June 2017 Issue number 06
THE BUSINESS MAGAZINE FOR RAIL
A high-speed jungle run awaits These mountains could soon play host to the first stage of the Pan-Asian railway MAKE OR BREAK TIME Pierre-Yves Guillaume of Amadeus on the changing nature of rail in modern Asia Pacific
HIGH-SPEED RAIL Andrea Giuricin on changing the mentality of competition in Asia
TRACK & TRACKSIDE Elvis Kozica of Linsinger on giving rails a new lease on life with milling machines
COMMITTED TO THE HEALTH OF ONE WWW.FORBO-FLOORING.COM/CHO
June 2017 Issue number 06
THE BUSINESS MAGAZINE FOR RAIL
A high-speed jungle run awaits
These mountains could soon play host to the first stage of the Pan-Asian railway MAKE OR BREAK TIME Pierre-Yves Guillaume of Amadeus on the changing nature of rail in modern Asia Pacific
HIGH-SPEED RAIL Andrea Giuricin on changing the mentality of competition in Asia
TRACK & TRACKSIDE Elvis Kozica of Linsinger on giving rails a new lease on life with milling machines
publisher RAIL PROFESSIONAL (SOUTH EAST ASIA) LIMITED Hallmark House, Downham Road, Ramsden Heath, Essex CM11 1PU Tel: +44 (0)1268 711811 EditorIAL EDITOR SAM SHERWOOD-HALE email@example.com ADVERTISING christian wiles firstname.lastname@example.org BEN WARING email@example.com ELLIOTT GATES firstname.lastname@example.org HANNAH CARRATT email@example.com ADMINISTRATION cherie nugent firstname.lastname@example.org LISA ETHERINGTON email@example.com GILLIAN DUNN firstname.lastname@example.org DESIGN & PRODUCTION MILES JOHNSTONE email@example.com Rail Professional welcomes contributions in the form of articles, photographs or letters, preferably by email. Original photographs may be submitted, but, while every care will be exercised, neither the editor nor the publisher take responsibility for loss of, or damage to, material sent. Submission of material to Rail Professional will be taken as permission for it to be published in the magazine. ISSN 2397-8287 © All rights reserved. No part of this magazine may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without prior permission in writing from the copyright owners. The views and opinions expressed in this publication are not necessarily those of the publisher, nor does it accept liability for any printing errors or otherwise which may occur.
inally we’re here. This issue is by far the most exciting we’ve done yet simply by the weight of the Asia-Pacific region’s big story – high-speed railways. When we launched last year, we were looking closely at the Kunming to Singapore high-speed line and getting different stories every day. The line had to go through five countries, with China leading the charge having already covered itself in homegrown trains capable of astonishing speeds. Laos appeared enamoured with China’s offer, Thailand dithered and Malaysia and Singapore got on with their own intercity high-speed line that observers knew would complement the grander plan. An elaborate groundbreaking ceremony was held in December 2015 and then eight months of silence followed. But as last year drew to a close activity picked up and Thailand agreed to move forward with a railway that would eventually go from Bangkok to Nong Khai on the Thai-Laotian border, the full stretch of the route was suddenly becoming visible. In this issue we will bring you a complete rundown of the news regarding the Laos stretch of the route as this is the one that has most caught our attention. We also receive a lesson from Professor Andrea Gicuricin on how companies and countries involved in high-speed rail projects can change their mentality around the industry. Looking at track and trackside we have Elvis Kozica of Linsinger telling us about what he’s learned from speaking to customers across Asia Pacific, chiefly in the area of worn rails and how the new milling machines can add years on to a railway’s lifespan. We talk to Pierre Yves Guillame about Amadeus’ ambitious plans to put rail front and centre of travellers’ minds when planning holidays and overseas travel in Asia. We also talk to Jochen Abel of Nokia about how it is helping Kuala Lumpur’s exciting new Klang Valley MRT get off the ground with the company’s LG CNS communication systems integrator. Omnicom gives us a rundown of its technological revolution in railway inspection. Gurit tells us about the benefits of advanced composite materials. Rowe Hankins explains how its increasing safety while also reducing costly disruption. Forbo Flooring gives us a look at a few of its floor coverings. As always we bring you all the news from Asia Pacific such as Australia’s huge investment in Inland Rail, Indonesia’s high-speed rail plans, Singapore’s MRT expansion and the new developments in The Philippines and Myanmar amongst others. Our next issue will be out in September and will focus on electrification and signalling, tunnelling and skills.
Sam Sherwood-Hale firstname.lastname@example.org
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issue 06 • JUNE 2017
Australia’s railways to get $15 billion investment; 400 kph Chinese train to be ready by 2020; Belt and Road forum wraps up in Beijing; Jakarta LRT fare set at less than one dollar; High-speed commuter trains ready for operation in China; South Korea trials longest ever freight train; Vietnam and Laos agree on construction of the Vientiane-Thakhaek-Muya railway; The Philippines seeks AIIB funding for the south line of the north-south railway project; $116 billion for China’s railways in 2017; Security robot debuts at Chinese railway station; Four new MRT stations on Singapore east-west line extension to open on June 18; Common station hits another stalemate in Manila
Rail Professional interview
Amadeus – Pierre-Yves Guillaume of Amadeus goes into detail on the changing nature of rail companies and passengers in modern Asia Pacific
Andrea Giuricin on changing the mentality of competition in Asia
A roundup of all the news on the Laos high-speed railway
Rail Professional interview
Nokia – Rail Professional Asia Pacific sat down with Jochen Apel, VP of Nokia’s Global Transportation Segment at AP Rail 2017 in Hong Kong
Track & Trackside
Elvis Kozica of Linsinger on giving rails a new lease on life with milling machines
Rowe Hankins explains how its increasing safety while also reducing costly disruption
Forbo Flooring has developed a truly comprehensive and compliant flooring product offer for the global rail sector
Gurit tells us about the benefits of advanced composite materials
Omnicom gives us a rundown of its technological revolution in railway inspection
7 Time to upgrade your wipers? NEWS |
More news at www.railprofessional.com/news
Australia’s railways to getsystem $15 ...News introducing PSV’s new replacement in brief... Belt and Road forum wraps up in Beijing Beijing, China The Belt and Road forum, held in Beijing from May 14-15, aimed to build ‘a more open and efficient international cooperation platform; a closer, stronger partnership network; and to push for a more just, reasonable and balanced international governance system.’ That’s according to Wang Xiaotao, deputy head of the National Development and Reform Commission. Xi Jinping gave a closing speech where he touted the Jakarta-Bandung and Kunming-Vientiane high-speed railway as an example of how the Belt and Road initiative is helping countries and communities develop and become more interconnected. Representatives of 130 countries including 29 heads of state were present at the forum which saw announcements that the Chinese railway authorities will sign agreements with their counterparts of related countries to deepen cooperation on China-Europe regular railway cargo service. The China Development Bank and the Export and Import Bank of China will dish out $55 billion in special loans to Belt and Road projects.
Canberra, Australia The Australian government is delivering a AUS$20 billion (US$14.75 billion) investment in rail. This long-term investment in passenger and freight rail includes: • a AUS$10 billion National Rail Program for urban and regional passenger rail projects that reduce travel times, connect people to jobs and opportunity and provide families and businesses with affordable options on where to live and invest. • an additional AUS$8.4 billion to build the Melbourne to Brisbane Inland Rail, the Commonwealth’s biggest rail project in 100 years, that will build a dedicated high productivity rail freight corridor also saving lives by getting freight off roads and onto rail Additional commitments to rail in the 2017–18 budget in Australian dollars: • $500 million to upgrade regional rail networks in Victoria • $792 million for Perth Metronet • $30 million towards development of a business case for Melbourne Airport Rail Link • $20 million to progress business cases for faster rail connections between our major cities and their surrounding regional centres. The Government has committed to finance the Melbourne to Brisbane Inland Rail project by a combination of an additional AUS$8.4 billion equity investment in the Australian Rail Track Corporation and a public private partnership for the most complex elements of the project. Inland Rail will provide a high-capacity freight link between Melbourne and Brisbane through regional Australia. replacement system The 126 kilometre section from Toowoomba to Kagaru, including large scale tunnelling, will be delivered through a Public Private Partnership. Under this delivery arrangement, the private sector will design, build, finance and maintain this section of the railway over a longterm concession period. ‘The Government’s renewed commitment to rail, including through its $10 billion National Rail Program for urban and regional passenger rail, underscores its importance to Australia and is welcomed by the rail industry’ said Danny Broad, CEO of the Australian Rail Association. ‘Inland rail is fundamental to boosting rail freight efficiency in Australia, and given Australia’s freight task will grow 26 per cent by 2026, its delivery is important to all Australians.’
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• Motors (24v and 110v) • Linkage systems • Control switches Jakarta LRT fare set at less than one • Components & spares dollar
Jakarta, Indonesia The fare for Jakarta’s light rail transit has been set at 12,000 Indonesian rupiah (90 US cents). It is expected that the government will heavily subsidise the service. The head of the Transportation Ministry’s railway • Arms Qiao Feng, a senior engineer at the CRRC Beijing, China China is working on worthiness department Jumardi said • Wiper blades Changchun Railway Vehicles, a subsidiary of next-generation bullet trains with a the fare had been discussed between • Motors (24v and 110v) China Railway Rolling Stock Corporation. maximum operational speed of 400 kph. representatives of the ministry and • Linkage systems China will test the new bullet train China’s current crop of high-speed train maritime coordinating minister Luhut alongside a portion of the Beijing-Shenyang operate at speeds of 200-250 kph but the • Control switches Binsar Pandjaitan. high-speed railway line, Qiao said. The test country has had successful tests of trains • Components & spares ‘We chooseyour this price instead of the other in the heavy snow of Whether trains operate Weyears. offer robustly solutions for train railwayengineered line is to be completed by 2019. running at twice that speed for two options with consideration to make The newupgrades trains will befor able to reduce per or ‘Wethe will apply new materials in the and system thepeople mountains, the heat of the desert, harsh builders, operators switch their preference to public passenger energy consumption by ten per research and production of the future transportation. But we willof study further salty environment the coast... you need a wiper (especially those experiencing a high LCC on
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We offer robustly engineered solutions for train At PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also has a builders, and system upgrades for operators ... introducing PSV’s new replacement system quality wiper systems for over 35(especially yearsthose (with 20 a high LCC onhighly experienced team of in-house designers experiencing years experience working withinoriginal theequipment). rail industry). and engineers who will work alongside you At PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also has a to meet your individual needs. quality wiper systems for over 35 years (with 20 highly experienced team of in-house designers Weexperience are a proud supplier to international OEM years working within the rail industry). and engineers who will work alongside you to meet your individual needs. train builders, fleet operators and fleet support If you’re looking to replace or upgrade your wiper We are a proud supplier to international OEM train builders, fleet operators and fleet support If you’re looking to replace or upgrade your wiper distributors. systems, we’re just a phone call away. distributors. systems, we’re just asystem phone call away. Introducing PSV’s new replacement Whether your trains operate in the heavy snow of the mountains, the heat of the desert, or the harsh salty environment of the coast... you need a wiper system you can rely on.
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News in brief... about the compatibility of the price with PT Kereta Api Indonesia’s business plan, as they are the main investor in the project who will report things to the Ministry of Transportation’ according to the head of the Sub-Directorate of Railway Feasibility. The LRT project is expected to be completed in 2019. High-speed commuter trains ready for operation in China Beijing, China China’s very first high-speed commuter trains have started rolling off the production line at CRRC Qingdao Sifang. Commuter trains are so-called because they are typically utilised by commuters travelling between city centres and the suburbs of major metropolises. According to He Danlu, senior designer at CRRC Qingdao Sifang, the commuter highspeed train is specifically designed for use in China’s many growing mega-cities. It combines the features of high-speed trains with those of underground train cars. The new commuter trains are able to run at a maximum speed of 140 kph, about four times the speed of an underground metro train. The trains are expected to run at an average speed of around 55 kph, but that will increase to 80 kph when the train runs between major stations that are far apart. The new system is expected to be put into service in Wenzhou city in southeast China in 2018. South Korea trials longest ever freight train Busan, South Korea The longest ever freight train made the five hour journey from Obong Station in Gyeonggi to Busanshinhang Station in Busan. Two trains made a single round trip along the route as part of a test run. The 580 metre long freight trains have a 30 per cent higher transport capacity with 40 cars, ten more than the typical freight train in South Korea. Two of the 40-car trains will begin official
More news at www.railprofessional.com/news
Vietnam and Laos agree on ... introducing PSV’s new rep construction of the VientianeThakhaek-Muya railway Vientiane, Laos Vietnam and Laos have agreed on the construction of the Vientiane-Thakhaek-Muya railway, linking Vientiane with the Vung Ang seaport. Vietnam’s Prime Minister Nguyen Xuan Phuc was making his first official visit to Laos which saw the two ASEAN members ink deals worth several millions of dollars. According to a joint statement, the governments of Laos and Vietnam signed nine agreements/documents in Vientiane on Wednesday. The value of goods exported by Laos to Vietnam reached $569 million last year. Meanwhile, the value of imports from Vietnam to Laos amounted to US$432.2 million last year. Vietnam and Laos began a feasibility study on a Vientiane-Vung Ang railway last year. The Korean Corporation hasPSV’s been invited to conduct a feasibility study for a ...Railroad introducing new replacement system project building a 500 kilometre railway in 2015.
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• Wiper blades • Motors (24v and 110v) • Linkage systems The Philippines seeks AIIB funding Controlline switches for the• south of the north-south • Components & spares railway project
Manila, The Philippines The Philippines is seeking AIIB funding for the south line of the north-south railway project. The 653 kilometre railway will run from Tutuban in Manila to Matnog, Sorsogon, the total length includes branch lines that will take in Metro Manila and Legazpi city. The government is courting both Japan and China in the hopes of securing funding in Arms the form of an• ODA. The south •line of the north-south railway project is among the nine projects the Wiper blades National Economic and (24v Development Authority (NEDA) board approved in November last • Motors and 110v) year. • Linkage systems Once the extensions and rehabilitation of the railway are completed in 2020, the south • Control switches line is expected to have 10 daily with seven train sets passing through 66 stations. • Components & trips spares Whetherprojects your are trains operate heavy snow of ‘As the infrastructure brought into light,in wethe will tap the AIIB, particularly the infrastructure projects that will receive Chinese ODA [official development assistance]. the mountains, the heat of the desert, or the harsh We will mix that together with the AIIB funds’ finance secretary Carlos G. Dominguez told reporters. salty environment of the coast... you need a wiper ‘The southsystem railway project so big thaton. it will eat up all the $500 million we said we you iscan rely would borrowLooking from AIIB.’ he toadded. lower your Life Cycle Costs? PSV can help.
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We offer robustly engineered solutions for train At PSV, we’ve been developing and manufacturing Our m builders, and system upgrades for operators quality wiper systems for over 35(especially yearsthose (with 20 a high LCC onhighly experiencing original equipment). years experience working within the rail industry). and en At PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also has a to me Looking to lower Life Cycle PSV can help. quality wiper systems for over 35your years (with 20 highlyCosts? experienced team of in-house designers Weexperience are a proud supplier to international OEM years working within the rail industry). and engineers who will work alongside you Whether your trains operate in the heavy snow of the mountains, the your heat of the desert, or the harsh salty to meet individual needs. train builders, fleet operators and fleet support If you’ We are a proud to international OEM you can environment of thesupplier coast, you need a wiper system rely on. builders, fleet operators and fleet support quality wiper If you’re looking to replace upgrade your wiper At train PSV, we’ve been developing and manufacturing systems for over 35 yearsor(with 20 years distributors. distributors. systems, we’re just aOEM phone callbuilders, away. fleet system experience working in the rail industry). We are a proud supplier to international train Whether your trains operate in the heavy snow of the mountains, the heat of the desert, or the harsh salty environment of the coast... you need a wiper system you can rely on.
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PSV Wipers Ltd., Navigation Road, Diglis, Worcester WR5 3DE Tel. +44 350 500 • United email@example.com PSV Wipers Ltd, Navigation Road, Diglis,(0)1905 Worcester WR5 3DE, Kingdom www.psvwipers.com Tel. +44 (0)1905 350 500 firstname.lastname@example.org www.psvwipers.com Photo reproduced under the Creative Commons Attribution 2.0 Generic license. Credit: eisenbahnfans.ch
9 Time to upgrade your wipers? NEWS |
More news at www.railprofessional.com/news
Four new MRT stations on Singapore east...News introducing PSV’s new replacement system in brief... west line extension to open on June 18
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routes starting this month, with Korail planning to expand their numbers in the coming months. The CEO of Korea Railroad (Korail), the national railroad operator, Hong Soon-man said: ‘We’ll continue to search for various ways to improve the competitiveness of the rail logistics industry, including the development of trains better fit for mass transportation, to reduce travel time and improve the punctuality of deliveries’.
Singapore April 28 2017 Commuters travelling to the Tuas area can look forward to greater convenience and connectivity when the new 7.5 kilometre Tuas West Extension (TWE) begins operations on June 18 2017. The extension comprises four above-ground stations – Gul Circle, Tuas Crescent, Tuas West Road and Tuas Link, the TWE is expected to serve 100,000 commuters daily. Commuters working in the Jurong and Tuas Industrial estates can look forward to significant time savings. For example, a journey from Ang Mo Kio to Tuas West will be cut by about 35 minutes from about 100 minutes currently, to 65 minutes with the new extension.
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$116 billion for China’s railways in 2017 Guangzhou, China China has set a budget of $116 billion for railway infrastructure construction this year, with Guangdong province spending $17 billion. Construction will start on nine lines and includes three inter-city lines, one connecting Guangzhou, Foshan, Jiangmen and Zhuhai. Six other projects are longdistance rail lines and stations.
• Arms Security robot debuts at Chinese railway station • Wiper blades • Arms Zhengzhou, China Common station hits another stalemate in Manila A robot security guard that was first 110v) • Motors (24v and • Wiper blades deployed at Shenzen International Airport not a good replacement for the 2009 design, Manila, The Philippines Local and • Linkage systems Motors (24vEast and 110v) is now• being used at Zhengzhou which was ditched and led to eight years of foreign business groups in Manila Railway Station. stalemate before a new location and design have written a joint statement urging • Linkage systems • Control switches The robot has been trained to constantly was proposed. the government to quickly move forward patrol • theControl public spaces around the ‘No, we won’t fund that because it would with the long-planned common station in switches • Components &breaches spares station and to search for security be disadvantageous to the government. Manila. The eventual station will link the • Components & spares
or safety hazards. It stands at about 1.6 The 2009 plan should be the one to be city’s three urban rail lines. metres tall and has humidity sensors which implemented because that model is the The statement read: ‘We fully support it help it seek out fires, as it did on its first most convenient to the user’ Alvarez said. the memorandum of agreement [MOA] day in action. He went on to chastise those in favour executed among the train operators of LRT The robot used at the airport, called of the plan saying ‘You refuse to build the 1, MRT 3 and MRT 7, and the Department AnBot, had a taser which it could use to terminal that has already been funded by of Transportation [DOTr] agreeing to the apprehend suspects but it’s unclear if this government. You prefer the ambitious intersection of Edsa and North Avenue in new security robot has one. terminal’. Quezon City as the location of the common ‘Thanks to the Sheriff’s capability to ‘With this new common station, the train station.’ monitor temperature and humidity inside commuters will still have long walks. We The statement was cosigned by 13 the station in real-time, we were able to can’t go for that because commuters are in groups including the Australian, European avert what possibly could have been a big hurry, especially in the morning so that and American chambers of commerce as Whether your trains operate in the heavy snow of We offer robustlya engineered solutions for train issue’ an officer at the station told local they won’t be late for work. well as the Japanese and Korean chambers. Whether your trains operate in the heavy snow of We offer robustly engineered solutions for or government the harsh responded, builders, andbysystem upgrades for media.the mountains, the heat of the desert, ‘Implementing theoperators 2009 model is The however,
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Alvarez said theOur current plan was At PSV, we’ve been developing andPantaleon manufacturing manufacturing facility in Worcester also has a Time to upgrade your wipers? for overand 35 years (with 20 highly experienced team of in-house designers At PSV,quality we’vewiper beensystems developing manufacturing Our manufacturing facility in Worcester also has a years experience working within the rail industry). and engineers who will work you ... introducing PSV’salongside new replacement system quality wiper systems for over 35 years (with 20 highly experienced team of in-house designers to meet your individual needs. years experience working within the rail industry). and engineers who will work alongside you We are a proud supplier to international OEM We offer robustly solutions for train builders, andsupport system upgrades forIfoperators (especially those experiencing a train engineered builders, fleet operators and fleet you’re looking replace orneeds. upgrade your wiper to meet your to individual high LLCare ondistributors. original equipment). We a proud supplier to international OEM systems, we’re just a phone call away. Our manufacturing facility in Worcester also has a highly designers and engineers who will train builders, fleet operators and fleetexperienced support team of in-house If you’re looking to replace work alongside you to meet your individual needs.
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Why not discover the benefits of athePSV system? Why not discover benefitswiper of a PSV wiper system? Call us today and ask for our Rail Specialist, Paul Curry. PSV Wipers Ltd, Navigation Road, Diglis, WR5our 3DE, Rail UnitedSpecialist, Kingdom Call us today andWorcester ask for Paul Curry. • Linkage systems • Control switches • Components & spares
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Make or break time for rail Pierre-Yves Guillaume of Amadeus goes into detail on the changing nature of rail companies and passengers in the modern Asia Pacific
n 1987 Amadeus was started when four airlines agreed to team up to make a new global distribution system. As the years went by the world opened up and the company evolved into an IT supplier, signing partnerships with multiple global transport providers. In 2007 Amadeus added a rail division and earlier this year Amadeus launched a white paper detailing five make or break factors for the rail industry in Asia Pacific. Tell us a little bit about the white paper and what Amadeus has been doing in Asia since the launch of its rail division. We’ve been monitoring the development in Asia over the last few years and the purpose of the white paper that we’re announcing here at Asia Pacific Rail 2017 in Hong Kong is to provide an insight as to what the challenges are that we expect the rail industry to face in Asia and what kind of solutions we can provide. We have identified five ‘make or break’ factors based on feedback from Europe and we believe these to be key to helping rail move to the next level in Asia. The first factor is retaining the customers that each rail network currently has. A growing trend amongst passengers is that they want to have a personalised travel experience, so the railways need to prove their value to their customers. In China they used to plan their journey in groups, now the trend has changed so that 50 per cent of people in China want to go on independent trips. Like in Europe before, they are entering the world of self managed booking. We are talking about an increasing population of 200-300 million middle class who have been travelling internally, even though only five per cent of people in China own a passport they all want to travel overseas. There is this convergence where we see new ways for potential travellers to request different types of experience and increasing numbers of people that will be able to travel in the next decade. This means that rail has the momentum. There are 1.3 billion airline passengers in Asia and if you want to fly around Northeast Asia you have to go from airport to airport, in huge cities this can get complicated. China will invest have invested $500 billion in rail by 2020 to reach the objective of having 80 per cent of the country Rail Professional
connected by high-speed. This model of providing city to city travel in a simpler and more efficient way is rail’s proposition. Where does Amadeus fit into all this? Our objective is to understand both the new and evolving travellers and help our customers to meet their needs. We feel that rail is not as visible at the search and booking stage as it should be and it does not reflect the importance of its role over the coming years. This is the second make or break factor: data. Mobile adoption is huge in Asia and people planning trips are changing from point-to-point passengers into end-to-end travellers. So when they look at a journey and cannot see a rail timetable clearly or the location and accessibility of the station is not obvious, they worry that they might put their entire trip at risk if they incorporate rail into it.
Open data is enriching the lives of these travellers and helping them to acquire the broadest experience possible and book a trip from their home to their hotel at their final destination. In Paris and Mumbai they have the high-speed train connected to the airport with a seamless connection. The point is to make sure that this is clear and available in the online shopping experience. Timetables for booking stages and features are accessible on all channels, this is where Amadeus can facilitate communication between the providers of the service and the sellers of the service. Is China where you’re focused? Last year in 2016 we had close to four billion people flying across the globe, in China alone you had three billion that took a train, we are talking about shared numbers here comparing one country to the entire planet. Everyone is interested in working with China and we are currently working with
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almost all the online travel agents there, we are powering websites for airlines and we have offices here in Hong Kong and in Shanghai and Beijing. There is different stage of development in China but there are other highly developed nations in Northeast Asia and the developing countries of Southeast Asia also offer similar potential but neither has yet to meet the volume that China is capable of. How distinct is your strategy for Northeast Asia compared to Southeast Asia? Every market is unique, every strategy is unique in itself, finding the right equation requires flexibility so you have to adapt and talk to all IT partners and travel sellers alongside the railway operators and we talk to everyone to help the market to converge which is where we see things eventually going. We think that in the years to come we will see a blend of interaction between the networks. If you take KoRail or Japan they are measuring their travel times in seconds, not minutes. Then you have the quality and the power of China to make high-speed viable and to deliver it overseas.
In Southeast Asia they have ageing infrastructure but they have proved their commitment over a longstanding period to modernize and extend the network and even offer high-speed services and at one stage the whole Asian continent will be connected along the Pacific coast. Now, take India, on the low-end it is incredibly busy but the infrastructure has suffered from a lack of investment and they are struggling to keep their high-end customers as a result of this. They need to upgrade the customer experience. So we are seeing that even where the networks are struggling, there are still interesting developments. So in Northeast Asia and the Pacific markets we have a mix of state owned and privately owned networks, but everybody talks to everybody. They need a complete change of DNA to upgrade their skills and their IT. This is what Amadeus hopes to achieve with the white paper. Which is the most important thing that railway companies should take away from the white paper? The whole industry needs to go to the next level and change its mindset to put the traveller at the core of everything it does.
This means a mobile first approach at every stage, in Japan they have a new mobile app that is offered in multiple languages which is very useful because finding your way around train stations in Japan is really difficult. There are some areas where high-speed rail makes a lot of sense, linking two cities which used to rely on airplanes. Now there are new free trade zones bringing value to peninsula Malaysia as all along the rail corridor there will be real estate opportunities. In India there is a huge demand for highspeed rail to connect new cities that are competing for secondary city status. Is there anything else youâ€™d like to add? We really feel that everything is aligned for rail to be the next success story in Asia. The chain of partners along the railway selling network can now converge on one goal to provide and sell the rail experience that travellers want. Rail must understand that it is in competition with all forms of transport now. One way to capture a bigger share of the market is by selling rail tickets alongside an LRT to a main station in the city centre. It helps to understand the economics behind other transport providers, like auction selling upgrades as they do with airlines for example. Rail Professional
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Changing the mentality of competition Competition benefits many industries, but it is unusual in the railway sector, especially in the passenger segments
he panorama of the railway industry has changed over the last few years, not only for the rising of the Chinese high speed railway system, but also for the competition that has entered the European market. For many years, Europe played a clear leadership role in the high-speed sector, together with Japan. The balance of power has shifted in the last ten years however, with China harnessing both the technology for high-speed rail and the means to export their trains around Asia. Europe continues to push on with innovation and technology thanks the liberalisation of the sector, but whilst the majority of the worldâ€™s high-speed railway is in Asia, the continent as a whole needs to change its mentality towards competition.
The private railway undertaking bought 25 AGV trainsets in 2008 and after a long and difficult process of homologation to ensure it met regulatory standards, the company started operations in April 2012. Italo uses the same infrastructure of the RU incumbent, Trenitalia, and it pays the same access charge (â‚Ź8,20 euro per train per kilometre). The infrastructure manager, RFI (Rete Ferroviaria Italiana) is part of the same holding company as the railway undertaking, FSI (Ferrovie dello Stato Italiane) a state-owned enterprise. FSI holding is fully controlled by the Italian Ministry of Finance and Economy. This is why it was important to create an independent authority for the regulation of the transport (effective since September
Competition Italy introduced the liberalisation of the high-speed sector in 2012, when Italo (NTV is the company name) entered in the market.
The private railway undertaking bought 25 AGV trainsets in 2008 and after a long and difficult process of homologation to ensure it met regulatory standards, the company started operations in April 2012
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2013) that is able to create a fair playing field in the railway sector. Open access competition is not easy in a sector where there is still the vertical integration of the incumbent, but after five years of competition the benefits of liberalisation are clear. South Korea was the second country in the world to decide to open up to competition in high-speed railway, with SRT entering the market last December. Three years before, on the 27th of December 2013 Suseo High-Speed Railway (SR), the new entrant, was awarded a business license. There is a new station in Seoul, Suseo, which is separate from the station being used by the KTX service, as well as two other stops in a new part of the line (Dongtan and Jije). The operating lines will be the Suseo – Busan and the Suseo – Mokpo and it will be partially shared with Korail. The Korean government clearly saw that competition amongst its high-speed railways would boost the quality, but the price of the ticket will be fixed by the government and none of the companies involved has a revenue department. NTV and SRT made a memorandum of understanding on November 2015 to share their experiences. Benefits for travellers In five years, the market demand in Italy increased around 80 per cent without new infrastructure construction; although the Italian economy had a strong recession (GDP decreased 3 per cent in the same period). The strong increase in demand was partly due to a fall in the average ticket price. The yield in the high-speed sector in Italy is now 40 per cent less than in 2011, the year before Italo entered the market. In comparison, the average yield (the
In five years, the market demand in Italy increased around 80 per cent without new infrastructure construction; although the Italian economy had a tough recession (GDP decreased 3 per cent in the same period)
2.05 4 2 0 2012
passenger revenues divided by the demand in passenger kilometres) in Italy is around half of the JRC. Such a remarkable level of growth in demand did not even register in the aviation sector after the EU liberalisation in the ’90s. This strong increase of the number of passengers shows the potential of highspeed market liberalisation. Italo has increased every year the number of carried passengers and last year it reached 11 million passengers. At the same time, Trenitalia not only avoided a decrease in the number of passengers, but it continues to experience remarkable growth. It is important to underline that there are several critical points to have a fair competition in the Italian high speed market as operative barriers, lack of access facilities and Rosco. Italo has invested around €1 billion in the construction of a brand new
maintenance depot and 12 new high speed trains. Liberalisation in Europe Italy was the first country to liberalise the high speed sector, but in Europe there are more and more cases of new private operators in competition with the incumbents. Most new entrants decided last April to create a new association in Brussels, ALLRAIL, to push the competition at European level. There are three important cases: Westbahn in Austria, MTR express in Sweden and LEO express in Slovak Republic. In the last case, there are three operators on the main routes and this competition permits a strong increase of the offer and demand. In Austria, Westbahn launched Rail Professional
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operations on December 11 2011 with a route running between Salzburg and Vienna. The company is very innovative and it sells the majority of the available tickets due the strong barrier imposed by the incumbent OBB and runs around 3.5 million train kilometres per year. It is possible to show a similar case in Sweden, where MTR express entered the market in the first half of 2015. In just two years, the benefits of competition are clear in this market too: the weekly offer between Stockholm â€“ Goteborg increased by 40 per cent, while the price decreased by around 15 per cent. In 2016 the demand along this route registered a growth of around 16 per cent, while the aviation traffic declined by one per cent. Effects of competition The competition in the railway industry has a direct effect on the market share split between train and aviation. In Italy, the longest routes by high speed train (from four and a half to six hours) show the possibility to catch part of the market of air transport. It is not just the arrival of the high speed railways, as in Japan for example, that permits it to take part of the market from the aviation sector. Milan to Naples or Turin to Naples routes by plane have seen a decrease in the number of passengers between 2011 and 2016 by around 40 and 50 per cent. Trains have gained this competitive edge for a variety of reasons, first of all a clear change of mentality from the new entrants. The target is the traveller and this is the reason why the railway undertaking is made around them. To make this change possible, it was important to have a very flexible and integrated service oriented architecture of IT. Due to the application of technology it is possible to give free upgrades on board to the most important customers and it is a reality of segmentation that could lead to a one to one offer to the very important travellers. All this technology is already used by airline companies and this is also the case of Italo where all the frontend and backend subsystems are integrated and outsourced to a specialist. NTV outsourced not only the IT systems and the cleaning of the train but also the maintenance with a global service agreement of 30 years with Alstom. The use of outsourcing is important but at the same time could be critical if there are no capabilities to make good contracts. A very important point of the change of the business model was to create a flexible offer. In the railway sector a trainset is a fixed investment with few possibilities to have change. Italo was able to manage this critical point and it changed many times its offer in
terms of ambiences on board. When NTV started the service in 2012, there was one coach of Club, four coaches of Prima, one of which was Prima Relax (silent coach) and six coaches of Smart (Economy). In 2013, due to the strong economic recession, NTV understood that the demand was different than expected and so it cancelled Prima Relax and substituted it with an offer of Smart XL (an option with the same seats pitch of the Prima Class but without onboard service). Whenever there is a recession on, businessmen change their habits to account for the reduction in travel expenses from their companies. Now NTV offers one coach of Club, two or three coaches of Prima, one or two coaches of Comfort (an evolution of the Smart XL) and six coaches of Smart. This flexibility is a key point of the success of Italo. It is possible to adapt the number of coaches of Prima and Comfort in function of the demand. All the seats are leather-backed and a free Wi-Fi and infotainment services are offered to the entire train. Innovation and lessons Many innovations were introduced in the cost control area of the company that have improved efficiency in terms of cost per available seat kilometre. Despite twenty years of economic stagnation in Japan, China, South Korea, and many other countries in Southeast Asia, have enjoyed decades of fast growth. It would be good practice for rail companies, therefore, to learn the lessons from Europe and pay attention to how regular passengers will change their habits in leaner times. In South Korea for example, SR has more seat density because it wants to reduce the cost for available seat kilometre. New
entrants will pay a higher access charge, KTX, for example, is paying 33 per cent of its total revenues, while SR will pay 50 per cent of its total revenue. A higher seat density is a typical strategy derived by low cost carriers that it is often adopted by new entrants in the railway industry. Italo also started an intermodal service with Italo Bus at some central hub stations (Reggio Emilia and Salerno are two of the biggest). The bus services allow for a much larger catchment area for the rail service and it is totally integrated in the Italo system of sales and yield management. Westbahn started an integration with the first European bus â€˜platform operatorâ€™ Flixbus to offer a better and larger service. All the innovations that the new entrants like Italo, Westbahn, MTR Express or LEO Express are coming up with to help them excel in the market put the customer at the centre of attention without losing focus on cost control. Operators coming into an open access competition have to allow for a big change of mentality in order to compete against the strong incumbents in the market. This change of mentality is a positive not only for travellers and new entrants, but also for the entire rail industry which now has a great opportunity to develop a more efficient and important railway sector. Asia could also improve its railway system with the introduction of competition along these lines. This is the best way to improve the productivity of the sector and to push the innovation forward. Andrea Giuricin is a visiting professor at the China Academy of Railway Science and is a regular speaker at rail events and conferences around the world. Rail Professional
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Laos high-speed railway news roundup After breaking ground last year construction of the Kunming – Vientiane high-speed railway is now officially underway
arious political and financial developments seem to have put all the key players on the same page as construction of the railway surges forward. The country’s main English language newspaper, The Vientiane Times, reported last month that Laos has increased its machinery imports from China. After some delays the Laotian government has now set up a special lane at the Mohan-Boten border crossing point in northern Laos. A taskforce team has been sent in to control the special lane as all the machinery and goods being brought in for the purpose of the railway are exempt from import tariffs. Now that the various sides have come to an agreement around the financing of the project, officials have begun working on plans to speed up the construction. The scrapping of tariffs is one measure but the allocation of money to compensate and resettle communities that have been displaced by the railway is also an important hurdle to jump as this is still a contentious issue.
The timing is fortunate as the boring of tunnels has to begin before the rainy season gets underway. ‘Tunnel entrances are being prepared for boring. We expect to begin boring before the rainy season and once the rain comes we can work inside the tunnels’ deputy minister of Public Works and Transport Lattanamany Khounnivong was quoted as saying on March 31. All this will come as good news for China Railway Group, which is looking to double its overseas business as a proportion its of total revenue. The company saw an 8.6 per cent drop in overseas revenue last year due to longer order-to-revenue conversion cycle of overseas business, according to chairman Li Changjin. Li expects to see a ‘revenue-booking peak’ this year now that the Laos railway is moving forward. China Railway Group signed $14.9 billion worth of overseas contracts last year, accounting for 4.4 per cent of their total revenue. The goal is to increase that to 10 per cent in 2017.
Laos high-speed railway The $5.8 billion project will utilise Chinese rail technology, with six Chinese contractors hired to carry out construction. Construction is expected to be completed by the end of 2021. The single-track railway will involve the building of 167 bridges with a total length of 62 kilometres, 75 tunnels with a combined length of 198 kilometres, and 32 stations. The Laos-China Railway Project Rail Professional
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The other major player in this story is Thailand, who have been entertaining the high-speed railway idea for a few years with various different projects Management Committee is scheduled to hold talks today in Luang Prabang province to discuss and review all aspects of the project. One of the other topics up for discussion will be compensation owed to displaced landowners, 50 metres of land along each side of the railway will be preserved for project development.
High-speed purpose For the Laotian government, the purpose of the railway is to turn Laos from a ‘landlocked’ country into a ‘land-linked country’ but they can’t do that with just one railway linking Vientiane to Kunming, and the Chinese don’t expect there to be just one railway. The other major player in this story is Thailand, who have been entertaining the high-speed railway idea for a few years with various different projects. Finally, it seems the Bangkok to Vientiane railway, which has faced serious delays and was almost scrapped, may be back on the agenda. Back in March this year Thailand began construction of a logistics depot near the border with Laos which suggested the
two countries were coming closer to a deal. Now, Laos and Thailand authorities are preparing for the start of freight rail transport between the two countries. Last week officials from both countries were present at the handover of a 38,000-squaremetre container yard and other facilities at Laos’ Thanalaeng railway station in Vientiane.
Deputy director general of the Lao Railway Department, Sonesack Nhansana, said that the transport of goods by railway could cut costs by 30 to 50 per cent compared to road transportation. The high cost of transporting goods is one of the many problems holding back Laos’ economy. Whilst these projects are not on the same grand scale of the high-speed railway their progress does help the wider narrative of high-speed rail being part of the future development of Southeast Asia. Even though the Thai government has dithered repeatedly on whether or not they will even build their stretch of the highspeed railway, the good news in Laos and China Railway Group’s renewed impetus on overseas revenue could see the project increase in popularity.
Ordnance clearances The clearance of unexploded ordnances (UXOs) from land allocated along the route of the first phase of Laos’ high-speed railway has almost finished. The UXOs are being cleared as part of the construction of the first phase of the railway which will run 53 kilometres from Boten, a checkpoint on the China-Laos border, to Namor district in Luang Namtha province. It will then run another 17 kilometres through Luang Namtha province where two small stations will be built, namely the Boten immigration checkpoint and the Natuay cargo loading station. Three big bombs each weighing more than 113 kilograms were found at the start of April in Lao’s northern Luang Prabang province, Laos’ state-run news agency KPL reported at the time. Over the last two decades two million UXOs have been destroyed, according to Laos’ minister of Labor and Social Welfare Khampheng Saysompheng. In Luang Namtha Province, some 360 kilometres northwest of Lao capital Vientiane, the project includes the construction of seven bridges with a total length of about four kilometres and the drilling of three tunnels with a total length of 10 kilometres. Fueling earnings Two hundred million litres of fuel will be consumed during the construction of the Kunming – Vientiane high-speed railway, according to deputy director of the Lao State Fuel Enterprise, Phayboun Phomphaphi. ‘An auction is being carried out and hopefully oil supplied by Lao fuel companies will be selected for the almost six billion U.S. dollars project’ Phomphaphi said. ‘My company is submitting letters of auction to the authorities and the selected companies should be announced next month’ he added. The number is being made public as Laos is keen to see its fair share of the $7 billion cost of the project, close to 70 per cent of Laos’ entire GDP, stay inside the country. As Laos holds a 30 per cent stake in the 417 kilometre railway, Laotian fuel companies hope to supply at least 30 per cent of the petrol needed. Rail Professional
Rail Professional Asia Pacific sat down with Jochen Apel, VP of Nokia’s Global Transportation Segment at AP Rail 2017 in Hong Kong
okia is the mission-critical railway solutions provider for a safe, on-time and connected journey. The company offers a complete end-to-end railway communications portfolio, including the GSM-R solution, LTE, reliable transport (IP/MPLS and optical), cybersecurity and IoT platform, combined with a dedicated professional service team with proven turnkey capability and a global presence. Nokia’s highly secure and resilient wireless and fixed communications networks designed for urban, mass transit, main line and freight rail operators are based on industry standards to guarantee interoperability, safety, reliability, efficiency and long-term support. How has Nokia’s rail program developed over its lifetime? Nokia has more than 30 years of experience in the railway industry with the most complete E2E portfolio and professional services. We are the market leader with more than 20 GSM-R networks and more than 80 mission-critical railway networks deployed and live. What is Nokia’s vision for its rail program? Although the railway sector is very much focused on safety and on-time journeys, we see that passenger experience is becoming more and more important to our customers. Also, passengers and commuters have increasingly high expectations toward railway operators. In the past, the most important parameter in the customer experience was on-time travel. Fast forwarding to today, comfort, including all-time connectivity, is essential. This drives network operators toward converged mobile and fixed networks, carrying multiple services over one network. Adoption of LTE technology, as well as IP/MPLS, is a must to be able to stay competitive in an increasingly automated world. These mature technologies will also help railway operators to further improve Rail Professional
their operations. Predictive maintenance and a complete digital map of the entire operations will drive Opex reduction, but also help railway companies to compete with OTT players like Uber. How does Nokia see this playing out in the Asia Pacific region? Asia is experiencing high growth in the construction of new railway infrastructures, mainly driven by rapid urbanization and expansion in metropolitan areas. The railway supply and services market is foreseen to grow at 2.6 per cent CAGR over 2016-2021, according to UNIFE. China and India will continue to lead the region in terms of the number of new lines and kilometres of track. However, government financing from China and Japan will further accelerate the pace of railway construction, especially in the underdeveloped economies. In particular, the One Belt One Road (OBOR) initiative by the Chinese will spur economic integration and development of new connectivity between Asia and Europe. Asia is a key region for Nokia to invest resources to cover the different markets comprehensively. Tell us about the LG CNS that Nokia is currently working on in Kuala Lumpur? LG CNS is the communication systems integrator for the Klang Valley MRT Line in Kuala Lumpur. LG CNS selected Nokia to provide a mission-critical backbone transmission network based on internet protocol/multi-protocol label switching (IP/MPLS) technology to support a variety of passenger and operational services, including passenger information and security systems, wireless transmission and operational support subsystems, such as supervisory control and data acquisition (SCADA), maintenance management system (MMS), automated fare collection (AFC) and more. Nokia’s IP/MPLS network solution has a well-proven track record, having deployed in more than 30 railways, but mainly in Europe. Outside Europe, railway operators in Asia are beginning to understand the benefits of this technology and how it will lower their total cost of ownership (TCO). IP/MPLS is matured and standards-defined by the IETF/IEEE and is operationally used by all telecom service providers. Nokia’s IP/MPLS solution is not only future-proofed, it is engineered industrially for mission-critical requirements expected by railway operators. We have railways in Europe deploying this technology to carry mission-critical voice, as well as train control signalling (ERTMS and CBTC). Compared to its competing solutions, IP/MPLS offers unparalleled features, such as support of legacy TDM interfaces, layer 2/3 VPN, sub50msec fast reroute, traffic engineering, network isolation and cybersecurity. Nokia is pursuing several rail opportunities in Malaysia, such as MRT Line 2 and LRT 3, to name a few. We are
Nokia’s IP/MPLS network solution has a wellproven track record, having deployed in more than 30 railways, but mainly in Europe. Outside Europe, railway operators in Asia are beginning to understand the benefits of this technology and how it will lower their total cost of ownership (TCO). IP/MPLS is matured and standards-defined by the IETF/IEEE and is operationally used by all telecom service providers also in discussion with MCMC on the frequency allocation to support LTE /4G implementation for railway communication. What is Nokia’s presence like in other countries across the Asia Pacific region? Nokia is a market-leading supplier of mobile communication networks to many telecom service providers in the Asia Pacific region and, therefore, currently has a presence in almost all countries across the region. Our goal is to leverage the strong footprint we have to expand our enterprise business into other verticals, such as railway.
and Manila, do you think would benefit from this technology? All metro lines, either greenfield or brownfield, can benefit from our IP/ MPLS technology. There is no limitation whatsoever that will prevent operators from adopting IP/MPLS as their core data communication network. We also have experience in helping our customers migrate and transform their networks from legacy technology to IP/ MPLS. Our Asia Pacific region customers can rest assured that they can entrust their network technology with Nokia.
How do you see Nokia’s rail technology being utilized in other cities across Asia Pacific? As far as railway is concerned, Europe is leading the world, in terms of IP/MPLS technology adoption and references. We’re seeing that Asia is rather conservative in adopting newer communication technology and also risk-averse. Having said this, many rail operators have started to realize the advantages and benefits that IP/MPLS brings. A good example is Malaysia, where this technology is now in operational use. Other countries, such as Korea and Australia, have also started adopting.
Are you watching the new Metro systems under construction in Hanoi and Jakarta and the expansions in Bangkok and Manila? As a company, Nokia Networks is present throughout the Asia Pacific region. We are monitoring almost all the markets where public infrastructure development is the underpinning growth of the economy, so of course Thailand, Vietnam, Malaysia, The Philippines, Indonesia are front and centre in that aspect. We will see more urban transit and intercity railway lines, including high speed lines, in the next five years. Nokia is expanding its footprint within the railway industry. We’ve been the market leader in mission-critical networks for railways for many years in various technology areas. While Europe remains a strong market for Nokia, Asia Pacific is the hottest one for sure. Railway companies in the region will benefit from our long-lasting experience in wireless and wireline railway networks. Adoption of new technologies like LTE and IP/MPLS are a must to stay competitive and serve the increasing expectations from passengers. Nokia has the broadest portfolio, strongest integration capabilities and most experienced workforce in the market when it comes to railway networks.
Which existing Metro systems, like Bangkok, Singapore, Seoul, Hong Kong
Jochen Apel is VP of Nokia’s Global Transportation Segment
In which markets was the technology first tested? LTE in railways was first adopted in Korea, where Nokia is supplying a complete new LTE network. Other early adopters were mining companies in Australia or South America, which started using LTE technology very early for their railway track between the mine and the sea port. The starting point of IP/MPLS adoption was in Europe, where IP/MPLS is now the de-facto standard technology for railway networks able to carry multiple services, including mission-critical applications like train control.
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A new lease on rail life Increased passengers on the rail network every year means an increase in the number of tonnes per year on the rails
n order to overcome this challenge railways are reorganizing themselves to provide a reliable railway with no downtime. Due to the steadily growing frequency of the trains around the world, rail maintenance has become a much bigger challenge. One of the greatest threats to networks are head checks (rail cracks) which can dramatically increase the risk of rail failure and reduce the lifetime of the rail. Rail milling technology Due to the recently introduced eddy-current head check detection and measurement devices which are now available in the market, cracks in the rail can be easily measured and evaluated with smart IT programs. Studies of the rails on cross country railways and metro systems have shown that severe rail head checks have been found hiding undetected below the railhead surface. Head checks with a crack depth of over 5mm are not uncommon, and can be spread all over the network. In particular these occur in areas of high annual axle tonnage, high acceleration and braking. These head checks have previously been an underestimated major threat to rail life and track safety. In response to this threat questions were raised, as to how the
Studies of the rails on cross country railways and metro systems have shown that severe rail head checks have been found hiding undetected below the railhead surface. Head checks with a crack depth of over 5mm are not uncommon, and can be spread all over the network Rail Professional
threat to the network could be reduced or eliminated whilst the life of the rail in track could be prolonged or extended. Depending on the remaining height of the railhead, after proposed treatment the head checks and other defects can be completely removed from the rail with the Linsinger rail milling technology and as a consequence considerable re-railing costs can be saved and rail life extended. The cutting depth of the rail milling machine can be individually set from 0.3mm up to 5mm in order to remove all defect material and cracks in only one working pass without changing the metallurgical state of the rail. Japan Linsinger was the first company to produce mobile rail milling machines worldwide, early in the 1990s. In 2011 the company delivered the first electrically isolated milling train to Japan. The train was designed to have a small clearance diagram and a low axle load making it perfect for operation in tight spaces like those found in metros and on narrow gauge railways. Over 22,000 kilometres of railway in Japan, which constitutes the vast majority, is narrow gauge including the 200 kilometres of the Tokyo metro. Korea In 2011 Korea purchased the world‘s largest carbide tip circular sawing machine.
The combination of LINCUT® and DPD® gearbox technology allows the cut of steel billets up to 800mm diameter with uniquely low production costs and unsurpassed output capacity. Linsinger rail milling machines are able to treat both plain line and also to maintain and switches and crossings. Various measuring systems can be fitted to the machine including longitudinal and transverse profile measuring systems as well as eddy-current crack detection systems to determine any defects remaining after treatment. All these individual production steps are carried out in a single pass only. New and old Milling machine operations in Asia in places like China, Hong Kong, Thailand, Korea and Japan have thrown up new types of issues as some of these countries have ageing networks that are being replaced and repaired at the same time. Equally many of these countries have rapidly expanding cities and so are in the process of building new metro systems with an eye on future maintenance. Comparing Hong Kong, Singapore and Thailand’s capital Bangkok, each of these places have Metro networks at various stages of maturity, some with very high wear rates. Wear rates can be as high as 0.5mm per year on the metro rails in Hong Kong and Japan as both these networks are extremely busy. Major metropolises like
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Bangkok and the megacities in China can also expect to see an increase in passenger frequency as they expand their networks. Saving time Due to the structure clearance (including axle load limits of the vehicles) constraints other rail re-profiling machines struggle to keep the rail profile in shape due to the material removal per pass these rail maintenance technologies can deliver. These rail re-profiling machines would need multiple passes in highly frequented areas to restore the rail profile whereby a metro rail milling machine is able to remove up to 1.5mm in only one working pass. That means a rail milling machine is more efficient and much faster than other conventional rail re-profiling machines available on the market especially when it comes to corrective maintenance. Looking to the future The most important story for Asia Pacific over the coming years will be the cross country high-speed railways that we can expect to see popping up in places like Indonesia and Thailand. The pieces are also already in place for major inter-country railways such as the Kuala Lumpur to Singapore and the Kunming to Vientiane high-speed railways. Cross country railways can use bigger and heavier rail maintenance equipment
Singapore LTA to use drone to enhance tunnel inspections
ingapore The LTA is planning to revolutionize its tunnel inspections with a drone that can zip along the tunnel, completing the inspection much more quickly and safely. The LTA has issued a request for information (RFI) to seek the industry’s participation in the use of unmanned aircraft systems (UAS) and Unmanned Vehicle (UV) technology for MRT and road tunnel inspections. Participants of the RFI are invited to design and develop suitable trials based on UAS technology to conduct automated inspections in MRT tunnels. They can also develop trials involving UAS, UV or other technology for the inspection of road tunnels. The trials should incorporate 360-degree video mapping of the tunnels, as well as software to automatically detect defects from the video taken and provide their location. Through the RFI, LTA will evaluate the feasibility and effectiveness of leveraging such technologies in the routine inspection of tunnels. Currently, manual inspections are carried out regularly within the rail tunnels to detect anomalies, such as cracks or water leakage. These checks allow LTA to ascertain the health of the tunnel structures so that necessary maintenance can be carried out. Such checks are labour intensive as they require workers to physically comb the tunnels. The inspection of rail tunnels is even more challenging as workers can only do so within a very limited number of hours at night, after passenger service ceases. The use of automated technologies such as UAS and UVs will not only improve the accuracy of inspections, but will also free up engineers’ time, enabling them to focus on the analysis of the data captured to recommend any necessary remedial measures. This RFI expands on LTA’s proof-of-concept trials at ten Thomson-East Coast Line sites, where UAS are being deployed to monitor work progress by taking aerial photographs and videos. These new trials will help to further current research developments and validate UAS and UV technologies under demanding operational conditions. If found effective, LTA aims to fully deploy these technologies for tunnel inspections in the next five years.
to reshape the rail profile but still need several passes in the event of corrective maintenance. With a MG31 rail milling machine for instance you are able to remove up to 5mm in one working pass only. With the rail milling technology you are able to
remove deep defects from the rail head and therefore prolong the rail life with lower costs compared to conventional rail maintenance technologies. Elvis Kozica of Linsinger www.linsinger.com
Furrer+Frey — Your Specialist Electrification Partner. From mainline high speed systems to urban light rail transport and everything in between.
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In the ‘NIC’ of time Damon Cadman, global sales manager at Rowe Hankins, explains how its split-core NIC increases safety while also reducing costly disruption
rain operators continually work to improve the reliability of rail networks and minimise delays. To keep pace with today’s turbo-charged world, there is an increasing demand for trains that travel at higher speeds and run more frequently. Trains typically run 24 hours a day, seven days a week, 365 days a year, so there is no ideal time to carry out maintenance. Proactive maintenance Changes in current can be a symptom of a range of faults that may threaten rail safety, critical system performance or the durability and reliability of equipment. The rail industry has moved from ‘find and fix’ to a ‘predict and prevent’ methodology that requires reliable non-intrusive measurement. Manufactured by Rowe Hankins in the UK, the split-core non-intrusive current monitor (NIC) has been designed for use in rail condition monitoring (RCM) systems, allowing engineers to fix problems before failure. The device detects variation in current with no direct effect on the power supply. Designed for trackside application to assist Network Rail in its preventative maintenance programme, the split-core NIC has many benefits, including its retro-fit installation. This allows the unit to be clamped around circuits without interference to the circuit or signalling systems, removing the need for costly downtime while a RCM is installed, which means that the rail network can continue to run safely. The signal is received from the splitcore NIC via the associated data logger, the programme output then highlights that the primary current variations are outside of the normal limits. By indicating a potential problem, repairs can be carried out prior to significant failures. The aperture can be opened and closed via a jaw latch locking system. The on-board green LED indicates the unit is powered up and the red LED indicates that the primary current has reached the defined trip level. This allows installation engineers to see realtime working functions. The transducer can be clamped around a conductor of sizes up to 26mm in diameter. Measured improvements The transducer uses fluxgate sensing technology which is a passive sensor that Rail Professional
is far more sensitive than conventional magnetic sensors. Its other advantage is its superior performance at extreme temperature ranges, found in rail networks, as well as ambient temperatures. This results in a far greater overall accuracy of the RCM. The sensitivity combined with the temperature improvements gives a much improved measuring resolution. The design team behind the split-core NIC was aware of existing problems caused by rail network AC electrical noise from overhead lines, which are picked up on DC track side signalling circuits. The transducer was designed to remove these with low pass filtering techniques. This filtering is done at the source of the measuring circuit, completely removed from the output signals generated. Customer first Today, Rowe Hankins is recognised globally as a specialist in the design and manufacture of components used within safety critical systems, and the world-wide distribution of electro-mechanical products for railways. The British company has sales outlets both in the UK and overseas, and its engineers can provide comprehensive technical support to enable rail engineers to integrate the split-core NIC into their safety, monitoring and control systems.
Thanks to the passion, knowledge and expertise of its team, manufacturer has built a global reputation for quality, reliability and innovation. Its products are making vast improvements to the rail industry, not only making safety economical but also efficient, reliable and attainable. Company profile Rowe Hankins provides innovative ontrain and trackside safety products and components to the world’s railways. Manufactured products include speed sensors, current monitoring products, intelligent wheel flange lubrication and earth leakage detection units. Tel: +44 (0)161 765 3005 Email: Deborah.Wilkinson@rowehankins.com Visit: http://www.rowehankins.com
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Floor coverings for rail Forbo Flooring has developed a truly comprehensive and compliant flooring product offer for the global rail sector
hether you are sourcing floor coverings for highspeed, intercity, regional or light rail carriages, or for trams or metro vehicles, Forbo Flooring Flooring can provide you with an exceptional range of products to meet the necessary requirements. Included within its portfolio, are high performance entrance systems, linoleum flooring, textile carpets and flocked floor coverings, and a wide range of design and colourways. The company also supplies all the necessary adhesives, accessories and specialist tools an installation team might need. Forbo Flooring Flooring is very experienced in material scheduling and meeting individual logistical challenges, both for new build and refurbishment programmes. When it comes to totally unique flooring solution, Forbo Flooring Flooring’s dedicated customer account managers will work directly with the company’s experienced and talented in-house design team to deliver custom floor covering designs that are guaranteed to give any rail interior a truly individual look. Working with Forbo Flooring Flooring means: • a sole source of supply for all your flooring requirements • the largest and most versatile choice of floorcoverings
• a custom design service • global advice, support and cross border project management. Marmoleum FR Marmoleum has a history that stretches back over 150 years and this totally natural floor covering has always been renowned for its sustainability, durability and high quality. For the rail sector Marmoleum FR offers total versatility in terms of colour and design, but what makes this floor covering really stand out is the fact that it is created using a high percentage of natural raw materials, with renewable and recycled content. All Marmoleum FR floors include Topshield2, a double layer, UV-cured finish that is scratch and scuff resistant, easy to maintain and ensures long lasting appearance retention. With its natural bacteriostatic properties and resistance to chemicals, Marmoleum FR is perfect for
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number of design options ranging from abstracts with an intricate colour spectrum to realistic images of natural materials. Several of the Flotex Vision designs offer the option to create your own colourway, allowing you to match the floor precisely to your interior design scheme or corporate identity colours. If you have your own vision of what you want on the floor, the company also offers a complete bespoke design service on request. Flotex Vision FR is a collection of high definition digital print designs that create superior textures with almost 3D like appearance. As Flotex Vision FR has 70 million fibres per square per metre, it provides a matt high density substrate for printing, enabling vibrant designs and trueto-life visuals to be produced in high level photographic resolution, providing ultimate design flexibility for rail interiors. All colours, tones and hues are achievable with Flotex Vision FR.
heavy traffic rail vehicles. Its other benefits include: • homogeneous durable construction • low life cycle costs – can be renovated and repaired • resistance to cigarette burns • wide range of colourways per design • reaction to fire EN 45545-2: HL2 / HL3. Flotex FR Flotex FR is unique, combining the cleaning properties and durability of a resilient flooring with the comfort, slip resistant and acoustic properties usually associated with textiles. Alongside being the only truly washable textile floor covering, its other benefits include: • high durability • hygienic • easy to clean; easy soil and stain removal due to short nylon fibres • slip resistant • bacteriostatic • reduces airborne allergens (independently proven by Allergy UK) • reaction to fire EN 45545-2: HL2. Flotex Colour Flotex Colour is a collection of three designs (Metro, Penang and Calgary) which together form a rhapsody of colour across a broad spectrum. Flotex Vision FR offers an infinite
Tessera FR Tessera FR is a collection of attractive, hardwearing carpets, offered in various pile constructions and textures, all designed to deliver specific aesthetic and performance benefits. The installation of carpet in a rail vehicle adds significant warmth, comfort and acoustic benefits. The carpet renowned for its aesthetic styling and outstanding performance in the most demanding environments Other benefits include: • durability and appearance retention, made from 100 per cent nylon • flexibility for colourisation • slip resistance • reaction to fire EN 45545-2: HL2. Coral Move FR Coral Move FR is a tufted carpet solution for rail interiors offering great customisation possibilities to complement interior design and colour schemes. Its other benefits include: • warm and comfortable • excellent soil hiding • slip resistant • acoustic properties • reaction to fire EN 45545-2: HL3. Coral FR Entrance Matting First impressions are crucial, which is why effective entrance flooring that stops dirt and moisture being tracked into carriages and saloon areas is fundamental to modern train design. By removing wet and dry soiling from the soles of shoes and wheel treads, an effective entrance system reduces premature wear and tear to interior floor coverings, minimises cleaning and maintenance costs and protects passengers by reducing slip hazards. Its other benefits include: • high moisture absorption • dirt scraping for effective clean-off • high dirt storage
• advanced colouring and design choice • excellent soil hiding properties • reaction to fire EN 45545-2: HL2. Providing the ideal solution for rail vehicle entrances, Coral entrance flooring is available in three different formats: classic, brush and duo – each with its own unique benefits. Forbo Flooring Flooring Systems recently completed the supply of custom designed Tessera FR carpet to Virgin Trains in the UK for 44 sets of its MkIV trains and 14 sets of its HST trains – equating to over 500 cars. The project began in December 2015 and took just more than a year to complete. In addition, another one of Forbo Flooring’s most recent projects is the Westbahn Dosto Kiss in Austria. The company has been supplying Coral Classic FR carpet to the Austrian rail operator since 2014 and continues to do so in a phased supply to refurbish existing fleets and fit out on new trains. Forbo Flooring Flooring’s rail business continues to be very successful and after extensive sales growth in the past year, the division strives to keep progressing in the market with new members of staff as well as adding new product ranges and developing new industry-suitable designs and solutions to meet customer needs. Tel: 01773 744121 Email: transport@Forbo Flooring.com URL: www.Forbo Flooring-flooring.com/ transport Rail Professional
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Construction efficiency with advanced composite technology Benefits of advanced composite materials have been well proven in the rail, marine and aerospace industries
rchitects and infrastructure designers have been slower to realise the benefits and potential composites can offer their projects, however. As awareness continues to build, composites are increasingly forming key parts of the design, providing aesthetically pleasing structures while offering weight savings, acoustic improvements, high fire resistance properties, insulation advantages and modular installation efficiencies. Gurit provides an insight into the use of composite materials in the iconic Haramain high-speed rail stations. High-speed Saudi Arabia The Haramain high-speed rail project is a new 275-mile rail line in Saudi Arabia set to be completed in early 2018. The rail line links Jeddah and King Abdullah Economic City with the Muslim holy cities of Mecca and Medina. Travelling at nearly 200 mph, the highspeed trains are expected to transport three million passengers each year and help relieve congestion during the annual Hajj pilgrimage. The four stations have been designed through a collaboration between the architectural firm Fosters and Partners and the civil and structural engineering company Buro Happold. Each station features a modular arrangement with a main structure comprised of steel which supports structural fibre reinforced plastic (FRP) roofing panels that have panel spans of up to nine metres. In total, there are over 160,000 m2 of FRP panels across the four stations. Participation in the preliminary design concept and tender stage is critical to the success of most architectural projects involved with composites as despite use in facades for almost 50 years, many designers are relatively unfamiliar with the materials and how to best use them. Rail Professional
Constructive behaviour Gurit and Premier Composite Technologies worked closely with the project design team during this phase, undertaking feasibility studies and modelling the structural behaviour using finite element analysis (FEA) to accurately predict the structures performance once constructed. Ultimately the FRP sandwich panel roofing was selected by the project design team due to the benefits over traditional materials. The light weight FRP panels coupled with the modular design allowed for installation efficiencies through installing sections at a time and the light weight providing cost savings through lighter, less costly foundations and supporting structure. Following award of the detailed design and fabrication of the Medina Station to Premier Composite Technologies, Gurit carried out further structural analysis and optimisation of the roof panels which once
constructed feature a surface area of around 28,000m2 and weigh approximately 720 tonnes, making the station roof one of the most extensive uses of advanced composites in the architectural industry. Testing involved a trial installation of part of the roof in a full-scale test, where it was established that the correlation between deflections of the tested panels and those predicted by the FEA models developed by Gurit engineers was very accurate, with a difference of two per cent or less between the two. With accurate final testing results, Premier Composite Technologies was able to confidently produce over 1,200 panels for the Medina Station with assurance they would perform as designed, with the largest of the panels measuring 10.0 x 2.4 metres. Medina station roof The roof at Medina station had a modular
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FRP panels provide Medina Station with not only construction efficiencies but also an aesthetically pleasing design . Photo courtesy of Premier Composite Technologies
design which featured a number of identical panel spans, meaning each panel had a number of identical clones produced to match each individual panel span. The repetition of panels allowed for efficient use of moulds to quickly and accurately produce the sandwich panels required through CNC machined tooling. Panels were created using a laminated female mould which was first layered with E-glass fabric and impregnated with Gurit’s Ampreg 21FR, a fire-retardant epoxy laminating system which has excellent fire resistance while having long open times to allow large components to be manufactured. The next layer consisted of Gurit® G-PET™ 75FR, a lightweight fire retardant, closed cell structural foam, followed by more layers of impregnated glass fabric. The entire mould was then vacuum bagged and cured at 50 degrees Celsius overnight, bonding the E-glass and structural foam together to complete the sandwich panel. Panel moulds The repetition of panels provided further efficiencies for the project as using moulds to produce the sandwich panels could be done rapidly offsite. This allowed the project to progress faster as the panels could be produced at an early stage of production, which reduced fabrication cost and is less affected by adverse weather. Furthermore, the use of CNC machined tooling in the mould guaranteed each panel
as a perfect fit in the structure, allowing for a smooth installation process. Once produced to perfect dimensions, the panels were then bolted together forming larger modules and then tiled to the iconic design seen today. Modules were subsequently disassembled and transported onto the site, where due to the light weight and high strength nature of advanced FRP composites, they were reassembled into large 27 x 14 metre sections. These large modules were then mounted via a crane to the supporting steel structure. The use of composites provided a range of benefits in addition to the prefabrication and modular efficiencies. Sandwich panels featuring fire retardant materials and epoxies such as Gurit’s Ampreg 21FR and Gurit® G-PET™ 75FR provide occupants with necessary fire safety in line with international standards. The foam core also provides vital insulation, with Saudi Arabia regularly reaching temperatures of over 50 degrees Celsius in summer an integral function of the panels is to ensure passengers are comfortable by keeping the sweltering temperatures out of the building. Additionally, the low weight of the panels provided a cost saving for the project, as the roof only weighs 720 tonnes significantly lighter supporting steel structure was used alongside smaller foundations which also provided some design freedom.
Long life durability Looking forward to the future, the FRP composite provides a large cost saving in maintenance. Panels are extremely durable, resistant to rust and have the ability to last over 50 years with minimal maintenance required. Use of FRP materials in architectural projects is continuing to increase as designers become more aware of the value and performance composites can offer their projects. In comparison with traditional structural materials like concrete and steel, composites provide a number of benefits and are particularly suited to unique projects that require a degree of flexibility or designs that are driven by low weight requirements. The Haramain High Speed Rail project is an excellent example of the construction and fabrication efficiencies composites can provide to a modular project, while achieving an iconic, eye-pleasing design. Crucial to the success of this project was the early consultation between builders, Premier Composite Technologies, material suppliers Gurit and the project design team from Fosters and Partners and Buro Happold. This collaboration ensured each party understood the goals for the building and allowed specification of the most suitable materials and technology. Tel: +64 9 415 6262 Email: Infofirstname.lastname@example.org Visit: www.gurit.com
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The importance of close inspections In today’s high-speed, 24-7 rail environment, there is little time allowance for manual track inspection
he consequence of not inspecting or rushing inspection can be fatal. Omnicom Balfour Beatty has developed and delivered a technological revolution in railway inspection by combining high resolution cameras and cutting edge pattern recognition software to automate the detection of plain line track defects. OmniVision® improves both the quality and safety of the process whilst saving considerable time and therefore cost. It also means that tracks do not have to be closed to traffic whilst they are being inspected. Key benefits Improved inspection quality allowing reduction in inspection frequency and improved safety of staff and passengers. It’s other benefits include: • digital record of existing track infrastructure • qualitative and auditable assessment of the infrastructure • building up of a comprehensive knowledge database of track defects and their location • better management information on the status and condition of the infrastructure network. OmniVision is composed of a realtime image and profile acquisition module and an offline post processing system. The acquisition system has evolved with available technology to acquire high resolution profile and linescan images and operates at speeds of more than 200 kph. The acquisition system is modular, which provides flexibility both in terms of system configuration and installation requirements. The post-processing system uses machine vision software to identify the location of rail defects and assets. A business logic engine can be configured to enable clients to specify the priority given to an individual or collection of defects. Third party system integration is available with the Balfour Beatty TrueTrak track geometry system being used with the UK OmniVision deployments.
Through the OmniVision Viewer application, inspectors are presented with a breakdown of the assets and defects along with the associated images for a pre-specified geography. This allows them to navigate through, review and prioritise defects.
On completion, the system will generate customer-specific inspection reports for distribution to senior managers or colleagues and well as interfacing to downstream maintenance and condition systems. >>>
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with plugs IP68 For Thomas Thorin Thorin Formore moreinformation informationand and quotations quotations contact contact Thomas For more information and quotations contact Thomas Thorin Phone Phone+46 +46(0)703(0)703-30 3030 30 35 35 email@example.com firstname.lastname@example.org Phone +46 (0)703- 30 30 35 email@example.com
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The OmniVision system has a safety case for operation and can replace routine manual inspection of track assets on an operational railway. OmniVision holds a product acceptance certificate and has been approved for use by the UK mainline operator, Network Rail. The five systems currently deployed will inspect 75 per cent of the UK rail network on a four-weekly basis. OmniVision and the Plain Line Pattern Recognition system have won several accolades including, National Rail Awards for Innovation of the Year, IET Innovation Award for Asset Management and Railway Industry Innovation Award for Engineering and Safety, to name a few. Company profile Founded in 1995, Omnicom is an innovative UK company which specialises in the development of vehicle borne software and hardware platforms for asset survey, inspection and monitoring, for use across the transportation sector to enhance effectiveness of infrastructure assets. The company, based across Derby and York, has a client base which includes Network Rail in the UK and Australia’s largest rail freight operator, Aurizon. Balfour Beatty, the international infrastructure group, acquired Omnicom Engineering Limited in October 2016. This investment in Balfour Beatty’s UK Rail Professional
rail business offers clients unrivalled expertise across the rail infrastructure lifecycle; from feasibility studies and planning through to design and implementation, maintenance and asset management. Final thoughts Mark Bullock, managing director of Balfour Beatty’s UK Rail business, says ‘Omnicom Engineering is a true innovator which is benefiting from over twenty years of investment in research and development. We are leveraging this expertise alongside the high speed laser measurement technology that already exists within Balfour Beatty, to provide unrivalled technical solutions to clients in the growing high-speed and unattended data collection market in which we see opportunities for increasing our business. ‘Together, Omnicom and Balfour Beatty’s range of asset management solutions offer an unrivalled richness of information to support the maintenance of roads and railways across the world.’ Omnicom specialises in video and laser surveys, in addition to high-speed video inspection, such as OmniVision which enables clients to replace manual track
inspection with automated machine vision from a high-speed vehicle. Balfour Beatty’s existing systems include high -speed laser and inertial measurement of track geometry, infrastructure gauge, points condition monitoring and software solutions to visualise condition and support asset management decisions. Tel: +44 (0)1904 778 100 Email: firstname.lastname@example.org Visit: http://omnicomengineering.co.uk
Trackbed Scanning Made Easy Rail corridor asset mapping
Trackbed inspection report Switch wear
Structure clearance Ballast particle size
Sleeper spacing Sleeper quality
Track drainage Free draining layer
Wet bed Ballast fouling
2D Laser 360Â° Point Cloud
Multiple Survey Platforms
Ballast thickness Ballast pockets
3D Laser Surface Imaging
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Rail Corridor Mapping
RAIL PROFESSIONAL ASIA PACIFIC - JUNE 2017