scatter Site

Light Pulse Backscatter

Altered Backscatter

Distributed Acoustic Sensing (DAS) allows for the detection of vibrations and sound waves caused by trains, component defect, people or other sources.

45

TRAIN INFORMATION TRAIN 1677 POSITION 35 102 m 48° 21'58.78" N 13° 34‘51.15“ E SPEED ETA STATUS

15 km/h 09:15 A.M. TRAIN STATION O.K.

TRAIN CONTROL CENTRE

OPTICAL FIBRE ETHERNET

FTS

Using FTS for train tracking provides the operator with a range of highly valuable real-time information developed further to optimise the output of the FTS. By increasing the number of interfaces with other sensing systems, additional data can now be evaluated allowing even more valuable information to be generated.

Continuous monitoring of assets FTS constantly monitors the acoustic signature of the wheel-rail-interaction.

Using optimised algorithms, this provides insight into the change of the condition of various assets when trains are passing.

Degradations and damages of fixed infrastructure components, such as the rail, fastenings, sleepers or the track bed are monitored. Based on ongoing trend analysis using defined indicators, warning or alarming messages are sent to the infrastructure manager. The operator is then able to identify maintenance tasks at a very early stage. This enables a much more efficient planning, controlling and execution of maintenance activities. Thereby, FTS supports a complete shift from regular and time based maintenance cycles to condition based maintenance.

safety to protection against vandalism. By detecting footsteps of people as well as activities, such as sawing or digging, the system supports security staff in their daily tasks.

Explore a new world Frauscher Sensor Technology makes it simpler for system integrators and railway operators to obtain the information they need to run, monitor and protect their operational network. Ever since its foundation, the

company’s philosophy has been to develop market-oriented solutions, using modern technologies to meet the industry’s latest requirements. The experts from Frauscher are in close contact with operators and system integrators all over the world.

Become a part of the railway industry’s future and meet Frauscher at InnoTrans 2018, Hall 25, Stand 232 to discuss the possibilities of how to create intelligent sensing systems for tomorrow’s railway industry with their experts on-site.

Safety and security applications Railway operations depend on a high level of safety. To that end, FTS provide a comprehensive solution ranging from worker

46

By continuously monitoring the acoustic signature of the wheel-rail contact, FTS support condition based maintenance strategies

Discover intelligent sensors INNOVATIONS TO SIMPLIFY RAILWAY OPERATIONS.

EXPERIENCE THE FUTURE OF TRAIN TRACKING:

Digitalisation opens up new possibilities in generating a wide range of highly valuable information.

InnoTrans in Berlin 18 – 21 September 2018 Hall 25 | Stand 232

Frauscher combines proven best-in-class technologies with new digital ideas and creates intelligent wayside sensors that deliver accurate data. Consistent developments using the latest technology, has taken track vacancy detection and condition based maintenance to the next level.

www.frauscher.com/innotrans

47

THE RHAETIAN RAILWAY RELIES ON THE LATEST GENERATION OF HARDWARE AND SOFTWARE

PIXY AG PROVIDES THE COMPLETE APPLICATION

PIXY

THE RHAETIAN RAILWAY (RHB) IS GETTING 14 NEW CONTROL CARS AND WILL INSTALL HIGHLY EFFICIENT PIXY DISPLAYS IN THE DRIVER’S CAB OF EACH. SIP-100 IS THE LATEST GENERATION OF HMIS (HUMAN MACHINE INTERFACE) TO BE ROLLED OUT. IN ADDITION, THE RHB HAS ALSO DECIDED TO HAVE THE COMPLETE APPLICATION DEVELOPED BY PIXY. THIS COULD BE REALIZED QUICKLY AND COST-EFFECTIVELY WITH THE PIXY APPLICATION DESIGNER (PAD). IN THE FUTURE, THE RHB WILL BENEFIT FROM THIS ARRANGEMENT IN TERMS OF OBSOLESCENCE AND THE FURTHER DEVELOPMENT OF THE APPLICATION. The Rhaetian Railway is a high-performance leisure, commuter, and freight transport company. With its unique mountain railway lines, UNESCO World Heritage listing, the Glacier Express and Bernina Express, it has been providing fascinating railway experiences across Graubünden since 1889.

What began in 1889 with the opening of the line between Landquart and Klosters is today a 384km long rail network in the middle of Switzerland’s high mountains.

As Switzerland’s largest Alpine railway with around 1,500 employees, it transports around 10 million passengers and over 500,000 tonnes of goods every year.

The RhB has now installed Pixy’s SIP-100 in its 14 control cars. These are used on the UNESCO Albula line, among others.

RhB uses the programming tool PAD (Pixy Application Designer). Although Pixy created the application, the RhB will develop it further in the future.

Compared to the previous version, a visually very similar application was created to meet the wishes of train drivers and retain the familiar layout; it also has crucial advantages: There is more space available on the

48

display as well as far greater clarity, all the important information can be read quickly and easily. This is very well received by train drivers. Basically, the implementation of an application can be as customized as needed.

With this combination of hardware and software, RhB has successfully modernized its train control and monitoring system and can look toward the future with confidence. PAD also ensures self-sufficiency in terms of programming the applications: Over time, changes to optimize the system can be implemented very easily, as needed.

In addition, obsolescence is a thing of the past: Hardware generation changes are replaced by software updates and the RhB no longer has to deal with the timeconsuming process of adapting the application to new hardware configurations.

Flexibility was a key factor for the RhB in order to be able to react quickly to changing requirements. Another retrofit project of RhB envisages that 6 shunters will also be equipped with PAD and the 10.4-inch SIP-100, including an auxiliary status display and color backlit keyboard. RhB will create its own application in this case.

Pixy AG has received a lot of praise from RhB for this project, with its professional and fast support receiving special recognition.

Pixy is one of the leading manufacturers of visualization solutions for the railway industry. Today, more than 40,000 Pixy displays are in service globally around the clock wherever the need for mobile visualization and rugged industrial conditions meet.

49

MEDCOM’S SIC TECHNOLOGY ENTERING THE TRACKS

MEDCOM

SILICON CARBIDE (SIC) IS ONE OF THE MOST PROMISING TECHNOLOGIES IN THE AREA OF POWER ELECTRONICS DEVICES, AND A CHANCE FOR NEW IMPETUS FOR THE DEVELOPMENT OF MODERN ROLLING STOCK AND ELECTRIC BUSES. THANKS TO MEDCOM, THE TECHNOLOGICAL REVOLUTION FORECAST FOR SEVERAL YEARS NOW IS FINALLY BECOMING REALITY – THIS POLISH MANUFACTURER IS NOT ONLY INTRODUCING MORE FULL SIC PRODUCTS TO ITS RANGE BUT HAS ALREADY BEGUN THEIR SERIAL PRODUCTION. Medcom’s converters manufactured using SiC technology will be used, among others,

by Japanese company Toyo Electric Silicon carbide will also be used converters for 50 new Modertrans trams for Poznań.

To date, this has been Medcom’s largest order for the supply of devices using this technology, but it is not the only one on the Polish market. The company has also delivered the first SiC converters for a new locomotive model called Dragon 2 manufactured by Newag – the tests of the first Dragon 2 began in June this year.

Silicon carbide is also being successfully used by Medcom in chargers for electric buses – products of this type are already in use in several Polish cities, as well as in Italy, Germany, and Belgium.

“Silicon carbide is replacing silicon in electric component because it has unique properties thanks to which power electronics devices become considerably smaller and lighter.

Power electronics systems based on SiC transistors increase converter efficiency up to 99% and limit energy losses by as much as 50%. This translates into lower vehicle operating costs. Moreover, SiC allows us to use much higher switching frequencies

50

and higher operating temperatures, unattainable in silicon semiconductors,” says Paweł Choduń of MEDCOM.

Modern vehicles need efficient and compact power electronics Considering the benefits resulting from lowering device weight and energy consumption, SiC constitutes an attractive offer for manufacturers of electric vehicles.

Medcom developed the PSM-35 SiC auxiliary converter for trams as early as in 2014, adding the PSM-75 SiC tram converter a year later. In 2015, the company’s range was expanded with a propulsion system for electric buses, and in 2017 – with electric bus chargers. By 2020, Medcom wants to develop the world’s first SiC multi-system propulsion and power supply system for EMUs. “We have broad range of SiC products in our portfolio, and we are already able to use power electronics devices based on silicon carbide in any rail vehicle or electric bus. And I mean products manufactured using full SiC technology, in which both the transistors and diodes in the converter are made with silicon carbide. We will certain-

ly continue to develop and introduce new devices based on silicon, but in the coming years, their share in the market will keep decreasing. Modern electric vehicles require the use of ever smaller and lighter power electronics devices with even higher energy efficiency. SiC makes it possible,” says Paweł Choduń of MEDCOM.

Factory expansion, increased production, and new jobs Medcom cooperates with customers from the rail industry from Europe, Asia, and both Americas, and the company’s products are distributed to more than 40 countries on six continents. Just a few years ago, the company competed in the international market mainly with its range for rail vehicles. Today, it is also one of the largest manufacturers of propulsion systems for electric buses in Europe. Solaris Bus & Coach e-buses equipped with Medcom’s solutions transport passengers in Poland, Germany, Italy, Romania, Belgium, Spain, France, and Scandinavia, among others.

“By the end of 2018, we will have manufactured a total of about 300 drives for electric

buses. Our range for e-buses is a natural, next step in the company’s development and a response to market trends. We focus on offering power electronics for all types of electric vehicles in public transport, certainly including rail vehicles – metro, trains, and trams” stresses Paweł Choduń, Medcom.

In the rail vehicle market, Medcom is currently executing contracts for the supply of devices to countries such as Mexico, the USA, Japan, Tunisia, Turkey, Norway, the United Kingdom, and several others. In this area, the company cooperates with global players such as CAF, Hyundai Rotem, Mitsubishi Electric, and Siemens, as well as local and regional rolling stock manufacturers.

At the beginning of the year, MEDCOM launched production in its newly built manufacturing space, which gives the company the opportunity to double its production capacity and adapt it to current demand. The investment extended production facility and also enabled for an expansion of the research and development center. This year alone, Medcom wants to create at least several dozen new jobs, and within the next three years, the number of employees may increase by up to 50%.

51

HARDNESS TESTER

INTEGRAL XY

Integral XY is a special hardness tester suitable for tests on railways wheels and other pieces, designed with a manual or motorized XY table for easy moving and placing of the pieces. This machine performs Brinell tests up to 3000 kg and can be equipped with an automatic and fully programmable milling system.

FEATURES Max load: 3000 kg Repeatability: 0.1 HBW High resolution camera

REVOLVER model: head up to 7 tools

STRESS MACHINE

FAT - SHOCK ABSORBER

FAT - Shock Absorber is a electromechanical machine for fatigue tests with brushless motor and ball screws, designed to measure forces in extension and compression and that is suitable for tests on shock absorbers.

The machine can work at different degrees of inclination, thanks to a rotating chassis, from a vertical position to an horizontal one with automatic regulation of the working stroke, from 200 to 900 mm.

FEATURES Load: 25kN Min. division: 0.25 N Speed: up to 300 mm/s Displacements: Âą50 mm Resolution: 0.001 mm

SADEL SMART TRAIN PIS SOLUTION

SADEL

WORD IS CHANGING. WE ARE AT THE BEGINNING OF A DIGITAL REVOLUTION THAT PERMITS THE ACCESS TO THE ICT BENEFITS.THIS REVOLUTION FINDS ITS ULTIMATE EXPRESSION IN THE TRANSPORTATION SECTOR, PARTICULARLY ON BOARD OF SADEL & ALMAVIVA SMART TRAIN. WE ARE AT A TURNING POINT IN HOW WE TRAVEL, AND WE CONSIDER OF GREAT IMPORTANCE TO PROVIDE PASSENGERS BOTH USER-FRIENDLY TOOLS AND SERVICES FOR AN EASY, INTERMODAL AND FULLY SATISFACTORY MOBILITY EXPERIENCE. Integrated, comprehensive and flexible end-to-end solutions allow transport operators, infrastructure managers and mobility stakeholders to satisfy the smart traveller’s needs.

module diagnostics to the Ground System and provides direct access to hosts on the train LAN with configurable forwarding, thus allowing a fully flexible solution for fleet management.

That is why, we have conceived our intelligent “Smart Train” solution that allows all these things.

Thanks to the advance GPS receiver, it checks train position and provides passengers and on-board staff with real-time geo-localized relevant travel information like train route, expected arrival time to the next station, possible delay to the next station and information about connections, including its track, route, destination and departure times, acting as a complete data and content concentrator for the train Passenger Information System.

Our solution is a mainly Ethernet -based architecture, made up of stateof-the-art Passenger Information systems such as on-board multimedia display, analogue and digital public audio solutions, video surveillance, people counting and Wi-Fi. OBoE is the core of our solution. This On Board Equipment is a passenger information, localization and communication unit for trains, subways, trams and buses.

OBoE, working as a train-to-ground mobile gateway, is able to download multimedia and tracking information from a Ground System, receive commands and play audio/video contents from Operating Rooms. It also sends P.I.S.

54

These information contents alternate with commercial offers, breaking news, weather forecast, etc, and are distributed both on video and multimedia peripherals such as internal DOVE6 LCD monitors, internal and external LED panels, automatically announced using the available analogue or digital/VoIP SAX3n PA

system and displayed on personal devices thanks to our Wi-Fi Car3n AP that allows the connection to the Web Portal, hosted in our MEDIA3n Server.

These audio and video contents can be distributed by default or customized upon levels of service.

OBoE offers optional additional modules, e.g. people counting concentrator that allow to collect, process and send to the Ground System all relevant data from various door sensors.

NB3n Full 10G is a Redundant Railway Ethernet Switch allowing the design of a switched LAN over trains. Its structure offers a large number of advantages in the realization of an IP network, meeting the most demanding needs in bandwidth, reliability and security for train services and operations.

Thanks to our global live video surveillance system, passengers travel safely watching directly on our DOVE6 display what happens inside the coach they are.

Only authorized operators have the access to both on-board and remote

video surveillance live view and thanks to our access control systems, in case of need, judicial authority can access at any moment to the off-line video recordings stored on the NVR Server.

Our Smart Train Solution is fully complete and composed of completely independent systems that can easily be integrated with existing on-board solutions.

SADEL AND ALMAVIVA

ARE EXHIBITING AT INNOTRANS 2018, BERLIN 18TH- 21ST SEPTEMBER

to present its Transportation 4.0 solutions.

Integrated, comprehensive and flexible end-to-end solutions which allow transport operators, infrastructure managers and mobility stakeholders to satisfy the smart traveller’s needs and expectations thanks to both the user-friendly tools and services for an easy, intermodal and fully satisfactory mobility experience.

Come and meet us at the stand No.313, Hall 4.1 to discover our innovative technological solutions for a unique travel experience.

55

CONNECTING DIFFERENT MODES OF TRANSPORTATION ECOSYSTEMS INTO A UNIQUE TECHNOLOGICAL ADVANCED FRAMEWORK PAY A VISIT TO ALMAVIVA INNOTRANS BOOTH TO DISCOVER THE BRAND NEW MOOVA PLATFORM AlmavivA SpA is Italy’s leading company in the field of ICT applied to the Transportation & Logistics sectors. Combining exclusive expertise in the mobility sector with a comprehensive package of solutions and services also for the Local Public Transport and Logistics sectors, AlmavivA designs and manages enterprise mission critical business solutions for the movement of people and goods.

Standing beside organisations that tackle digital change each day with technological solutions that improve systems, operating processes and service levels Internet of Things, blockchains, machine learning & artificial intelligence, cyber security.

By merging complex systems and emerging technologies, AlmavivA offers premium services ensuring continuity of service, privacy and data security.

Current scenario and the near future: new mobility paradigm unlocked by digitization Cities are the heart of our global economy since 80% of population lives in cities, what does make cities liveable? The difference is due to effective transportation, one capable of reducing traffic congestion, improving people’s movement and boosting the economy.

56

historical and new different players, as well as evolving business models.

Sharing economy, cloud computing, on demand mobility, awareness of the role of public transport, are paving the way for a new paradigm of mobility: Mobility as a Service (MaaS) or integrated mobility platforms combining different modes of transport and different systems of payment, as simply as possible.

The exponential growth of data in mobility is a unique opportunity to reshape segments of mobility business, from maintenance to customer relationship management, from traffic planning and management to ticketing, from smart mobility to intermodal logistic in a customer centric view.

Thanks to digitization and IoT technology, we can guide and control devices and sensors deployed on routes, stations and means of transport, gather data supporting decision making in process management and redistribute informations aimed at every single customer on different touch points.

Next move? Moova Platform Emerging trends and the use of new technologies have been generating the background for MOOVA new platform development.

The mobility pattern is changing: moving and travelling ways are changing by adopting the citizens’ point of view and exploiting the potential of digitization.

Real time data, shared and personalised information supporting new business models and new services, putting customer experience first, increasing effectiveness, simplicity, convenience and gratification; these are the main characteristics of MOOVA Platform.

Transport and mobility are shifting from a physical infrastructure layer to a digital one, the mobility ecosystem is more and more complex and combines a wider range of

Being aimed at mobility players, Agencies and City Councils, MOOVA is contributing to breakthrough and transform mobility and logistic businesses and offers a central

digital access to the whole world of urban and inter-urban mobility through its Control Room.

The Heart of Moova: Control Room The MOOVA Platform Control Room integrates processes, systems and transportation modes, implements e2e multimodal services monitoring for governance and transport operators, enables traffic anomalies detection and recovering actions management, with the ultimate aim of increasing service quality for all customers.

The control room is enabled by an Information Hub connecting all the mobility players (Agencies, City Councils, Customers), improving cooperation and integrating present, past and future in an informative unicum.

Informations about service, developing service procedures, people or goods using it, are exploited for complex algorithms calculations (analytics) to obtain prediction data and performance indicators, and to detect alerts or new relevant events.

Furthermore, the Information Hub enables data acquisition from external sources (hotels, restaurants, travel agents, etc.) in order to build a catalogue of the “ancillary services” complementing the travel experience.

Moova Lines MOOVA Platform is designed to guarantee continuity and high level of service for customers. It’s composed by five autonomous and conjoining lines cooperating in a unique solution looking ahead with innovative technologies such as Fast Data Processing, Blockchain, Augmented Reality, Machine learning.

STEVO ELECTRIC TESTING YOU CAN COUNT ON

STEVO ELECTRIC

DC-HIGH SPEED CIRCUIT BREAKERS (DC-HSCB) HAVE BEEN USED ON THE RAILWAYS SINCE THEIR ELECTRIFICATION AT THE END OF THE 19TH CENTURY. TO ENSURE THESE VITAL DEVICES PERFORM EFFECTIVELY, THE BALTO LINE OF TESTING EQUIPMENT BY STEVO ELECTRIC IS AT YOUR SERVICE. Why is it so important to test DC-HSCBs? “To protect passengers in trains, rail staff and assets,” said Wim D’Hooghe, Head of Global Sales, STEVO Electric. “There have been cases where the current on lines has increased, due to faulty circuit breakers, leading to metal melting in the trains operating along them. Also, it’s important to protect the switch gear in traction sub-stations – again, there have been accidents in the past here too.”

of breakers are human error, which can never be totally ruled out, and location/ environmental influences like electromagnetic currents (EMC), temperature, humidity, and dirt. “Dirt is often a nasty one,” said Mr D’Hooghe. “We recently tested an Alstom breaker that proved to be completely out of range. After cleaning the parts, it was within spec.”

When DC-HSCBs cut off the power, they also handle arcing internally to reduce the risk of electrocution for maintenance workers.

With a decade of experience under its belt, STEVO Electric has every confidence in its BALTO range of DC circuit testing equipment.

“Back in 2003, the infrastructure division of the Belgian railways, now Infrabel, asked us to build portable equipment for on-site testing of DC-HSCBs used on its infrastructure,” explained Mr D’Hooghe. “Prior to this, while some railway companies (operators, infrastructure managers, or operator + infrastructure managers) had built test equipment themselves, there generally wasn’t any around.”

Another factor to consider, DC-HSCBs are robust devices with impressively long service lives – “up to 40 years and even longer,” pointed out Mr D’Hooghe. “During this time, their springs and other components are simply replaced in the workshop then returned into service, typically without prior testing to check whether they are functioning correctly.”

Demonstrating the BALTO Compact (3.000/4.000A)

Manufacturers of DC-HSCBs of course take every measure to ensure their products are as safe as possible. Nevertheless, factors such as ageing, i.e. wear and tear, need to be taken into account. Circuit breakers have many mechanical parts that deteriorate during use so customers should replace various items on a frequent basis (as stipulated by the manufacturer). Also, a breaker that hasn’t operated for a while suffers from mechanical stiffness and won’t open/close as it should.

Other factors that may impact the performance

58

Proven track record

In response, STEVO Electric developed its first portable testing device for this specific use. Since then, for the transport sector (trains, subways, trams and trolleys, both traction substations and rolling stock), the company has developed the following BALTO product range: • BALTO Modular 3,000-30,000A, which generates up to 15,000A on a single trolley, and up to 30,000A with two trolleys in a masterslave configuration • BALTO Modular 4,000A-40,000A, producing

The fully equipped BALTO Modular (15.000/20.000A) up to 20,000A on a single trolley, and up to 40,000A with two trolleys • BALTO Compact, a compact version of the BALTO Modular, this device has a single power unit and can generate currents up to 3,000A or 4,000A The power units contain sophisticated electronics and act as current sources, drawing energy from batteries and ultracapacitors and injecting a high current into the DC-HSCB. These types of system are also known as primary injection test equipment.

BALTO units are in use today on rail networks in North and South America, Europe, China, Southeast-Asia (Singapore and Hong Kong), and Africa. Clients include rail infrastructure managers, operators and companies such as Infrabel (Belgium), Deutsche Bahn (Germany), NedTrain (the Netherlands), Docklands Light Railway (DLR-U.K.), Metrovias (Argentina), RATP (France), and Washington Metropolitan Area Transit Authority (WMATA-US), as well as manufacturers such as Sécheron, Hawker Siddeley, and Alstom.

“In the past, a few transport companies in Europe used to do primary injection tests in a central location,” said Mr D’Hooghe.

“The DC-HSCB’s were disconnected from the traction substation and brought to the central workshop for testing, often using equipment designed by the transport company themselves. Needless to say, the process was time-consuming, ineffective, and often inaccurate,” he adds.

ALL BALTO

PRODUCTS meet all the relevant specifications issued by standardisation bodies; namely the EN 50123-2 and IEC 61992-2 standards (slope of 200 A/second for measurement of Ids trip current)

Given the niche market for this product and the presence of other suppliers, why are all these clients working with STEVO Electric?

“If you want to do this right you need experience,” reckons Mr D’Hooghe. “Also, we believe our system is superior to others in terms of performance and reliability, plus it’s portable.”

Lion’s share

Yes, being able to bring the equipment on site to perform accurate testing is a big draw, enabling valuable savings in terms of time and money.

STEVO Electric has around 70% of the global market share for rail-specific, DC-HSCB test equipment.

59

While business in China is booming – “the country is building new lines and systems so fast… they want the equipment to test the circuit breakers they are installing,” said Mr D’Hooghe – North America is “promising but will take time,” he reckons. “We started introducing BALTO there in 2016 and have since sold equipment to Washington Metro and New York’s Long Island Railroad.

“Uptake is slower in the US because public transport and passenger rail aren’t as advanced or such a vital part of the transport network as elsewhere in the world.”

Since STEVO’s equipment is designed for the DC market, it covers all metro and light rail/tram systems worldwide, but not necessarily all the national rail networks: while those in countries like France, Spain,

Italy, Belgium, and the Netherlands are based on DC electrification systems, others in countries like Germany, Sweden, China or India are powered by AC.

Mr D’Hooghe. “None of the manufacturers specify primary injection, a simple test which demonstrates the behaviour of the breaker prior to going in service.”

This technical characteristic explains STEVO’s focus on the world’s largest metro systems and the light rail/tramways.

Primary injection testing of DC-HSCBs in rail is not standard today; yet for High Voltage (HV) AC installations, e.g. power utilities, it is compulsory. Why this discrepancy?

Of course, following the manufacturers’ recommendations and observing stringent test and maintenance procedures significantly reduces the risks associated with short circuiting and overcurrents. But why not provide maintenance engineers and commissioning staff with the right tools to guarantee their work is on track? The proof should be delivered by the test unit.

Grey area In their user manuals, DC-HSCB manufacturers include information on how and when the breakers should be tested and maintained. Although the procedures and timing indicated may differ, the general philosophy is identical: regular visual and mechanical checks to measure the important components for wear and tear, but that’s basically it,” said

VISIT STEVO ELECTRIC

AT INNOTRANS 2018

Hall 11.1 109

STEVO Electric’s BALTO system for testing DC-high speed circuit breakers (DC-HSCB)

The BALTO Modular equipped with three power modules (9.000/12.000A)

60

NEXT-GEN’ TRAIN CONTROL AND MONITORING SYSTEMS (TCMS) LEROY AUTOMATION

IN TODAY’S WORLD, MOBILITY IS THE KEY FACTOR TO THE SUCCESS OF OUR SOCIETY. EVERY SINGLE DAY, HOUR AND MINUTE, MILLIONS OF PEOPLE COMMUTE IN THOUSANDS OF CITIES USING CARS, BUSES, COACHES, OR TRAVEL BY USING TRAINS AND PLANES ALL OVER THE WORLD… Concerned about the major spiral of traffic congestion, air contamination, and global warming, international politicians attempt to implement stringent measures to limit the Human carbon footprint. With the impulsion of G7 leaders, several thousands of capital cities, worldwide governments, public and private authorities and companies promote green mobility via the development of bicycles, electric cars and busses, and by re-implementing rail transportation within cities with light rail vehicles, metro infrastructures, intercity and regional trains as well as high and very high-speed trains.

The increase of the public transportation offer is the answer to the mobility of millions of passengers daily all across the globe. As a result of the large diversity of transportation means, a global multimodal transportation strategy is being developed to network all available local cities, countries, and soon we can expect transportation to provide a fully linked integrated intercontinental experience with a possible Beijing to London very high-speed route allying both passenger and freight transits.

Given the boom of real-time connectivity, with fast-growing mobile communication infrastructures such as 3G/GSM-R, 4G/ LTE-R and forthcoming 5G which are being standardized for the transportation market; all passengers expect a much smarter door-to-door journey experience with a craving for unlimited data exchange

62

through mobile phone communications, WiFi access, and also advanced RFiD technologies to connect with a number of dedicated services tuned to each individual passenger’s data profile and personal preferences. Thanks to the latest innovations in internet technologies of things (IoT), there is no longer any limit to connected services; the cloud is currently the new arena for start-ups to contend for most innovative web-based applications.

For instance, passenger information systems will be able to broadcast local and personalized contents (localization map, real-time route information, car park assistance, shopping preferences, etc.) based on artificial intelligence (A.I.) for each traveler using smart phone’s apps.

Assistance to impaired people will also be improved using smart phone’s applications and Bluetooth low energy (BLE) radio communications, in complement to the actual NF S 32-002 (868.3MHz) receivers, to help them to localize train door access from the platform, and to guide them discreetly to their reserved seat. Such applications are jointly developed by LEROY AUTOMATION and its partner PHITECH, specialized in embedded electronics to improve the comfort of visually impaired passengers with its “ARP” solutions.

Ethernet and optimized web software technologies make the lives of millions of passengers much smarter, faster, better and ea-

sier. However, have we ever thought about the limitations of such behavior of all of us as consumer? Cloud and Internet of Things (IoT) is an ideal combination to tailor the most comfortable and optimized passenger experience, what is the impact on our latest transportation means, which all are connected through the best-in-class Ethernet networks? The increased activities of hacking software groups, internet viruses, trojans and malwares, combined with permanent security threats make all high-tech technologies vulnerable, both aspects being closely tied. Ethics and emerging privacy regulations also play a key role to define the limitations of personal data usage, private information being stored permanently (or temporarily) in massive data and computing Clouds. In order to assess train security issues, international electro-technical committee (IEC) standardization work groups are actively engaged in assessing cyber security risks and to provide efficient security guidelines and countermeasures.

The demand for efficient, reliable, environment -friendly, safer and more secure means of transportation is increasing steadily throughout the world, thus driving the development and modernization of the railway infrastructures and vehicles, from light rail, mass transit to high-speed trains. Modern railway vehicles require an integrated communication system in order to allow efficient management and operations. This vital network is known as

the Train Control and Management System (TCMS).

A performant TCMS must allow a strongly reliable, highly secure and fail-safe operation of the vehicle while monitoring and diagnosing vital and non-vital sub-system operations. It encompasses advanced network and communication services, enables optimized vehicle availability and reliability through real-time provisional diagnosis of train systems, faster operation due to the automation of key operations, and reduces the overall maintenance and ownership costs thanks to an increased status visibility.

LEROY AUTOMATION is a leading manufacturer and integrator in TCMS development, implementation, and deployment with over 100,000 systems operating worldwide daily and transiting billions of passengers and freight merchandises. For 35+ years, the company has been developing innovating and state-of-the-art TCMS components, automation modules and control & monitoring architectural solutions, designed to offer optimal performances in severe environment operations withstanding extreme temperatures from -40°C up to +50°C, and even -50°C with its winterized modules.

LEROY AUTOMATION provides fully integrated TCMS solutions including hardware and software development, engineering, technical assistance and training, as well as on-site train commissioning services. LEROY AUTOMATION is one of those unmatched suppliers with dedicated technical support teams during all the phases of deployment, from early design stages to servicing and beyond; until the end of the product lifecycle where solutions are recycled for a new technological go.

In this context, LEROY AUTOMATION’s next

generation of TCMS architectures includes a wireless local area network (LAN) to broadcast data logs in real-time to trackside infrastructure. The aim is to provide maintenance data for off-line processing in order to engage provisional maintenance activities to reduce the overall operational cost of rolling stock fleet management (LCC and TCO). Moreover, each TCMS hardware component such as vehicle control units (VCU), remote I/O modules (RIOM), and field bus communication gateways embeds specific cyber-security features, i.e. physical crypto-memory devices with advanced encryption techniques such as TRNG, AES-256, SHA-256, SHA-512, ECC, RSA, etc… Communication channels are enabled through secured HTTPS protocol for management and remote configuration or user-predefined level rights for re-programming; intrinsic data is exchanged using UIC 559-compliant web-services for high-level maintenance and high-end supervision purposes. Passenger security and safety, and train system availability is also increased with a dedicated range of SIL2-certified vital cores.

On the strategic side, LEROY’s corporate social responsibility (CSR) and continuous improvement policies aim to serve and support our rolling stock manufacturing partners and integrators, leading to: • World-class EN 50155-compliant hardware products; • Top-ranking EN 50129 and EN 50128 compliancy for safety SIL2 hardware/software developments, and system integration for on-board rolling stock applications ; • ISO 9001:2008 and IRIS / ISO-TS 22163 certifications for business management system (BMS) for quality management and assessment ; • Railsponsible® ECOVADIS evaluation for

CSR and strategic eco-design considerations with the engineering of 100% recyclable mechatronic products ; • Active involvement in major standardization committees: European CENELEC and international IEC groups, including TC9X WG26 for the Railway applications – Cybersecurity project.

Our COTS products such as RIOM, BRIO or SLG ranges are deployed worldwide for use in railway applications in the most extreme operating conditions. The main applications are compact vehicle control units (VCU), modular remote I/Os (RIO) and field communication gateways (GW). All are compatible with any communication network and protocols, such as TCP and UDP sockets, EtherNet/IP – CIP, IPTCOM, MODBUS, PROFIBUS, PROFINET and IEC 61375-2-3 Train Real-time Data Protocol (TRDP).

All our PLC products can be programmed using the IEC 61131-3 STRATON workbench (PLC open-compliant), or using the C/C++ board support package for real-time Linux operating system (OS) to provide the necessary flexibility to train automation and embedded software engineers.

Featuring extremely powerful processing capabilities in compact and easy-tointegrate form-factors, our products are the cornerstone of a timely and reliable monitoring of train sub-system management, and a sesame for the successful implementation of TCMS systems. Features such as automatic status checking and accessible visual controls enable faster commissioning and maintenance. Our experience in train network design and implementation is highly valued by train operators and vehicle manufacturing partners who rely on our expertise to continually improve their systems and implement innovating technologies for

63

better performance; while saving energy and rationalizing expenditures.

The flexibility and adaptability of our system allows the implantation of TCMS solutions in the newest generations of train-sets as well as it enables the refurbishing and modernization of existing train fleets. All railways related devices can be connected and supervised by our products; and integrated into our optimized TCMS architectures based on highly standardized and proven train communication networks (TCN).

In addition, custom developments for hardware and software can be implemented by our dedicated team of design engineering experts, in order to meet any needs expressed by our partners.

Be advised and ready to implement your next generation of Train Control and Management System (TCMS) architectures using the most reliable, proven and advanced commercial-off-the-shelf (COTS) platforms from LEROY AUTOMATION.

About LEROY AUTOMATION LEROY AUTOMATION is a family-owned company headquartered in Toulouse (France) with a North American subsidiary located in Montreal, Quebec (Canada).

For almost 35 years, LEROY AUTOMATION has been designing, manufacturing and marketing automation products and embedded electronic equipment for on-board rolling stock vehicles, automation solutions for electrification networks, and railway, industrial & military control systems.

Especially designed for harsh conditions, the company’s products are suited for demanding electromagnetic and extreme thermal and high vibration operating environments. From feasibility studies, detailed engineering and design, to maintenance and repair services, LEROY AUTOMATION supports its worldwide customers throughout the complete life cycle of their products and systems. For several decades, LEROY AUTOMATION has partnered with ALSTOM, BOMBARDIER, CRRC, SIEMENS, THALES, and others in international

LEROY AUTOMATION SAS FOR MORE

INFORMATION, PLEASE CONTACT:

All trade mark and registered marks are acknowledged.

LEROY AUTOMATION Inc

250, rue Max Planck

355, rue des Recollets

31670 Labège

H2Y 1V9 Montreal - Quebec (Canada)

(France) T. +33.562.240.550 sales@leroy-autom.com

64

project and product developments along with railway and mass transit authorities, industrial and military customers, system integrators and OEMs worldwide.

T. +1.438.794.5166 sales@leroy-autom.com

65

INNOVATION IN SWITCH POINT CONSTRUCTION DECREASE YOUR MAINTENANCE COSTS AND INCREASE YOUR TRACK AVAILABILITY

AUSTROROLL®

‘ROLL INSTEAD OF LUBRICATE’ IS AUSTROROLL®’S MOTTO, THE LEADING MAINTENANCE- FREE ROLLER DEVICE FOR RAILWAY SWITCH POINTS. IT IS THE ONLY PERMANENT FLEXIBLE SWITCH POINT ROLLER WORLDWIDE AND GUARANTEES IMPRESSIVE ROBUSTNESS, SIMPLE ASSEMBLY AND HIGH OPERATIONAL EFFICIENCY.

The maintenance-free switch point roller Austroroll sets itself apart due to its special design, simple installation without any slide chair change and a 5 years warranty. Its significant advantages are that the necessary operating force is drastically reduced and a lubrication of the slide plates is no longer required. This minimises operating costs as well as switch point malfunctions. The environmental friendly Austroroll roller reduce the throwing force up to 60% and its amortisation time is below 2 years.

Since 1992 Austroroll is successfully used by a lot of international railway companies. Up to now, more than 220,000 AUSTROROLL® units are in operation as well in the heat of the Australian outback

66

or in the snow of the Austrian alps. In addition, private and industrial railway operators also depend on it’s reliability and the fact that it requires no maintenance, especially under difficult ambient conditions such as excessive heat, cold, ice and dirt.

AUSTROROLL® is a product of the buntmetall amstetten GmbH, plant Enzesfeld-Caro, a leading supplier of high-quality niche products made from copper and copper alloys in Europe. The company employs around 640 members of staff and the export rate exceeds over 90% and is a member of the German Wieland-Group.

AUSTROROLL® HSR FOR MOVEABLE FROGS

AUSTROROLL® HSR

AUSTROROLL® HSR for moveable frogs The new solution for railway points to make them completely lubrication free, with highest quality from Austria. Using different mounting solutions, new turnouts or already installed turnouts can be easily equipped.

The patented Austroroll frog roller (HSR) is a rolling device for frogs with spring-action point for high-speed points. Up to now the slide plates of these frogs had to be greased regularly to ensure that the movement from one end position to another was as lowfriction as possible.

Austroroll HSR frog roller, the solution for spring-action frogs As is so often the case, it is the supposedly simple solutions that work and can therefore convince our customers. The principle of functioning is similar to that of the proven Austroroll rolling device in the switch device area. However, in the frog area, the very cramped space conditions do not enable any direct installation of rollers at or under the moving frog point. The functioning of the lifting of the frog during the travelling motion is assumed by a deflecting bracket, which can be directed over two rollers mounted to the side of the wing rails – installed under the frog point. At the start of the travelling motion it lifts the frog point, transports it into the other end position and replaces it there again. Greasing of the «slide plates» is no longer required.

This Austroroll idea was registered for patent in 2010. Numerous points have already been fitted with Austroroll frog rollers in the Netherlands. Till 2018, a number of relevant points in Germany were also equipped with them for test purposes.

In all cases, the operators are very satisfied with the results. They thereby save tedious and time-intensive greasing of moving frog points. The combination of Austroroll switch rollers and Austroroll frog rollers leads to completely grease-free points.

67

We do this ONLY AEP has been focussing exclusively on Electronic Ticketing for Public Transport for ALMOST TWENTY YEARS. We do only this and strive to do it in the best way, with a concrete commitment and a desire to innovate, without wasting our energy, ready to offer the structural opening of our systems to operators in adjacent sectors.

The great strength of AEP are the COMPLETE SYSTEMS, not only those that manage millions and millions of daily transactions, but also those for medium and small companies which can access, at reasonable cost, a wealth of knowledge and of deep and consolidated experience, where software and equipment, all coming from the same supplier, merge and integrate to constitute the ideal solution for every need in electronic ticketing.

www.aep-italia.it

KEEPING TRAINS MOVING; MEETING NEW TECHNOLOGY DEMANDS

LEM

A KEY ELEMENT OF THE PROPULSION SYSTEM FOR LOW SPEED URBAN TRANSPORTATION TO HIGH SPEED INTERCITY TRAINS IS THE TRACTION CONVERTER THAT TRANSFORMS THE POWER FROM THE POWER SOURCE, WHETHER A CATENARY OR DIESEL ENGINE, TO DRIVE THE ELECTRIC MOTORS. The traction converter consists of a rectifier if connected to an AC power source, or a filter in case of a direct connection to a DC grid, as well as an inverter to drive the motor. The DC link is the connection between the rectifier or the DC grid and the inverter. In order to guarantee a sustainable performance, a constant DC link voltage is needed, regardless of the load. To perform the regulation, it is crucial to have a reliable measurement of the voltage level.

A key component to perform this task is the voltage transducer.

Fig. 1: The traction drive system Trains are required to run in areas with severe environmental conditions, including extremes of temperature, dryness and humidity which means that the traction converters and their components are highly stressed . In addition, the evolution of the technology in power electronics, while bringing significant benefits, also implies that additional constraints are impacting the behaviour of the components. The main benefit of this evolution for the traction converters stems from the semiconductor industry which, with higher switching frequencies, helps to significantly reduce losses and enables a more compact design. The drawbacks are higher magnetic fields and higher common mode perturbations and voltage transducers are highly impacted by these perturbations.

The old technologies used for these devices are no longer suitable for the new, more demanding, environmental conditions and this is why the new DVM transducer, using the proven patented technology from LEM, is the right solution. It has an extremely high immunity to external magnetic fields and a partial discharge level higher than the maximum DC link voltage. With a compact design, a good accuracy, a very low drift in temperature and the ability to withstand high common mode dv/dt perturbations, the DVM is the perfect choice for DC-link voltage measurement.

70

LEM new voltage transducer (DVM) LEM has designed a new range of voltage transducers based on DVL technology (successfully launched in 2012). The result is the DVM series voltage transducers that cover nominal voltage measurements from 600 up to 4200 VRMS (covered with 6 references – Figure 2) and are a way to extend the voltage measurement above 2000 VRMS which is the highest nominal voltage measured with the DVL series. To operate, they only need to be connected to the measuring voltage, without inserting additional resistors on the primary side, and a standard DC power supply range of ±13.5 V to ±26.4 V.

With a primary voltage higher than zero, the transducer consumes a maximum of 30 mA (maximum internal consumption), plus the output current (typically 50mA at nominal value), when set-up with current output.

DVM features a combination of all the a dvantages of previous LEM products and fulfilment to all new EMC requirements.

This product series has been designed according to IRIS and ISO 9001 standards and differentiates from previous generation with the 4 following performances: • Low consumption of about 30 mA • Frequency bandwidth 12kHz • Safety insulation 12 kV • Very good accuracy in temperature Figure 2: DVM voltage transducers series from 600 up to 4200 VRMS

How does it work?

Starting from the left of the diagram in Figure 3 at the primary side, where input voltage might typically be ±4.2 kV, the first stage is a voltage divider that reduces the supply down to a few volts, and is able to withstand high dv/dt while having low thermal drift. Then a sigma delta modulator converts the signal from analogue to digital as a 16-bit output.

This is followed by a digital encoder producing a single serial signal enabling data to be transmitted via one single, isolated channel. Thereafter, an amplifier feeds the signal to the primary side transformer required to provide the desired galvanic isolation.

At the end, the product insulation test voltage is max 12 kV. The transformer therefore needs to withstand such a high test voltage, while at the same time the lifetime of the insulation can be guaranteed.

This assurance is only possible if a partial discharge of less than 10 Pico coulombs is ensured when a 5 kV voltage is applied between the primary and secondary. The DVM has been specifically designed to achieve that performance.

On the secondary side, the bit-stream is decoded and filtered by a digital filter. Because the primary signal square wave is distorted by the transformer, a Schmitt trigger is used on the secondary side of the transformer to restore it to square wave. This is then fed into a decoder and digital filter; The function of which is to decode the data bit stream into a standard digital value that can be used in digital to analogue converter within the microcontroller. The recovered output signal is completely insulated against the primary (high voltage) and is an exact representation of the primary voltage.

The transducer can be easily adapted for different ranges by modifying the gain programmed by the microcontroller. This does not require changes in the design of the transformer, or in the design of the assembly of the circuit boards in the housing. The microcontroller cancels offsets and adjusts the gain by software and then converts the signal from digital to analogue output. The microcontroller transfers data from the digital filter to a 12-bit D/A converter with a transfer time of around 6 μs. The analogue output voltage is then filtered and converted into

a current (±75 mA full scale) using a current generator protected against short-circuits.

The microcontroller also regulates a DC/DC converter that creates internal secondary regulated supply voltages. The DVM user typically supplies ±24 V or ±15 V DC voltage, while the DC/DC converter allows supply to the sigma delta converter and the digital encoder at primary side with +/- 5 V and +/3.3 V. The additional circuitry is shown as a group at the top of the circuit schematic, with the frequency of the DC to DC converter given by the microcontroller.

The last block to the right of the microcontroller is a voltage to current converter for customers who prefer current output, typically 50 mA at nominal voltage, in order to comply with electromagnetic compatibility (EMC) regulations. The lower impedance current output is less prone to interferences from external electromagnetic fields. A voltage output version of 10 V at nominal voltage is also available, as well as a 4 to 20 mA output for unipolar measurements

71

Main characteristics With a typical accuracy of ±0.5% of VPN at ambient temperature, DVM shows a quite low temperature drift resulting in a typical accuracy of only ±1 % of VPN over its operating temperature range from -40°C to 85°C. Initial offset at 25°C is 50µA max with a maximum possible drift of ±100µA (typical) over the operating temperature range. Linearity is only ±0.1%.

Fig. 3: DVM technology: Working principle of the insulating digital technology The DVM transducer’s typical response time (defined at 90% of VPN) against a voltage step at VPN is of 48µs (Max 60µs). As a result of the fast response time, a large bandwidth has been verified at 12 kHz at -3 dB.

Mechanical and standards LEM has designed its new products to be compatible and to out perform the previous generations of LEM voltage transducers (LV 100 families). Important features and functions include 100% compatible in terms of functions and performance, and improved levels of accuracy and temperature stability, thus greatly simplifying retrofits.

The DVM series is 100% compatible for the base mounting footprint, but with slight difference in the outline dimensions such as the primary and secondary connection locations. Thanks to a new design, the DVM is smaller in height (30% less) and occupies 25% less overall volume and is 56% lighter! (Figure 4)

Fig. 4: Outline DVM vs LV 100-VOLTAGE

The reduction in size does not compromise the DVM’s high immunity against the external surrounding perturbations or against the high voltage variations, thanks to a highly focused internal electronic design applied on the printed circuit as well as for the mechanic design (Figure 5).

Fig. 5: DVM 4000 typical common mode behaviour against dv/dt of 6 kV/us (4200 V applied): Only 0.5% of VPN as error generated with a recovery time of less than 50µs.

The error resulting in common mode condition, with 6 kV/us and 4200 V applied, is limited to 0.5% of VPN with a DVM 4000 and with a short recovery time of less than 50µs, when this can go up to 18% of inaccuracy and 500µs of recovery time with an equivalent LV 100-VOLTAGE in the same conditions of test.

Due to the DVM’s low parasitic capacitance, the effect of dynamic common mode is nearly cancelled out

72

(included in accuracy) (Figure 5), this is an important characteristic as new technologies like IGBT and MOSFETs SIC provide higher dv/dt between primary and secondary.

The secondary is generally connected to the ground for safety reasons. The primary is the measurement of differential voltage, but voltage can float. The potential change on the primary can cause a perturbation at the secondary and this cannot be filtered otherwise it would reduce the response time, so the parasitic capacitance between primary and secondary has to be reduced to the lowest possible within the transducer design.

The previous generation of voltage transducers LV 100-VOLTAGE models are based on the Hall effect technology in closed loop mode and use a magnetic circuit, making them more sensitive to external magnetic fields where DVM does not use a magnetic circuit.

The DVM allows easy adaptation to input isolator size depending on input voltage, and any kind of connection for the secondary side such as connectors, shielded cables, terminals (threaded studs, M4, M5, inserts, UNC etc.) according to customer specifications.

The DVM models have been designed and tested according to latest recognised worldwide standards for traction and Industry applications. The EN 50155 standard “Electronic Equipment used on Rolling stock� in railway applications is the standard of reference for electrical, environmental and mechanical parameters. It guarantees the overall performances of products in railway environments. For Industry, IEC 61800 for drive applications, IEC 62109 for

solar applications, IEC 61010 for safety.

high voltage applications up to 5kV peak.

As previously mentioned, special attention has been paid to the mechanical design of the DVM in order to ensure a low level of partial discharges at a high voltage rate.

The higher the extinction partial discharges voltage (> 5kV) is, the better it is, as no discharge happens during the normal defined function. The partial discharges level is defined at 10 pC.

Mainly designed for medium and high voltages, DVM transducers are also suitable for any kind of rugged environments, requiring good performance in terms of accuracy, gain, linearity, low initial offset, low thermal drift, etc. Featuring high immunity to external interferences generated by adjacent currents or external perturbations for example and high immunity against high voltage variations, DVM transducers offer excellent reliability.

As the voltage rises, some partial disruptive discharges start between 2 points, usually at the opposite potentials in any product.

Maintaining the discharge levels will reduce the product insulation over the time and then eventually impede the quality of the product until it fails. These discharges happen at a level called the ignition voltage and are defined as disappearing usually when they reach a level of 10 Pico coulombs when decreasing the applied voltage (extinction voltage). Usually the extinction voltage is always lower than the ignition voltage.

To ensure long life products, the goal is of course to have the extinction voltage at a higher level than the normal working voltage rate.

Use of the DVM ensures this, thanks to extinction voltage at 5 kV when the product has been defined to measure nominal voltage from 600 to 4200 VRMS. Accelerated tests have been performed to estimate failure rate, including temperature cycles as well as complete characterisation of the product according to the standards.

Thanks to an innovative design using the insulation transformer linked to digital technology, the DVM models guarantee insulation and partial discharges levels for

73

IGE+XAO: POWERFUL ELECTRICAL ENGINEERING AND MANUFACTURING PLM PACKAGES FOR THE RAILWAY INDUSTRY

IGE + XAO GROUP

Having collaborated for several years with • railway equipment manufacturers, • operators, • infrastructures providers, • MRO companies, and being part of the Mipirail international cluster, IGE+XAO has developed deep understanding of issues facing railway design engineers such as intelligent train, equipment reliability, safety, eco e_ iciency, additional comfort and services to name just a few.

This has led to increased requirements for electrical cabling, as well as configuration and variants management.

To help them cope with these issues, the IGE+XAO Group has developed an innovative and complete so_ ware range for railway equipment electrical design and manufacturing.

Covering the full engineering and manufacturing process IGE+XAO range covers the full electrical system design and manufacturing process and enables companies to build a powerful “digital twin”: • Define • Model • Integrate • Produce • Document • Maintain The solution is highly scalable and clients can implement it step by step depending upon their requirements.

Distinctive competitives advantages IGE+XAO powerful PLM (Product Lifecycle Management) suite provides equipment

74

manufacturers’ with advanced configuration tools. They allow for instance to define once a rolling stock and then re-use it in several configurations.

Teams work on shared data in a single repository. By sharing data, engineering and manufacturing teams save time, identify and solve problems early in the design stage.

Railway specific functions help accelerate the design process and lead to significant cost reduction. For instance, advanced wire routing features will allow engineers to design and calculate wire harnesses very precisely.

Information system integration with company global PLM, 3D mechanical CAD, PDM, ERP, etc. is also key and eliminates unnecessary data entry, therefore reducing error risks.

At last, strong traceability features will enable teams to follow up the di_ erent design stages and retrieve information through versioning.

Convinced customers IGE+XAO solutions have already attracted major equipment and infrastructures manufacturers, MRO companies as well as their subcontractors. All have been able to save weeks and even months on their new equipment design and manufacturing.

Member of the mipirail international cluster The Mipirail cluster includes companies in the rail sector in French Occitanie region. At the national and international level, Mipirail coordinates its actions in conjunction with the three other French rail industry clusters (Association of Railway Industries, Mecateam Cluster and Neopolia). Since 2013, the four railway clusters have initiated an interclustering approach called Railway Business Clusters, a network hosted by the Federation of Rail Industries.

Shaping the Future of the Electrical PLM, CAD and Simulation

Over 30 years of experience 385 employees 33 sites in 22 countries Over 86,000 licences sold

IGE+XAO Group 16, boulevard Déodat de Séverac CS 90312 – 31770 Colomiers France

Ph. +33 (0)5 62 74 36 36 @. info@ige-xao.com www.ige-xao.com

75

“ BRANDS CAN KEEP ANALYZING DATA UNTIL THEY’RE BLUE IN THE FACE. HOWEVER, IF THEY DON’T KNOW WHO REALLY NEEDS THEIR PRODUCT, ALL THAT FIDDLING WITH DATA WILL NOT HELP THEM STAND OUT FROM THE HUNDREDS OF COMPETITORS WHO ARE PROBABLY DOING THE SAME THING.”* Daniel Newman, Broadsuite Media Group

WE STAND FOR INTERNATIONAL MARKETING IN THE RAIL INDUSTRY CROSSMEDIA / WEBMARKETING / PRINT MEDIA / CONSULTING / WEB &AMP / PRINT DESIGN

WWW.BTOBRAIL.COM