TDH Rail, Issue 66, November 2017

ISSUE 66 NOVEMBER 2017

ASIAN REGIONAL ROUNDUP 2017 DIGITAL RAILWAYS – TRACK SAFETY SYSTEMS ASSURANCE MANAGEMENT The Official Magazine of the Asian Railway Operators Association and Rail Solutions Asia 2018

KUALA LUMPUR MAY 2 – 4 2018

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CO N T E N T S News 04

EVRAZ supplies rails to Indonesia, Bombardier delivers INNOVIAs to Kuala Lumpur, Manila LRMC win leadership award, Siemens technology on Bangkok Blue Line

Rail Solutions Asia 2018 KUALA LUMPUR MAY 2 – 4 2018

Asia’s Premier Railway Event for 2018 The 19th Exhibition and Conference for Railway Professionals in the Asia Pacific region Incorporating the 15th Annual Congress of the Asian Railway Operators Association Kuala Lumpur Convention Centre May 2–4 2018

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Following another record-breaking show earlier this year, the region’s premier railway event will return to Kuala Lumpur from May 2 – 4 2018

Malaysia 13 Still on target for a world-class metro and embarking on two of Asia’s biggest railway projects

Singapore

14

On target to double the size of its rail system by 2030

India 15 A concerted effort by the government to move from roads to rails

Thailand 17 The first monorail systems are going ahead, but HSR lines are still on hold

Vietnam 18 Focusing resources on mainline and ambitious plans for new urban lines

Towards Digital Systems

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The development, implementation and benefits of modern signalling and train control systems. By Bassam Mansour, Systems Director, HSS Engineering

System Assurance Management

23

Understanding how Systems Assurance can keep passengers assured and train operators profitable.

By Dr. Ken Chan, Director, Orient SA

Digital Solutions for Track Safety

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The use of digital images and software is moving track surveying and maintenance into the office, with benefits in safety and costs. By Stirling Kimkeran, Head of Technology Development and Solutions, Balfour Beatty Rail magazine, is published by TDH Exhibitions Ltd. TDH Exhibitions Ltd PO Box 139 Cranleigh GU6 7WD, UK Tel. +44 (0)1483 548290 Fax. +44 (0)1483 548302 Email: tdh.norm@gmail.com

NEXT ISSUE UK Office +44 1483 548 290 Malaysian Office +603 4024 7717 info@tdhrail.com

www.tdhrail.com

Issue 67 will be published in March 2018. Editorial content will include: RSA 2018 Rail Solutions Asia 2018 - A full preview of Asia’s premier railway event Network Control The fundamentals of design for the command centre Rolling Stock Rolling stock procurement Permanent Way Latest developments in rail steels for special purposes The above is in addition to news, AROA updates and extra features. The features listed may change.

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NEWS Bombardier Completes INNOVIA Delivery for Kuala Lumpur Bombardier Transportation and Malaysian partner HARTASUMA SDN BHD have completed the final train handover of the contract to deliver 14 new, driverless BOMBARDIER INNOVIA Metro 300 trains for Kuala Lumpur.

The final train was handed over to Prasarana Malaysia Berhad on the 11th October. The lightweight, aluminium four-car trains have been increasing capacity on the Kelana Jaya Light Rail Transit Line since the first vehicles began service in December 2016.

“Bombardier has been delivering sustainable rail transit solutions to our well-established ecosystem in Malaysia for 25 years, which demonstrates the strength of our technology and expertise.” said Jayaram Naidu, Head of South East Asia, Bombardier Transportation. He added, “We are very proud that our latest, additional INNOVIA trains are contributing to increasing urban connectivity across the greater Kuala Lumpur area, which is estimated to grow to ten million residents by 2020.”

As a committed partner to Malaysia, final assembly and the interior fit-out of the trains was carried out at the Bombardier HARTASUMA Consortium facility in Westport. Bombardier’s INNOVIA fleet has a proven track record of safe and reliable operation. The state-of-theart INNOVIA Metro 300 trains can move up to 30,000 passengers per-hour, per-direction and ridership on the Kelena Jaya Line has increased by 26% to more than 270,000 passengers daily since early 2017. The delivery of the new fleet supports Malaysia’s target that 40% of all commutes across the Klang Valley will be made by public transportation by 2030.

Bombardier is also providing further integrated mobility solutions, helping the government deliver its economic and public transportation development programmes. This includes an additional 27 four-car INNOVIA Metro 300 trains to be delivered to Prasarana by 2022 and a major refurbishment programme for the original fleet running on the Kelana Jaya Line. In addition, the first two lines of the Klang Valley Mass Rapid Transit system are being equipped with the BOMBARDIER CITYFLO rail control solution.

EVRAZ Supply Rail To Indonesia

WDF17: Podium discussion focuses on Asian railways

Evraz recently delivered rails for the Jakarta LRT Project Corridor 1 (Phase 1) Kelapa Gading – Velodrome. The rails were supplied to WIKA BETON – EMRAIL KSO, a joint operation established by PT WIJAYA KARYA BETON TBK and EMRAIL SDN BHD, a Malaysian company with expertise in railway construction.

PT WIJAYA KARYA BETON TBK is an Indonesian company with expertise in the construction and precast concrete industries. They are a subsidiary of PT WIJAYA KARYA (PERSERO) TBK, a state owned company that is acting as the main contractor for Jakarta LRT Project Corridor 1 (Phase 1), as well as providing the civil work, trackwork and system work for the project.

This is one of the first LRT lines in Indonesia.

The total length is 21.2 Km, with the first 5.6 Km of the route connecting Kelapa Gading Depot and Velodrome Station. The line is expected to be opened to the public in August 2018 to support the 18th Asian Games that will be held in Jakarta and Palembang, Indonesia.

With this latest delivery, Evraz is again proving its ability to supply premium quality rails within the ASEAN region, following previous successes for the North Sumatera and Pare Pare railway projects.

The fourth Wheel Detection Forum (WDF), which took place in Vienna from 4-6 October attracted 262 participants from 36 countries. The forum provided valuable insights into current developments on state-of-the-art solutions, based on wheel detection, axle counting and Distributed Acoustic Sensing (DAS), as well as further tracking technologies.

Asian interest in this cutting edge technology was evident during a live podium discussion. Romesh Srinivasan, MD of K.L. Consult Associates Sdn. Bhd., Malaysia and Ba Myint, Senior General Manager/Deputy Managing Director (Inspection) and CIO at Myanma Railways both discussed the progress that has been made in their countries railway networks. Mr Srinivasan commented that, “…there are many innovative products and a lot of information coming to the markets in the fields of reliability and safety. We look forward to more and more artificial intelligence as we go into the fourth industrial revolution. The WDF has highlighted to us what the future holds for the railway Romesh Srinivasan and Ba Myint pictured with Peter industry”.

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NEWS LRMC Management team wins award The management team at Light Rail Manila Corporation (LRMC) was recently given the 2017 Executive Leadership Team of the Year award at the Asia CEO Awards, held in Manila. LRMC’s President and CEO Rogelio Singson was also among the finalists for 2017 Global Filipino Executive of the Year.

Incorporated in July 2014, LRMC currently operates, maintains and upgrades the Manila Light Rail Transit Line 1 (LRT-1). In October 2014 it signed a Concession Agreement with the DOTC and LRTA for the P65-billion LRT 1 Cavite Extension, Operation & Maintenance Project, which is part of the 2011-2016 Philippine Development Plan to accelerate infrastructure.

The award was presented in recognition of the management team’s leadership excellence in improving customer experience on the LRT-1 and for its achievement in: improving efficiencies and introducing innovations that resulted in an increased number of trains and trips, improved safety and cleanliness of the stations, extended operating hours, resulting in reduced passenger waiting times, increased ridership, significantly improved customer satisfaction and the company’s achievement of two ISO certifications for quality management and environmental management.

The management team included Chief Operating Officer, Rodolfo Chansuyco (centre) and Operations Director, Rodrigo Bulario (on left) pictured above at Rail Solutions Asia 2017, where they attended as members of the Asian Railway Operators Association (AROA) with three other colleagues from LRMC.

Alstom opens locomotive facility in India Alstom recently commenced production at its greenfield electric locomotive manufacturing facility in India. Located at Madhepura, in the state of Bihar, it is Alstom’s first electric locomotive manufacturing facility in India and is set to transform the heavy freight transport landscape in the country.

Commencing production on schedule, the plant is a remarkable achievement in the construction of greenfield facilities in the country.

The Prima T8 (WAG12) locomotive, which will be produced in this new factory, is part of Alstom’s Prima range of locomotives and has been specially adapted for the Indian network. The first two-car body shells have already arrived at Madhepura and will soon be fitted and assembled at the plant. The first locomotive will be ready for roll-out early next year, with the first 5 locomotives ready by 2019. These will be followed by 35 locomotives by 2020, 60 in 2021 and by 100 each year until the target of 800 is completed.

A true embodiment of the Indian government’s ‘Make in India’ vision and built to the highest standards of quality and safety, this facility is part of a joint venture between Alstom (74%) and Indian Railways (26%). Spread across 250 acres, it currently employs 70 people, with plans to ramp it up at a rate of 25% every year until it reaches full capacity.

Headquartered in Bangalore, Alstom’s current manufacturing footprint in India includes: its metro rolling stock manufacturing facility at Sricity, component manufacturing facility at Coimbatore, with the latest addition being the e-loco manufacturing facility at Madhepura. For the e-loco project, the company is also setting-up two maintenance depots at Saharanpur (Uttar Pradesh state) and Nagpur (Maharashtra state). In addition, it also has a rolling stock and signaling design and engineering centre in Bangalore. This extensive footprint is enabling Alstom to expand its portfolio and deliver bespoke products and solutions to meet the growing needs of customers in India and other global markets.

PESTECH acquires CRSE in Malaysia PESTECH recently announced that its wholly-owned subsidiary, PESTECH Technology Sdn. Bhd. (PTECH) had entered into agreements for the sale and purchase of 100% of the issued share capital of Colas Rail System Engineering Sdn. Bhd (CRSE).

PTECH is involved in the provision of design, engineering, supply and commissioning of balance of plant systems for power plants and rail electrification projects. Following the Acquisition, CRSE, who is involved in the provision of project management, engineering design, procurement, construction and related support services in relation to railway electrical and mechanical projects, will become a whollyowned subsidiary of PTECH At a total purchase price of RM10,382,500 the acquisition is expected to accelerate PTECH’s growth in the power generation and rail electrification businesses.

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NEWS Bangkok Blue Line to be extended with Siemens technology Bangkok Expressway and Metro Public Company Limited (BEM) and CH. Karnchang Public Company Limited are working with a consortium of Siemens and ST Electronics (Thailand) Limited to deliver rail technology for the extension of Bangkok's Blue Line Metro. The scope of Siemens' delivery includes: 35 three-car metro trains, the signaling system, the traction power supply and complete equipment for the depot and workshop. In addition, Siemens will perform maintenance services for the transit system for a period of ten years. Commissioning of the new extension is planned for 2019-2020. When completed, BEM will be the transport operator for the line.

The initial Blue Line in Bangkok was delivered as a turnkey rail system by Siemens in 2004 and was the first metro line in Thailand's capital. Around 320,000 passengers a day use the 20-kilometer metro line with 18 stations. The line is now being extended by a further 28 km, with19 additional stations. When the line's extension is completed, experts forecast that Bangkok's metro will transport up to 500,000 passengers per day.

"We have decisively helped develop and shape Bangkok's urban transport system over recent decades. This is the fifth major order we've received for expanding the city's urban transport system," says Jochen Eickholt, CEO of Siemens Mobility Division. Bangkok's population has been booming for years and in order to cope with this growth, the city wants to increase the share of urban transport users from 40 percent at present to 60 percent by 2021. Consequently, this requires an expansion of the city's rapid transit systems.

The trains from Siemens that will be used on the Blue Line are an evolution of existing Bangkok metro trains and are capable of carrying more than 800 passengers each. The trains have a top speed of 80 km/h. A connection between the Blue Line and the Purple Line was inaugurated in August of this year and in 2016, Siemens received an order for 22 four-car metro trains to operate on the city's Green Line. Delivery of the first trains is scheduled for the coming year.

Trakblaze launch Mobile Train Weigher

Bombardier appoints new MD in India

Trakblaze have recently released their robust Wireless MTW™ Mobile Train Weigher. This follows 2 years of research, design and manufacturing, with countless hours of testing, before commissioning.

General Manager Mr Robert Gysberts, commented that “the Wireless MTW™ is the future for rail workshops and field weighing. With less cabling and reduced setup time, the Wireless MTW™ is a convenient and even more efficient way of weighing rail vehicles." The Wireless MTW™ was born from Trakblaze’s globally used MTW™ and therefore manufactured under strict conditions to ensure the highest quality engineering standards, along with all the specifications and toughness expected from the MTW™ product range.

Bombardier (India) recently acquired a Wireless MTW™ for their rail workshop. The wireless weighing system now offers rail workshop employees the flexibility to conduct tests within, or outside the confines of the workshop pit, without the restrictions of cables. In keeping with the quality of the MTW™, the wireless weighing system comprises two 15t per wheel, or 30t per axle chassis bodies – which are now fitted with a wireless transmitter and relayed back to a computer laptop, via a wireless receiver connected to a USB port. The quality and strength of the wireless communications enables the capability of transmitting up to 16 wireless modules.

For more information email Rob Gysberts rob@trakblaze. com or Dean Morfitt – dean@trakblaze.com

Bombardier Transportation recently announced that Sudhir Rao is to assume the role of Managing Director at Bombardier Transportation in India. In this position, Rao will oversee all of Bombardier Transportation’s activities in India.

“India is one of the high priority markets for Bombardier Transportation. We have placed a strong focus on delivering projects for the Indian and export market, enhancing our engineering and industrial footprint and increasing our local content to continue delivering on the Indian government’s Make in India initiative.” said Laurent Troger, President of Bombardier Transportation. “Sudhir has the proven credentials to drive profitable growth for companies: strong leadership skills, deep manufacturing industry experience and a track record of execution that makes him the right choice to lead our India business as we continue to transform our company.”

Bombardier Transportation employs approximately 2,400 people in India and operates: a railway vehicle manufacturing site and bogie assembly hall in Savli, a propulsion systems manufacturing facility at Maneja, a Rail Control Solutions Centre for project delivery and product engineering and an Information Services India hub near Gurgaon, Delhi NCR. This is in addition to an Engineering Centre in Hyderabad.

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RAIL SOLUTIONS ASIA 2018 Kuala Lumpur Convention Centre Kuala Lumpur, Malaysia 2 - 4 May 2018

19th Annual Event 2500 m² of Exhibition Space 2000 Participants 160 Conference Delegates 10 Asian Railway Operators

• • • •

Asia’s premier railway event  

•  •  • 

 Asia accounts for 30% of the total investment in railway projects worldwide US$51bn will be spent on urban and mainline projects in Malaysia by 2020





  



THE EXHIBITION This major exhibition attracts many of the world’s top railway suppliers covering all aspects of railway activity.

• T otal exhibition area of 2500 m. sq, with stands sizes from 9 to 90+ sqm.

KUALA LUMPUR MAY 2 – 4 2018

• T he event layout and social functions are designed to maximise networking and business opportunities, with immediate and regular access to the conference delegates and AROA members, as well as general trade visitors.

• C onference coffee breaks and social functions are held in the exhibition hall

EXHIBITOR PICTURES AND TESTIMONIALS FROM RAIL SOLUTIONS ASIA 2017 • Great meeting point for all rail people interested in doing business in SE Asia

ArcelorMittal

• The show had a great turnout, right till the end of Day 3

Bombardier

• RSA gives us an opportunity to network with Asean’s key rail personnel, all under one roof

Delkor

• For many years Rail Solutions has been the place to meet in Asia

Rail Personnel

• Very well managed and effective event for the railway sector in Asia

Talgo

• Well organised and interesting show for exhibitors and visitors alike.

Tiflex

During their tour of the exhibition the VIPs visited many of the stands and showed a keen interest in the exhibits, including:

UK Pavilion

Rehau

Spanish Pavilion

Senior Managers from other Asian rail operators and authorities visited the exhibition stands, including:

Bukhari Mohamed from KL Rapid Rail with staff from PCOM Pacific

Rodrigo Bulario from Manila LRMC chatting with staff from Gummi Metall Technik

Delegates from Vietnam Railways with Walter Kellenberger from Nencki

A TRULY REGIONAL EVENT

The event covers much more that just the Malaysian market and the inclusion of the Annual Congress of the Asian Railway Operators Association means that participants have the opportunity to meet senior managers from up to 10 railway operators from eight Asian countries. Delegations to our 2017 event included the following:

Hanoi MRB and Ho Chi Minh City MAUR

Thailand SRT

Indonesian Railway Society & Jakarta LRT

CONTACT US NOW TO BOOK YOUR STAND AT THIS IMPORTANT EVENT UK Office Tel: + 44 1483 548290 Malaysian Office Tel: +603 4024 7717 Email: info@tdhrail.com 10

THE CONFERENCE The conference attracts more than 150 delegates, including up to 50 members of the Asian Railway Operators Association. This comprises delegations of up to five Senior Managers, sent by 10 of the region’s leading railway operators to represent the five designated key areas of railway activity:

KUALA LUMPUR MAY 2 – 4 2018

• Projects & Planning

• Permanent Way & Infrastructure

• Rolling Stock

• Signalling & Communications

• Operations & Maintenance

CALL FOR PAPERS FOR 2018

If any Operators, Consultants, Equipment Suppliers, Sevice Providers etc, are interested in presenting a paper or workshop, please email TDH Exhibitions Ltd at info@tdhrail.com with a brief outline of your subject. Terms and Conditions Apply.

For conference subjects at our 2017 show & PREVIOUS EVENTS visit our website at www.tdhrail.co.uk/rsa/conference.php.

MORNING SESSION (Day 1)

Conference papers presented by Asian Railway Operators on the subject of PROJECTS & PLANNING, giving detailed information of upcoming projects on urban and mainline rail systems. Also papers by some of the world's leading railway companies. Presentations at this year's show were given by: SPAD MRTA Vietnam Railways LRMC MASKA BOHSR

Government Government Operator Operator Railway Society Government

AFTERNOON SESSION

Malaysia Thailand Vietnam The Philippines Indonesia Taiwan

(Day 1)

Three simultaneous workshops with presentations: on the following subjects:

■ ■ ■

PERMANENT WAY & INFRASTRUCTURE ROLLING STOCK SIGNALLING & COMMS

MORNING SESSION

(Day 2)

Papers presented by Operators, Consultants & Manufacturers on

■

IMPROVING YOUR RAIL SYSTEM

AFTERNOON SESSION

(Day 2)

Specialised workshop involving all delegates with presentations on:

■

OPERATIONS & MAINTENANCE

• A maximum of six topics will be discussed during each two-hour workshop on the Wednesday and Thursday afternoons • The conference is open to non-AROA members, through a payment of the delegate fee of GBP 525

NETWORKING IS THE KEY

Rail Solutions Asia brings together many of the world's top railway suppliers and most of Asia's most influential railway personnel.

With so many people sharing the same interests, all under one roof, we maximise networking and business opportunities through • T he conference and AROA Workshops are held in rooms close to the exhibition hall • C onference delegates and AROA members pass through the exhibition hall several times each day • T he Networking Area in the exhibition hall provides a more relaxed atmosphere for discussions • E xhibition areas dedicated to Rolling Stock, Permanent Way and Signalling, help create a focused environment

CONTACT US NOW TO BOOK YOUR DELEGATE PLACE AT THIS IMPORTANT EVENT UK Office Tel: + 44 1483 548290 Malaysian Office Tel: +603 4024 7717 Email: info@tdhrail.com 11

The Asian Railway Operators Association 14th Annual Congress – Kuala Lumpur AROA is a group of Asian urban and mainline railway operators and is designed to: ■ provide a forum for the exchange of ideas and information ■ promote awareness of new technologies ■ highlight, address and respond to the challenges facing rail-bound transportation in Asia.

The AROA Annual Congress is the highlight of the AROA year. Senior Managers from railway operators across Asia converged on Kuala Lumpur for three days of unrivalled opportunity to develop their knowledge and understanding of the railway industry.

The emphasis of the association is very much on the sharing of expertise and experience for the mutual benefit of all members.

With conference papers and specialist workshops, plus many of the world’s top railway suppliers on show, this is an event not to be missed by any railway operator, who wishes to develop their staff’s knowledge and improve their service to the travelling public.

More than 40 AROA members attended their 14th Annual Congress, with delegations of Senior Managers from 7 Asian countries representing 12 railway operators: Bangkok – Indonesia – Singapore –

MRTA MASKA SMRT

Hanoi Kuala Lumpur Taiwan

– – –

MRB RAPID RAIL BOHSR

Ho Chi Minh City – Manila – Thailand –

MAUR LRMC SRT

Jakarta – Singapore – Vietnam –

LRT SBS VNR

The essence of the AROA Congress is the opportunity for Asian railway operators to meet, network and exchange ideas, with their counterparts from around the region. This included the following exchanges.

Manila LRMC and Hong Kong MTR

Vietnam Railways, Manila LRMC and Kuala Lumpur MRT Corp

Taiwan BOHSR, Bangkok MRTA and Chinese Institute of Engineers

Comments from AROA members included: I would like to thank you for inviting my team to join the conference. It was a nice welcoming event and my team enjoyed both the workshops and the networking opportunities. We met several operators and discussed their railway practices. We also met many suppliers and plan to purchase their equipment. Watcharachan Sirisuwannatash, Chief Mechanical Engineer, Thailand SRT A great platform for the railway industry and railway operators to exchange ideas and information. Wu-Hsun Chang, Deputy DG BOHSR (retired) & Sec.Gen. Chinese Institute of Engineers, Taiwan RSA 2017 provided me with an excellent opportunity to experience all the latest railway technology from around the world, as well as making good connections with the participating exhibitors. Dam Le Minh Thong, Expert of PMU5, Ho Chi Minh City MAUR

Membership includes access to all aspects of the Annual Congress including air flights and accommodation For full details of Membership Benefits, Annual Fees and an Application Form, please contact: info@tdhrail.com 12

Malaysia Still on target for a world-class metro and embarking on two of Asia’s biggest railway projects he past year has seen no let up in the Malaysian rail market, with one MRT line entering full service, another one under construction and progress continuing on both the HSR line to Singapore and the 55bn ringgit East Coast Rail Line (ECRL).

T

Delivery Partner in September 2015. The elevated 37km line will have 26 stations and Phase 1, with 21km and 15 stations is due to open in Q3 2020, followed by full opening of the line in Q1 2021. As of May this year, the overall project progress was 2.4%.

Klang Valley MRT (KVMRT)

Mainline Projects

The KVMRT is a planned three-line system, with two cross town lines, reaching deep into the suburbs, plus an in-town circular line. When the three lines are completed, the additional 150km of track and 90 new stations will completely transform the capital’s urban transport capability,

MRT 1 – Sungai Buloh to Kajang Line

The first of the three lines is 51km long with 31 stations. Starting from Sungai Buloh it heads south and east, crossing the city centre underground, before heading south to Kajang. Stage 1 from Sungai Buloh to Semantan opened in December 2016, with the remainder of the line becoming operational in July of this year.

MRT 2 – Sungai Buloh – Serdang – Putrajaya Line This line will serve a corridor with a population of around 2 million people. The proposed alignment is 52.2km, of which 13.5km is underground. A total of 37 stations will be built, 11 of them underground. When the line becomes fully operational in the second quarter of 2022, it is expected to have a ridership of 529,000 passengers per day The project will be managed by MRT Corp. and operated by Prasarana (Rapid Rail). A joint venture of Gamuda & MMC Corp. has been awarded the contract to build the line and a further 1bn ringgit contract for trackwork and maintenance vehicles was awarded to a joint venture of China Communication Construction Co (51%) and George Kent (49%).

In 2016 the HAP consortium of Hyundai Rotem and POSCO Engineering (both from South Korea), plus their local partner Apex Communications was awarded a 1·62bn ringgit contract to supply 58 four-car driverless electric trainsets and depot equipment. A consortium of Bombardier and Global Rail was awarded a 458m ringgit contract for the supply of signalling and train control systems.

Phase 1, which will include 12km of track and 9 stations, has a target opening of Q2 2021. As of May this year, the overall project progress was 5.4%

MRT 3 – Circular Line

The final circular line is still in the planning stage. Its orbital route around the city centre will integrate with the rest of the rail network, including MRT 1 and 2 and alleviate pressure in key areas of the city. The line is expected to be 44.2 km long, with 28 stations

LRT 3 – Bandar Utama – Klang

At an estimated cost of RM9BN, the line will have a capacity of more than 35,000 pphpd. A joint venture of Malaysian Resources Corporation and George Kent was appointed as the Project

Klang Valley Double Track Rehabilitation Project

With a scheduled completion date of late 2019, the project covers 42 km of track between Rawang – Salak Selatan and Sentul – Simpang Batu. Works include the upgrading of 16 stations, signalling and electrification systems, along with the installation of a TETRA radio system for the whole KTM network. As of May this year, the overall project progress was 32.8%.

West Coast Mainline

The three northernmost sections of this major project to electrify and double-track the entire 800 km West Coast mainline are all complete and operational. Construction on the final southern section from Gemas – Johor Bahru has not yet started and the project’s status is currently “close to being awarded”.

KL to Singapore High Speed Line

This high profile 400km rail link will reduce the journey time between the two cities to just 90 minutes. MyHSR Corporation is the company responsible for the development and promotion of the HSR project. Several contracts have already been awarded, including the Joint Development Partner contract and six Reference Design Consultant contracts. MyHSR recently unveiled its concept designs for seven of the HSR stations in Malaysia and has started a 3 month Public Inspection project.

Operations of the Express Service on the line are targeted to commence on the final day of 2026.

East Coast Mainline

As reported in our September issue, a groundbreaking ceremony for the East Coast Rail Link (ECRL) was held at the ECRL KotaSas Central Station Project site on the 9th August. The ECRL, which will have a total length of 688km, was announced in the 11th Malaysia Plan and Malaysia Rail Link Sdn Bhd (MRL) is the entity of the Ministry of Finance Inc, which will administer the implementation of the project. The contract to build the RM 55 billion line has been awarded to the China state-owned China Communications Construction Company Ltd (CCCC).

With its slogan of “Connecting Lives, Accelerating Growth”, the combined freight and passenger line will connect the Klang Valley around Kuala Lumpur on the west coast, with the states along the east coast of peninsular Malaysia. The government is committed to meeting the project’s expected completion date of 2024 and with 5.4 million passengers and 53 million tonnes of cargo projected to be using the service as their primary transport between the east and west coasts each year by 2030, the new line is justifiably seen as a game changer for Malaysia.

13

Singapore On target to double the size of its rail system by 2030

T

he 2013 Land Transport Master Plan set three key targets for 2030: • 75% of all journeys in peak hours undertaken on public transport • 85% of all public transport journeys (less than 20km) being completed in 60 minutes • 80% of all homes within a 10 minute walk of a train station Central to achieving all 3 of these goals was the doubling of the length of the network from 178 km to 360 km. A clear plan was presented of how this would be achieved and 2017 saw the first milestone being reached, when the system reached a total of 230 km. Reaching this target involved the completion of 3 projects.

The North-South Line extension (NSLe) was the smallest part of the plan and was also the first to be completed. The 1km underground extension to Singapore’s oldest MRT line opened on 23rd November 2014.

The Tuas West Extension (TWE) was the second new line and it was officially opened on the 16th June 2017. The TWE is an 8 km extension to the East West Line from Joo Koon station.

The Downtown Line – Stage 3 (DTL3) opened on 21st October, bringing the total length of the DTL to 42 km, with 34 underground stations. The DTL is now the longest automated underground line in Singapore and SBS Transit have the contract to operate the line for 19 years.

Stage 1 (DTL 1) began service on 22 December 2013. The line is 4.3km long with 6 stations.

Stage 2 (DTL 2) opened in December last year and added a further 16.6 km and 12 stations. The opening of DTL 2 also marked the start of operations at the Gali Batu depot, which is designed to be the main train stabling and maintenance facility for the line and is also the site for the line's Operation Control Centre.

DTL 3 is the longest section of the new line with 21km of track and 16 stations. As with the opening of DTL 2, travelling on the line was free of charge for a limited period to encourage commuters to use the new service.

2024 Target – 275 km Thomson-East Coast Line (TEL) – 43 km

Scheduled to open in 5 stages from 2019 to 2024, the line will be 43km long, with 31 new stations, linking the North with the East of the island. A groundbreaking ceremony on the Thomson stretch was held at Woodlands in June 2014 and a ceremony held in July 2016 marked the start of construction on the East Coast stretch.

Downtown Line 3 (DTL 3) extension – 2 km

Also announced in August 2014 was a 2.2km extension to DTL 3.

Construction started at the same time as the TEL East Coast stretch in July 2016 and the line is due to be in service in 2024, when it will connect the DTL with the current East-West and the future Thomson-East Coast lines.

2025 Target – 300 km Circle Line Stage 6 (CCL 6) – 4 km

The final Stage 6 of this project will connect Harbour Front station to Marina Bay station. The completed Circle Line will have a total of 33 stations, including 12 interchange stations with other MRT lines.

Jurong Region Line (JRL) – 20 km

The 7th MRT line to be built in Singapore will complement the existing East West and North South Lines. It is currently in the plann­ing and evaluation stage and is expected to be completed in 2025.

2030 Target – 360 km North East Line extension (NELe) – 2 km

This short extension at the north end of the NEL will serve Punggol North and Punggol Downtown. Previously included in the list of projects due for completion between 2025 and 2030, it is now expected to go into service in 2023.

Cross Island Line (CRL) – 50 km

This ambitious line will provide an alternative to the East West line for cross island travel. As with the Circle Line, it will connect with other major lines, offering transfer opportunities for commuters, reducing journey times and spreading the load across the system. More than 600,000 passengers are expected to use the line daily.

A further Stage 6 of the Thomson-East Coast Line will be considered to link up with Changi Airport Terminal 5, which is due for completion in 2028.

Bombardier Transportation has supplied a total of 276 BOMBARDIER MOVIA Metro cars for the DTL. The order was delivered in three stages: 24 cars for Phase 1, 111 cars for Phase 2 and 141 for Phase 3, which started service on 21 October 2017.

14

All of these new lines and other developments, including the upgrading of signaling on the North-South and East-West Lines (to be completed in 2017 and 2018 respectively) will support Singapore’s long term development and help to ensure that the rail network will have more than the capacity needed to meet the expected increase in public transport ridership.

India I

A concerted effort by the government to move from roads to rails.

ndia’s road traffic has reached breaking point and in response the Indian government has committed itself to expanding local public transportation. As part of this plan, rail based transport will play a key role in inner-city traffic.

India has 1.3 billion inhabitants, making it the second most populous nation on earth after China. Increasing prosperity and the growth of a well-educated middle class have caused the number of automobiles to multiply in recent decades. Whereas only about 4.5 million vehicles were registered in India in 1980, by 2015 nearly 210 million vehicles were clogging the country’s roads. Today there are seven million vehicles in Delhi alone, including cars and motorized rickshaws, but excluding trucks.

As a result, the city’s streets are always congested, particularly during rush hours. It is not unusual for people to spend two hours commuting to work. Some measures have already been taken to manage the situation. In Delhi, for instance, trucks may only be driven through the city between 9 pm and 6 am, but traffic often comes to a standstill during the day, even on 12-lane highways.

These traffic jams cause tremendous losses to India’s economy, due to millions of people wasting valuable working time. The Indian government has recognized this problem and is now promoting mobility as an important component of the nation’s rapid future development

Subways: the key to networked solutions

A lot has already been accomplished in the past ten years. In many major cities, all-new metro lines have been built in record time, with more than 200 km in Delhi alone and 42 km in Bangalore. An additional 530 km are currently under construction throughout the country. This includes the following projects (some interchange stations have been counted more than once).

City

Line

Kms

Stations

Ahm & Gand

N-S

18.5

16

Ahm & Gand

E-W

20.7

19

Hyderabad

1

29.9

26

Hyderabad

2

26.5

16

Hyderabad

3

10.1

23

Kanpur

1&2

50

34

Mumbai

2

42

39

Mumbai

3

33.5

27

Mumbai

4

32

32

Mumbai

7

16.5

29

Nagpur

N-S

19.7

17

Nagpur

E-W

18.6

19

Noida

Aqua

29.7

22

Pune

1

16.6

15

Pune

2

14.7

16

(Ahm & Gand = Ahmedabad & Gandhinagar)

In August 2017, the Indian government passed the Metro Rail Policy, which for the first time makes it a national goal to expand rail based transport as the backbone of interurban traffic. This policy also calls for networking various transportation systems. The aim is to have rail transport carrying the majority of passengers, while buses, streetcars, or light rail lines will bridge the last mile on peoples’ journey home, or to the workplace.

Currently, private bus and transport companies operate their fleets on the routes that are especially lucrative and widely used, between city centres and residential districts. Up to now there has been nothing like a cooperative network and the lobby of the various bus and transport companies has been an obstacle to the construction of a multimodal traffic network, consisting of various modes of transportation. The new government policy aims to end all that. Networking has become obligatory. It is true that the transportation companies have tremendous market power, nonetheless, experts assume that these companies will comply with the government’s networking directive. In fact, transportation can be extremely lucrative on the last mile, because passenger volumes are often very high.

A complete package for the private sector

An example of a major project designed to get people out of their cars and into public transportation is the Rapid Metro line in Gurgaon, near Delhi, which Siemens built as a turnkey project.

In recent years, Gurgaon has developed into an ultramodern office and business district, to which many thousands of workers travel every day. Previously, the access roads were completely overburdened and it sometimes took an hour just to travel from the office to the next main road. Siemens created an alternative to this bottleneck, by building two metro lines, to serve as feeders to Delhi’s main subway network. Siemens provided a complete package, comprising trains with depot workshop equipment, plus the electrification and signaling systems. In order to keep costs within bounds, Siemens relied on an attractive and robust technology that is especially dependable. Today, 99.5 percent of the trains are on time and 93 percent of the more than two million passengers, who travel on the Delhi Metro every day, are also satisfied with its punctuality.

15

New approach to urban planning

Simple access to the information you need.

The Rapid Metro Gurgaon feeder line is the first completely private project of its kind in India. The line transports 50,000 people every day and covers all of its costs through ticket sales. As Gurgaon continues to expand, the operators expect the number of passengers to keep on growing. The Indian government is now promoting exactly this kind of involvement by private companies in order to boost the expansion of subway networks. This is essential because, as an emerging market, India does not have the economic strength to enable its public sector to expand the local transport networks to the extent that is needed. Another new aspect of this policy is that bidders have to submit their project proposals for review by independent experts. This also decreases the influence of the well-established transportation lobby.

The Indian government is looking even further ahead. It intends not only to create stronger networks of transportation systems, but also to reorient urban planning through its Smart City initiative.

The aim is to place residential districts, workplaces and business centres closer together so that people don’t have to travel as much. This initiative is supported by the Convention of Indian Industries.

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WHEEL DETECTION The Rapid Metro Gurgaon feeder line, built by Siemens as a turnkey project, is the first project, where the private sector is helping the Indian government to provide more urban rail lines.

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Express Trains for Long-distance Routes

The Indian government also wants to move trans-regional traffic off the nation’s roads. In the years ahead, it is planning to build a network of express trains for long-distance transportation.

Siemens will be involved in this endeavour on the route connecting Chennai, Bangalore, and Mysore. A completely electrified route will be built for long-distance freight transport in the next few years in order to decrease the use of diesel locomotives. The aim is to use improved signaling systems to enable trains to run at shorter intervals, so that the route is more effectively utilized.

India’s efforts to make its transportation systems more efficient and climate-neutral are impressive Acknowledgment: This article is based on a Press Release from Siemens, which includes several quotes from Amitabh Bhagwat, who is responsible for turnkey projects at Siemens in Mumbai and Bernd Bonenberger, a local transportation expert at Siemens in Delhi. The original text, with more information about Siemens’ projects in India is available at https://www.siemens.com/ innovation/en/home/pictures-of-the-future/mobility-and-motors/ the-future-mobility-traffic-in-india.html

Thailand The first monorail systems are going ahead, but HSR lines are still on hold

B

angkok continues to forge ahead with its ambitious array of multi coloured new lines and extensions. For the sake of clarity, this article focuses on those projects, which are actually under construction, or approved for construction.

Blue Line Extensions

The Blue Line is 20 km long and came into service in 2004. The two new extensions will more than double the length of the line, adding a further 28 km of track and 19 news stations. The new sections will run south from Bang Sue to Tha Phra (13 km elevated with 10 stations) and west from Hua Lamphong, via Tha Phra to Bangkae (9 km elevated with 7 stations and 5 km underground with 4 stations). Daily ridership on the Blue Line is expected to increase to around 500,000, when the two extensions are completed in 2020.

Siemens, who delivered the original Blue Line as a turnkey project, recently won a major contract in a consortium with ST Electronics for the extensions. The scope of Siemens' delivery includes 35 three-car metro trains, the signaling system, the traction power supply and complete equipment for the depot and workshop. In addition, Siemens will perform maintenance services for the transit system for a period of ten years. In May of this year, construction was 92% complete and the line, which started construction in April 2011, is due to be operational in April 2019.

systems. Operating in the city’s northern and eastern areas, the monorails will integrate with the existing transportation network and run at speeds up to 80 km/h with a maximum capacity of more than 28,000 passengers per-hour, per-direction. The Pink Line will run from Khaerai to Minburi and the Yellow Line from Ladprao – Samrong.

The construction contract was awarded to BSR, which is a Joint Venture between BTS Group Holding, Sino-Thai Engineering and Construction (STEC) and Ratchaburi Electricity Generating Holding. Construction on both lines is set to take around 3 years, with both lines scheduled to go into service in August 2020. Short extensions to both lines are planned.

Line

Length

Stations

Cost

Pink

34.5 km

30

1,600 M.USD

Yellow

30.4 km

23

1,510 M.USD

Green Line Extensions

The Sukhumvit Line of the BTS Skytrain is currently being extended at both ends of the line. The south extension runs from Bearing to Samutprakarn and is 13 km long, with 9 new stations. Ch Karnchang was awarded the contract for track laying and electrical systems. Although the extension was structurally completed in early 2017, the project stalled as negotiations continued between Bangkok City Hall and MRTA over the funds payable to take ownership of the project. Given that testing and commissioning of the extension will only be carried out after negotiations have been concluded, the line is not expected to go into service until 2018.

The northern extension from Mochit to Khukot is currently under construction. The line is elevated with 18.2 km of track and 16 stations. Construction started in June 2015 and is due to go into service in February 2020. As of May 2017, 28% of the civil works had been completed.

Orange Line

This new line will run from the Thailand Cultural Centre to Minburi.

The line will be underground for 12.2 km with 10 stations and elevated for 9 km with 7 stations. Construction started in April 2016 and the line is due to be operational in February 2023

Monorails

Following the Public Private Partnership Committee’s approval for the construction of two new mass transit lines in February 2016, contracts were signed on 17th June 2017 for the construction of Bangkok’s Pink and Yellow Lines, Thailand’s first monorail

Bombardier will design and supply the mechanical & electrical elements for the Pink & Yellow Lines and deliver a combined total of 72, four-car INNOVIA Monorail 300 trains, equipped with BOMBARDIER CITYFLO 650 automatic train control technology for driverless operation.

It was expected that bids for other lines would be called during 2017, but the bids for both the Purple Line Southern Extension and the West Orange Line have both been pushed back until 2018.

HSR Lines

Discussions and plans for a number of HSR lines have been on and off for a few years now. Of the planned routes, two have had further discussions in recent months; Bangkok to Nakhon Ratchasima. The expected budget for this 253 km line is $5.2 billion and the construction time is estimated to be around 4 years. This line would the first stage of a line that would continue for a further 600 km to Nong Khai on the Laos border. The final stage would complete the line to the Laos capital, Ventiane, where it would join the China-Laos rail line, which is already under construction.

The Three Airports Seamless Connection from Don Muang to U-Tapao, via Suvarnabhumi was discussed recently. Starting at Don Muang, the proposed line, which is scheduled for completion in 2023, would travel across Bangkok, before heading out of the capital and on to Pattaya and Rayong.

17

Vietnam Focusing resources on mainline and ambitious plans for new urban lines Urban Railways

The Hanoi People’s Committee (HPC) and the Hanoi Metropolitan Railway Management Board (MRB) recently unveiled their ambitious plans to develop Hanoi’s urban transport system over the next 3 decades. 10 MRT lines are to be constructed, along with 3 monorail lines. 8 Bus Rapid Transit (BRT) lines are also to be created, to support the planned metro lines and there are long term plans to turn the BRT lines into additional MRT lines. The details currently available include the following: Line Route KM Stations

1 Ngoc Hoi – Yen Vien 28.6 )

) 23 1 Gia Lam – Duong Xa 7.4 ) 2 Thang Long –

Tran Hung Dao 11.5 10 2 Tran Hung Do –

Thuong Dinh 5.9 2 Thuong Dinh – Buoi 7 2 Noi Bai – Thang Long 17.4 2A Cat Linh – Ha Dong 3 12 3 Nhon – Hanoi 12.5 12 3 Hanoi – Hoang Mai 7.3 7 3 Troi – Nhon 5.9 4 Me Linh – Lien Ha 54 41 5 Van Cao – Hoa Lac 38.4 17 6 San Bay – Ngoc Hoi 49.6 29 7 Me Linh – Duong Noi 28 23 8 Son Dong – Mai Dich 12 )

) 26 8 Mai Dich – Duong Xa 27.1 ) X Son Tay – Xuan Mai 32

Implementation date 2016 – 2020 2020 – 2030 2016 – 2020 2020 – 2025 2020 – 2030 2020 – 2025 2016 – 2020 2016 – 2022 2020 – 2025 2020 – 2025 After 2030 2020 – 2030 2020 – 2030 2020 – 2030 2020 – 2030 After 2030 After 2030

Currently, 4 sections have been approved as projects using ODA Loans and Counterpart Funds. Two sections (highlighted in Red above) are under investment and a further two sections (highlighted in Blue above) are waiting for approval. (Line 1 is waiting for approval for the section from Ngoc – Hanoi Central Station). Three sections (marked in Green above) are under preparatory investment and a further 6 sections are being proposed to investors in the form of PPPs. Just over 415 km of news lines are planned, with approximately 340 km on elevated lines and 75 km underground. The details of the three planned monorails are as follows: Line 1 2 3

Route Lien Ha – An Khanh Mai Dich – Phu Luong Nam Hong – Dai Thinh

KM 11 22 11

Implementation date 2020 – 2030 2020 – 2030 2020 – 2030

In Ho Chi Minh City the Management Authority for Urban Railways (MAUR) has procurement opportunities over the next 18 months on several of its planned 6 line metro system.

18

These include: Construction for Phase 2 of Line 1 (Ben Thanh – Tham Luong) CP2. Main depot works (Infrastructure Construction of Tham Luong depot) CP3. Tunnels and Underground Stations CP4. Transition, Elevated Station, Viaduct and Spur Line CP5. System Electrical and Mechanical CP6. Track Work and Third Rail CP7. Non-system Electrical and Mechanical.

Accessibility for Line 2 CS 1. Design and Supervision CS 2. Multi-modal demand and traffic platform CS 4. Urban transport sector development EQ 1. Accessibility improvement EQ 2. Public transport measures Accessibility for Line 3 (Nhon-Hanoi Station) CS-1. Station Area Development Programme CS-2. Bus System Improvement and Implementation Support CS-3. Fares, Ticketing and Transport Pricing Study CS-4.2. Supervision and Implementation support CP: Construction package, CS: Consulting services, EQ: Goods/ Works

Mainline

On mainline services Vietnam Railways continues to focus investment on the Hanoi – Ho Chi Minh City arterial railway line, according to the detailed plan approved by the MOT in July 2015.

Their overall objectives include achieving the following average speeds: • Passenger trains: 80 – 90 km/h • Freight trains: 50 – 60 km/h Other key objectives include reducing operation costs and gradually increasing the volume of transport and railway market share. Current investment projects include: Projects using government bonds: 1. Upgrading and improving infrastructure on Hanoi – Vinh section 2. Upgrading and improving infrastructure on Nha Trang – Sai Gon section Route works: Upgrading track bed; replacing rail, switches, sleepers… to increase train speed (>300km). Improving small radius curves (13 points/~4km) Station works: Building a third track (5 stations). Lengthening (<400m) tracks (16 stations). Open 4 new stations Safety corridor: building fences and collected level crossings to eliminate illegal crossings 3. Upgrading and improving load of weak bridges Route works: upgrading track bed; replacing rails, sleepers… to

increase train speed (~ 50km) Bridge works: improving and upgrading weak bridges to reach an evenly spread load 4.2T/m to reach the same load and speed level (~ 111 bridges/5000m) 4. Upgrading and improving weak tunnels Route works: Upgrading track bed; replacing rails, sleepers… to increase train speed (~112km) Improving small radius curves (~32 points/12km) Station works: open one new station Tunnel works: checking the remaining weak bridges and tunnels to put into projects for upgrading (~11 tunnels) Safety corridor: building fences and collected level crossings to eliminate illegal crossings (~ 11.2km/103 illegal crossings) Projects using state budgets: Concentrating on main projects as approved in the Decision No. 994 dated June 19, 2014 by the Prime Minister (Project 1856 phase 2, 3) Projects using economic non-business capital: Periodic maintenance works: small bridges, culverts; replacing rails, sleepers…

The “Mainline” section of this article is based on a paper given at Rail Solutions Asia 2017 by Ms Nguyen To Trinh, International Cooperation – Science & Tech. Dept., Vietnam Railways. Ms Trinh is pictured below (on right) with her four Vietnam Railways colleagues, who attended RSA as members of the Asian Railway Operators’ Association (AROA).

See Pg.12 for AROA Annual Congress review.

investment to maximize land using efficiency Calling for investment in stations located in the centre of urban areas – priority shall be given to ones connecting with other modes of transport, sea ports, ICDs and industrial zones

Projects using money from railway infrastructure leasing: Focusing on repairing station works; upgrading equipment and systems for passenger services at large passenger stations to improve service quality.

Projects with development investment capital, depreciation of VNR: Buying 100 locomotives to increase haulage, gradually replacing old and outdated ones Re-planning main freight stations on the line.

Projects using socialized capitals: Analyzing and accessing the use of existing land of stations on the national railway network Studying and proposing stations with potential to attract

Vietnam continues to set its sights high on developing its urban and mainline railway systems to help unlock urban gridlock and free up the movement of people and goods along the main corridor between its two major cities.

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Towards Digital Railways – Signalling & Train Control Systems

By Bassam Mansour Systems Director, HSS Engineering

Introduction

The original signaling control system goes back to the late 1800s when the Track Circuit was first introduced by the Irish born William Robinson (1840–1921). Track Circuit is a vital component of the signalling system that is used to detect the presence, or absence of trains on the track, it displays the status of the track on trackside signals to alert train drivers about the condition of the track ahead.

The use of a track circuit system, with aspect signals is widespread and well used in the majority of the mainline and freight railways worldwide, as well as some urban and suburban railways (e.g.

Millburn Metro Trains). Track circuit system is also referred to as fixed block signaling, with predetermined signaling section lengths that limits the number of trains in any one section. By and large, this system relies on the driver to interpret the line side signals and control the train accordingly.

With the advent of digitization, automation and the emergence of the CBTC in the early 1980s, more and more railway authorities are adopting the CBTC system due to its superior capability to handle heavy traffic, short headway, short dwell time and high-capacity urban transit systems, such as Monorails, Metros, and LRTs etc.

The CBTC doesn’t rely on the driver to interpret track conditions as the system is entirely automatic and programmed in accordance with predetermined operational scenarios. This article gives some insight into the practical application of CBTC systems in Malaysia, it examines CBTC architecture, interfaces and integration challenges, migration from legacy to CBTC strategies, system assurance and identifies the key CBTC Operation, Maintenance and Training Regime necessary to implement CBTC.

Towards Digital Railways

There are various operational scenarios that govern the application of the CBTC system, all of these scenarios are digitally programmed, tested, verified and validated through the use of high-level software language that maps out the track alignment data, track parameters and commands the train propulsion system in real-time, using fully redundant microprocessors’ based controllers. The behaviour of the train movement is fully controlled and predetermined by train onboard equipment, such as Automatic Train Control (ATC), or Vehicle On Board Controllers (VOBC). According to IEC 62290 CBTC Grade of Automation (GoA), there are 4 GoA operational principles used in the CBTC system, as depicted in the table below.

In Malaysia the Kelana Jaya Line and MRT Line 1 are fully automatic using GoA4 control. The Ampang Line uses GoA2 and the MRT Line 2, that is currently under construction, will be GoA4.

The CBTC system is based on the moving block principle, in which the system creates a protection envelope for each Light Rail Vehicle (LRV), which is dynamically updated based on train location, speed and direction. This means it is possible to berth many trains on the line, thereby improving the headways, increasing the train fleet size and catering for higher ridership capacity. The CBTC System Architecture that was used on the Ampang Line was equipped with Zone Controllers (ZC), track mounted tags and uses radio communication between trackside equipment and the train. Zone Controllers are displaced and located at strategic locations on the trackside and interconnected via a fibre optics backbone network.

The entire railway system is controlled from the Operation Control Centre (OCC) that monitors the movement of trains in accordance with a commercial timetable.

Grade of Automation (GoA)

Type of train operation

Setting train in motion

Stopping Train

Door closure

Operation in event of disruptions

Application in Malaysia

GoA 4

Unattended Train Operation

Automatic

Automatic

Automatic

Automatic

MRT Line 1&2 Kelana Jaya Line (Kuala Lumpur)

GoA 3

Driverless Operation

Automatic

Automatic

Train Attendant

Train Attendant

GoA 2

ATP and ATO with a driver (SATO)

Automatic

Automatic

Driver

Driver

GoA 1

ATP with a driver

Driver

Driver

Driver

Driver

Ampang Line

Note: The terms used are defined as follows: UTO – Unattended Train Operation, ATP – Automatic Train Protection, STO – Supervised Train Operation, or SATO – Semi-Automatic Train Operation

20

• E nsure that Software is tested through laboratory test simulations and demonstrates all timetable operating scenarios under normal and degraded modes.

Interfaces and integration challenges

The entire railway subsystems, such as track, signaling, rolling stock, communication and power, should all work in consort to ensure a fully integrated railway, which is operationally responsive and predictable. A key aspect of CBTC delivery is the on-board antennas and their interaction with lineside radio, this aspect of integration is critical to the working of the railway.

Operation and maintenance requirements Figure 1 – Management of Cybersecurity threats

Protection of the network from Cyber threats is an essential component of the CBTC design, on the Ampang Line the CBTC system had inherent cybersecurity safeguards that include three levels of protection, namely: Security Devises (SD), which control access to the network e.g. wayside backbone, or On-board network, Certificate Authority (CA), which supplies all SD information and their configuration and finally Interface Filter (IF), which acts as a border gateway and safeguards against external sub-networks.

Figure 1 shows the extent of the cybersecurity protection.

Migration from Legacy to CBTC

The migration strategy to convert a legacy system into a digital CBTC system is based on a collaborative approach between the CBTC system suppliers and the operator and maintainer, without which it would not be possible to deliver a successful migration plan, particularly when the existing railway operations are kept running.

For the Ampang line the strategy was based on three pillars: a) Communication with the public to inform them about the system upgrade to CBTC; b) Collaborative working between the operators and maintainers and coordinating the programme of implementation, especially when most of the work was performed during engineering hours; and c) System Integration Test (SIT) that covered all operation scenarios.

The adoption of a CBTC system is not just a change in technology, it is an organizational change that requires operators and maintainers to be familiarized and competent in the operation and usage of CBTC technology. Knowledge of computer based technology, including management and modification of the CBTC application software is necessary to keep the railway running to an optimum standard and meeting the regulatory authorities’ Key Performance Indicators (KPI).

The CBTC microprocessors’ based equipment and components are designed so as to provide intelligent information about their status and also to ensure that the system is fail safe. Failure management competency is necessary to cater for the three possible failure scenarios as follows: • ATS failure at OCC; • Trackside failure of CBTC components; and • Train onboard equipment failure such as VOBC or ATC.

Operational Management of a fully-automated metro system- Training Training of the operator and maintainer (O&M) on the new CBTC system is paramount and the investment outweighs the cost. The O&M strategy adopted in Malaysia covers three critical layers of management as follows:

Once the above was implemented and successfully completed the CBTC providers issued a Safety Certificate for opening the system for use.

CBTC System Assurance

The CBTC is a microprocessor based system, therefore, the validity, integrity, reliability and safety of the software developed for the project application is fundamental to safe operation of the railway.

Sufficient testing and simulations, as well as trial testing, must be performed as a matter of necessity and prerequisite to acceptance of the railway. Witnessing the simulations and field tests are important for the operator and maintainer familiarization and understanding of the system. The following prerequisites are essential preludes for acceptance of the software: • Confirm that software source code has been verified and approved by a recognized third party test house.

• Check that software for the Automatic Train Supervision (ATS), on-board equipment and trackside equipment are all compatible and correctly interfaced (e.g. radio and Data Communications System (DCS), Passenger Information Display System (PIDS), ATS, Points and Crosses (P&C)).

• Rolling Stock brake system behaviour and response is compatible with CBTC software, with no long time delays that affect the behavior of the brake system • Software configuration is controlled and software versions and issues are monitored and controlled

Figure 2 – Operational Management of a fully-automated metro system– Training

• Supervision and management of operations; • Control of operation; and • Securing Operation.

Conclusions

This article has given an outline of the development of the CBTC system and provided an insight into practical examples that have been implemented in Malaysia. CBTC continues to improve, particularly with regards to radio communications, track data management, configurability of the system, adoption of WI-FI and LTE communications. Keeping up with technological changes is a key organisational development of modern O&M organisations.

Acknowledgment: The author wishes to thank HSS Engineering STD Bhd, Malaysia for supporting him in the writing of this article. For more information please contact Sri Kumar at srikumar@hss.com.my 21

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System Assurance Management – Keeping your customers assured & you profitable

By Dr. Ken Chan Director, Orient SA

T

he main objective of any public transport system, including Mass Rapid Transit Systems, is to provide a good quality service to their passengers and to meet their expectations, which generally means a safe, reliable, punctual, comfortable and value for money service.

The primary focus of System Assurance is to ensure that the systems are designed, built and operated by addressing their safety, reliability, availability and maintainability objectives with utmost care and forethought. In essence, System Assurance provides a framework for ensuring that the technical processes are planned, implemented and conducted optimally by the procurers, suppliers and service providers and their contractors.

What is System Assurance?

The aims of System Assurance include the following: • Assures processes and products meet their specified requirements, are consistent, complete and correct as warranted for the system and operating environment and satisfy stakeholders’ needs; • Enables proactive identification and addresses areas of inadequate analysis, deficient risk mitigation plans, certification/ verification inadequacies, or process/product non-compliances, which have the potential to impact on safety, reliability, availability, maintainability, or overall mission-assured success; • Helps to identify and eliminate project risks in a timely manner and to optimise cost and resources; • Provides a means to address the interests of all stakeholders, from regulators and funding bodies to acquisition program offices, developers and subcontractors and covers the entire life cycle. More importantly it provides Business Cases and Improved Justification for Capital Investment through Strategic Investment Planning.

A key motivation for using System Assurance is to prevent potential accidents and to maintain availability of the railway system. The number of reported railway accidents is unacceptably high and this provides a strong motivation for the implementation of System Assurance Management to meet stakeholders’ expectations.

The requirements of System Assurance are different for different stakeholders, that is, there are many faces of the System Assurance.

For example, in the case of the Klang Valley MRT (KVMRT) Line 1 project in Kuala Lumpur, Malaysia, the main stakeholders are shown in the table opposite.

For the Rail Regulators, Systems Assurance provides a framework to ensure that the system is designed, constructed and installed according to the regulatory requirements. These are based on

• Railway Authority

Suruhanjaya Pengangkutan Awam Darat (SPAD) – part of the Government’s law making and law enforcing agencies, who represent the interests of the end-users

• Owner:

MRT Corp – representing the Infrastructure owner and the financers of the KVMRT

• Operator:

Prasarana – the railway operator

• Project Delivery Partner:

MMC-Gamuda – project development and delivery-project manager

• Suppliers:

Siemens (rolling stock), Bombardier (signaling), Meiden (power supply), etc

• Subcontractors:

Faiveley (train doors), EFACEC (power control), etc

safety and reliability principles set out for the system, which are meant to promote best practices and standards for the railway industry. System Assurance also helps to maintain transparency and accountability of all decisions throughout the system life-cycle and to gather compliance evidence.

For the Project Delivery Partner (PDP), System Assurance is an essential tool for monitoring and controlling the project. It provides the means for measuring the progress, assessing the planned development strategies and tactics and for gathering evidence on the status of the project for the stakeholders. In particular, it helps to ensure that the subsystems will meet their requirements, be properly integrated with other systems and be delivered in time.

For the Suppliers, Systems Assurance provides the essential means to monitor progress, identify and manage risks and ensure the Reliability, Availability, Maintainability and Safety (RAMS) of their products and services. It also provides a means to resolve issues arising from interfacing subsystems and the project constraints imposed by other stakeholders. It also helps to coordinate multiple activities of the system development efficiently by timely identifying and minimizing the risks.

How System Assurance is implemented?

System Assurance needs to be addressed throughout the system life cycle and all technical and management project team members are needed for its successful implementation. To achieve this, the main stakeholders have to address System Assurance issues right from the inception of the project. This will require introducing System Assurance requirements into the regulatory framework and 23

the conceptual planning and feasibility studies, to help identify the system characteristics that need to be assessed and assured during development and operations. Railway projects have to meet the railway authority’s regulations, for example: • System and subsystem characteristics that could help in assuring the required Quality of Service (QoS), such as RAMS requirements are specified explicitly and included in the contract; • The Suppliers are advised to follow the standard design and development processes known to be effective in assuring system properties; • Explicit requirements for internal and independent review of project deliverables and audit of project processes to support the system assurance.

Therefore, all Suppliers have to prepare and implement System Assurance Plans and get them ratified by the PDP. The PDP ensures that they are compatible with the PDP’s own plan.

In order to ensure the effectiveness of System Assurance, the railway stakeholders need to implement an extensive awareness and training programme.

Through audits and evaluation, PDP also ensures that all the Suppliers have the capability of carrying out System Assurance and are supported by competent System Assurance staff.

How and When System Assurance is performed?

Once the system objectives are specified clearly and the system development plan is established, a System Assurance Plan is prepared. Furthermore, • RAMS requirements in terms of quantitative RAM targets, as well as the System Assurance processes are clearly defined in the contract for each work package; • Documented RAMS analysis and modelling are prepared for each system during detailed design, to provide assurance that the design can meet the requirements; • Apart from desk reviews, field audits are conducted to ensure the Supplier’s system assurance activities are accurately reflected.

The initial System Assurance task is to identify hazards and risks to the system and from them, the critical components of the subsystems are selected for detailed assessment. Identification of Safety Critical and Reliability items is essential for efficient and effective management, this is done at the beginning of the project and the Suppliers have to ensure that their requirements for these items are identified correctly and compliance evidence documented.

The main techniques used by the PDP System Assurance are technical document reviews and audits, however, in some cases results of technical analysis, such as fault tree, failure mode and RAM analyses, have to be verified or test results have to be validated.

The PDP should implement a System Assurance methodology throughout the life cycle of the project, i.e. from Preliminary design prior to tendering stage, through to in-service demonstration phase.

This is to make sure that the RAMS objectives of the project are achieved.

The responsibilities of specific system’s RAMS activities are passed on to the respective Suppliers. In ensuring the effectiveness and credibility of Supplier’s RAMS and Software Assurance activities, the PDP conducts audits and documents technical reviews.

In addition, the Supplier of the safety related system is also required to assign a third party Independent Safety Assessor (ISA) to conduct an assessment of the Supplier’s processes and ensure compliance with the requirements of the standard.

The project expects that its current System Assurance activities will help to optimise the costs and to meet the regulatory and other contract requirements in time.

What are the benefits of System Assurance?

The implementation of a robust System Assurance program will reap benefits for the project in many ways. It is helpful for the planning of high reliability, availability and performance measures, and instrumental in identifying and controlling risks, in particular minimising the risk to the project at each stage of development, as System Assurance would be performed as an integral part of the design and systems engineering activities. It also helps to collect the evidence of compliance that is needed to assure that requirements will be achieved during operation. Requirements can be identified early in the project phase and clearly defined in the contracts. This way, costly and time-consuming design modifications to provide safeguards against identified hazards can be avoided.

Given that System Assurance is a disciplined approach, which predicts safety and reliability issues prior to implementation and operation, it can also help reduce costs, by helping to make right decisions at the beginning of the project.

Summary

System Assurance is being used in railway projects as a means of monitoring and controlling the project’s objectives. In this article, an overview of the System Assurance process and how it is used in identifying and controlling risks has been discussed and explained.

It is expected that System Assurance will help to optimise costs and meet the regulatory and other contractual requirements as planned.

The key benefits of System Assurance Management are: • I t is a means to ensure that your customers achieve their safety and reliability objectives; • M inimises your risks, e.g. cost overruns, project delays, reworks, etc; • M aintains your reputation through demonstrating your ability to deliver, design, construct and operate a safe and reliable state-ofthe-art railway system.

For more information please contact Dr. Ken Chan, Director, Orient SA at ken.chan@orientsa.com

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Bringing the railway into the office for safety and productivity benefits

By Stirling Kimkeran Head of Technology Development and Solutions, Balfour Beatty Rail

R

ail infrastructure is a relatively simple engineering asset, however, with very high utilisation demands, minimal redundancy and with maintenance restricted to very limited periods, inspection and maintenance tasks are expensive, disruptive and open to safety concerns.

Balfour Beatty Rail’s aim is to improve the passenger experience, creating better journeys by increasing network capacity, improving reliability and making our railways more efficient and sustainable. Minimising the time spent on track, whilst maximising the understanding of its condition is key and in recent years the digital revolution has allowed some significant improvements in how infrastructure information is gathered and analysed. In particular, solutions are now available that capture information, without affecting normal operations and allow many of the inspection tasks, traditionally undertaken on the trackside to be carried out in the office. This sometimes allows for a large amount of automation to be used.

In the area of design and modification of rail infrastructure, the use of 3D camera and laser survey equipment and software is virtually moving the rail network into the office.

OmniSurveyor3D® is a unique system that is based upon high resolution digital images and a high precision positioning system, that includes differential GPS, tachometer and a high grade Inertial Measurement Unit. The software allows users to undertake accurate three-dimensional measurements using the points and pixels in the laser and video data and acquire and validate asset information from the imagery. The system can also be used for pre-planning of possessions or site excursions and, by adding new, virtual assets, signal sighting, design verification and route familiarisation.

The system has been used extensively in signalling scheme design projects for Network Rail. The provision of both an asset inventory and track centre line data form the basis of ‘as is’ CAD diagrams and is particularly useful in the planning of a renewal project. The ‘to-be’ design can also be modelled using placement into the survey video of 3D asset representations. The software and data has proven to be useful to other disciplines, such as maintenance, electrification and operations.

The newly developed OmniCapture3D Mobile Mapping System now makes data collection easy for international customers. This latest generation survey system, based on 20 years of experience, utilises two high speed laser profilers and integrates them with an inertial measurement unit and imaging into a single chassis

OmniCapture3D attached to locomotive

enclosure. The measurement system is transportable, can be flown around the world and can be fitted in minutes once a custom mounting bracket has been attached to the vehicle.

All sensors are fully synchronised to enable the acquisition of high density, high accuracy point clouds. Each laser profile records 1 million points per second, with 200 scan lines per second, whilst the inertial measurement unit records position and provides dynamic compensation for recorded data. Use of the two profilers provides a simultaneous fore/aft view of the network and allows for a higher measurement speed.

The imaging system adds context to the scene in the form of 4K, HD, line-scan, infra-red or spherical camera views. 3D 25

measurement can also be taken from the imagery. The system can also be extended to provide an interface to other measurement systems.

The high resolution images and the precise locational positioning of each frame provide a very accurate 3D

images have been collected during the day or night.

Using advanced machine vision algorithms the system is able to automatically recognise and categorise defects based on user defined business rules. For example, the system will detect a missing fastener, but can also be configured to generate a report when a number of missing fasteners have been detected within a section of track.

OmniVision® is configured to inspect/detect track assets and defects for validation. Advanced geometric pattern matching determines the location of known asset and defect types regardless of size, orientation, shading or part occlusion. Typical objects include: • • • • •

Laser scan image example

measurement capability. The laser scanning data is synchronised to the video and can be overlaid. Measurements can also be taken from the laser scan data.

The resulting data can be used to support asset identification and it is even possible to add virtual assets into the imagery and a wide range of existing asset models are available. This unique capability provides a view of what the modified infrastructure will look like and allows for assessments such as signal sighting, checks on clearances for new structures and placement of temporary plant and materials. It is also possible to overlay third party datasets, such as track geometry, or ground penetrating radar to help with root cause identification.

OmniSurveyor3D was first used in the UK railway industry in 1998 and has developed to meet the specific needs of rail users in different roles. It now has more than 1100 users, who use it on a daily basis to save time and cost, as well as improving safety on various projects, ranging from new builds to asset management.

Network Rail have identified that it has reduced on site activities by 30% and improved design efficiency by 30% through: • S ignificant reductions in the need for track visits.

• Reductions in the use of safety-critical resources and maintenance vehicles.

• Increased safety for employees and contractors.

• A greater understanding of the network and asset locations.

Another example of technology bringing the network into the office with significant benefits is through automating track inspection, as shown by Network Rail’s PLPR (Plain Line Pattern Recognition) project. By combining high-resolution cameras and cutting-edge pattern recognition software, to automate the detection of track defects, OmniVision® improves both the quality and safety of the inspection process. Five trains are equipped and inspect the majority of the UK network at speeds up to 200kph. The high resolution images are then automatically analysed, integrated with track geometry measurements to enable a cross correlation and candidate defects presented for manual confirmation and reporting to maintenance engineers within 48 hours, all from the safety of the office.

Image acquisition is undertaken using a series of high resolution line scan cameras fitted to the vehicle under-body which, coupled with high intensity LED illumination, provides excellent imaging of track components, irrespective of vehicle speed and a wide variety of environmental conditions. The high intensity allows consistency of lighting such that inspectors report that they cannot tell if 26

• • • •

issing fasteners M Rail joints Rail clamps Rapid changes in rail running band Railhead surface defects e.g. squats, wheel burns, joint gaps and breaks Defective sleepers Excess and deficient ballast Fixed assets requiring detailed inspection such as level crossings Tie Bars

Example analysis image

The concept of compound defects is used to combine multiple defects and business rules to reduce manual processing time and prioritise work areas. Advanced detection and reporting algorithms are applied, which condense a large number of subfaults into a single category. Examples include: multiple missing fasteners (excluding single fastener faults); detailed crack analysis; and high/low ballast conditions. Business rules are also applied in conjunction with data from other systems, such as track geometry, prioritising defects where the track geometry is also affected.

Rail profile, thermal imaging or even geo-fences identified by a positioning system can also be used.

For the Network Rail PLPR project, OmniVision® is designed to inspect 16000 miles every 4 weeks and has been in operation since 2011. The confidence in the system, process and safety case has allowed the project to remove the need for continuous manual inspection, enabling the redeployment of 700 track inspectors and using 40 office based verifiers, improving safety and yielding a £7M p.a. cost saving.

For a metro application, with shorter network lengths, very regular inspection is possible, compared to the single pass approach used for Network Rail. This will allow subtle changes in condition to be picked up at an early stage, supporting a move to more predictive maintenance.

For more information please contact Stirling Kimkeran at Stirling.Kimkeran@balfourbeatty.com

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