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March 2017 Issue number 05


From this... to this How Southeast Asia’s cities can develop their urban rail networks

DEPOTS Expanding the BTS Skytrain network means expanding the support network

STATION DESIGN The urban train station should be a gateway to the city experience

TICKETING Multi-modal ticket integration


Rail Professional


March 2017 Issue number 05


From this... to this How Southeast Asia’s cities can develop their urban rail networks

DEPOTS Expanding the BTS Skytrain network means expanding the support network

STATION DESIGN The urban train station should be a gateway to the city experience

TICKETING Multi-modal ticket integration

AP FEB 2017.indd 1

14/02/2017 15:05

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 ADVERTISING christian wiles BEN WARING ELLIOTT GATES HANNAH CARRATT ADMINISTRATION cherie nugent LISA ETHERINGTON GILLIAN DUNN DESIGN & PRODUCTION MILES JOHNSTONE MAIN COVER IMAGES Lukasz Saczek 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.


editor’s note


e expected the year of the rooster to be huge for rail developments in Asia Pacific and the first quarter of the year didn’t disappoint. From Manila and Jakarta powering forward with their city’s first metro systems, big project loving president Rodrigo Duterte demanding huge infrastructure spending across the seven thousand island nation of The Philippines, the JICA getting bullish on its LRT masterplan for Yangon, to Australia’s east coast putting rail at the forefront of its mid-year budget and Singapore and Kuala Lumpur stepping up the pace in their pursuit of a high-speed rail link. China continued its revival of the Silk Road with the launch of a freight train to London that will travel over 12,000 kilometres across 18 days. Yes, 2017 is going to be quite the year for rail in Asia Pacific. Cross-country mega projects will go hand-in-hand with urban transport makeovers. South Korea is aiming to enter the high-speed rail export market for the first time ever as it pitches its trains for the Singapore-Kuala Lumpur railway. In this issue of Rail Professional Asia Pacific, we sit down with the regional head of Bombardier to discuss Asia Pacific’s rail transport infrastructure, after that we take a look at the brand new depots servicing Bangkok’s expanding skytrain system. Then John Austin of Austin Analytics gives us his thoughts on why multimodal stations are so important to a city’s public transport network and how they can help regular commuters and first-time travelers to enjoy the experience. Earlier in the year Hanoi launched a BRT to less-than-spectacular reviews, we give our opinion on why the city needs to expedite its planned metro line and end the capital city’s reliance on motorcycles. Dr Anna Fraszczyk and Prof. John Roberts let us know what they’re teaching the next generation of rail engineers in their education column followed by a little taste of the events taking place across the region this March. Guido Neil from 12GoAsia tells us how the company got started in the ticket booking business and how far Southeast Asia has come in terms of online booking. After that we talk to Dieter Klein of KEYMILE about digitalization and cyber security. Pierre-Yves Guillaume of Amadeus brings us back to multi-modal but this time telling us about how rail can make itself more attractive to travel agents and holidaymakers alike. Our industry can also look forward to several events throughout the Spring, three of which take place this month in Jakarta and Hong Kong where Rail Professional will be present. Sam Sherwood-Hale Rail Professional

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issue 05 • march 2017



Yunnan-Yangon railway update, Four major projects for India’s rail industry, South Korea to join race for KL-Singapore railway contract, Could 2017 be the year for Cambodia’s railways?, Sleepy crickets and station troubles plague Jakarta’s first ever MRT, Updated master plan for Yangon from JICA, Overview of contracts signed at the end of 2016 across Asia Pacific, Hanoi awards contract for metro line 3, Sunshine Coast rail line heads list of Australian projects, Mindanao railway will bring about economic revolution, Thai-Chinese high-speed train project faces more setbacks, LTA appoints AECOM to design Singapore’s high-speed rail infrastructure

Rail Professional interview


Gregory Enjalbert, head of Bombardier Transportation’s Rail Control Solutions Division in Asia Pacific talks to us about how Bombardier continues to support the development of Asia Pacific’s rail transport infrastructure



AMR Asia looks at the two new depots that will service Bangkok’s extended BTS network.

Station design


John Austin looks at multi modal stations and how light rail should complement other elements of the network



Hanoi needs to act fast to cure its traffic woes and attempt to lose its status as one of the most polluted cities in the world



Fast developing railway systems in the Asia Pacific region provide a great opportunity for talent hunters and trainers

Upcoming Events


A quick rundown of some major events happening in the rail industry this month



Cross country trains all over Asia Pacific can be difficult to book but online ticketing is slowly picking up in popularity

Rail Professional interview


Dieter Klein of KEYMILE talks about his concerns for the fledgling rail infrastructure in Asia



Multi-modal ticket integration

Safety inspections


OmniVision improves both the quality and safety of the process whilst saving considerable time and therefore cost

Rolling stock maintenance


Over the lifecycle of the rolling stock, reducing both wheel and track wear is an essential safety measure

Rail Professional

Rail Professional

7 Time to upgrade your wipers? NEWS |

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Yunnan – Yangon railway update ... introducing PSV’s new replacement system News in brief... Talks begin on Bangkok – Kuala Lumpur high-speed railway Bangkok, Thailand – The State Railway of Thailand (SRT) will hold talks with Malaysian transport officials with the intention of establishing more official talks between ministers of both countries. The line will form part of the ambitious Kunming – Singapore high-speed rail network with Thai Transport minister Arkom Termpittayapaisith suggesting the talks will focus on whether the 1,400 kilometre line should be an extension of the already approved Bangkok – Hua Hin high-speed train or if an entirely new route should be planned. The railway would reduce overland travel time from Bangkok to Kuala Lumpur to just six hours.

Yangon, Myanmar – Last year saw a huge step forward for the Kunming – Singapore railway dream, with ground being broken in Laos and Thailand and the Singapore to Kuala Lumpur high-speed rail also stepping closer to reality. But this isn’t the only route being planned. A railroad running from Kunming to Muse on the Myanmar/China border will extend on towards Mandalay before turning south down to Yangon and then eventually into Thailand where it will meet up with the Vientiane to Bangkok high-speed train. ‘This will be an Asian continental railroad that will connect Kunming and Ruili in Yunnan province with Thailand and Malaysia via Myanmar. Work has already begun on the rail link between Kunming and Ruili’ said China’s consul general Wang Zongying. At the start of the year construction of the Nu River bridge in China began, its total length will be just over one kilometre and will run around 200 metres above the river. The railway will tunnel through the Gaoligong mountain range for 36 kilometres before crossing the border in Myanmar. The Sino-Myanmar Railway linking China’s Kunming and Myanmar’s Yangon covers a total length of 1,920 kilometres. The expectation is for the train to eventually reach speeds of 350 kph, twice as fast as the projected speed for the train that will run directly south through Laos.

Four major projects for India’s rail industry New Delhi, India – New metros, high-speed trains and maglev technology are all on the agenda for India’s railways. After months of testing Lucknow metro will open at the end of March. The 23 kilometre track will run north to south through the city of Lucknow in northern India, servicing 21 stations. A mega metro project in Mumbai has finally been approved, the 140 kilometre railway will be built in three phases over the next five years. The project will cost roughly $3.5 billion. replacement system A high-speed railway travelling over 500 kilometres up the coast from Mumbai to Ahmedabad has been proposed. The train would run at 350 kph, making the journey between the two cities in two hours. Construction could begin as soon as 2018 with projected costs in the region of $14 billion. Japan is in line to provide over 80 per cent of the funding with rolling stock and signalling and power equipment all being imported from there as well. Whilst plans are still in their infancy a maglev train could soon be coming to India. Indian Railways announced plans to put together a detailed project report to go along with the trail track being built to test the technology.

Time • Armsto upgrade your wipers? China looks to maglev for 600 kph

•speed Wiper blades ... introducing PSV’s new Beijing, China – After successful tests, •China’s Motors (24v and 110v) CRRC will begin research and development into a 600 kph high•speed Linkage systems maglev train. The first prototype is expected to be delivered in 2020, •andControl switches the test track will be built in province. •Shandong Components & spares If the train is able to reach the high speeds being reported, it will enable city-to-city travel as fast as a plane with Beijing to Shanghai taking only two and a half hours.

• $36 Arms billion intercity rail network for • Jing-Jin-Ji Wiper blades region • Beijing, MotorsChina (24v– The andNational 110v) • Development Linkage systems and Reform Commission • (NDRC) Control hasswitches approved a plan to bring • small Components & spares towns and satellite cities around

South Korea to join race for KL – Singapore railway contract

Seoul, South Korea – A South Korean consortium comprising Hyundai Rotem and state-run Korea Railway hopes to win the contract for the Kuala Lumpur – Singapore high-speed railway. The contract is valued at $15 billion and winning it would be a statement of intent for Hyundai who, despite exporting traditional train carriages to over 36 countries worldwide, yet tosnow see their trains run onrobustly tracks outside South Korea. solutions for train Whether your trains operate in the have heavy ofhigh-speedWe offer engineered ‘It is a high-growth area that requires manufacturing expertise and cutting-edge Beijing to within less than an hour the the heat of the desert, or thesaid harsh andatsystem upgrades operators technologies’ Park Jin-ho, builders, a deputy director the transport ministry’sfor railway policy awaymountains, by train. division, adding that South Korea ‘now stands on par with Japan and China in terms of on salty environment of with the coast... you need a wiper (especially those experiencing a high LCC China Railway Corp. (CRC), along technology, although we are lagging behind them in financing’. the city governments Beijingon. and system you canofrely original equipment). At thePSV end ofcan last year, Malaysia and Singapore signed an agreement for the proposed Looking to lower your Life Cycle Costs? help. railway link, which would cut land travel time to 90 minutes. Details of the agreement are here. Whether yourwe’ve trains operate in thedeveloping heavy snow of We offer robustly engineered solutions for train At PSV, been and manufacturing Our manufacturing facility in Worcester also has the mountains, the heat of the desert, or the harsh builders, and system upgrades for operators ... introducing PSV’s new replacement system

Looking to lower your Life Cycle Costs? PSV can help.

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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 wipe 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 salty environment of the coast... you need a wiper system you can rely on.

Time to upgrade your wipers? Why not discover the benefits of a PSV wiper system? Call us today and ask for our Rail Specialist, Paul Curry.

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Why not discover the benefits of a PSV wiper system? Call us today and ask for our Rail Specialist, Paul Curry.

PSV Wipers Ltd., Navigation Road, Diglis, Worcester WR5 3DE Tel. +44 (0)1905 350 500 • PSV Wipers Ltd, Navigation Road, Diglis, Worcester WR5 3DE, United Kingdom Tel. +44 (0)1905 350 500 Photo reproduced under the Creative Commons Attribution 2.0 Generic license. Credit:

Looking to lower your Life Cycle Costs? PSV can help.


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News in brief... Tianjin, and Hebei’s provincial government, will construct a 1,100 kilometre rail network comprising nine lines by 2020 The network is part of the Jing-Jin-Ji plan to develop the Beijing-Tianjin-Hebei metropolitan region, which is currently home to around 110 million people. ‘City clusters are key to the development of a country. The United States, the U.K. and Japan, all have major city clusters which represent 60 per cent of the country’s GDP, but for China, the Pearl River and Yangtze River delta regions and the Beijing-TianjinHebei region only contribute 38 per cent to GDP’ said Shao Chunfu, professor at Beijing Jiaotong University Jakarta – Surabaya medium-speed railway Jakarta, Indonesia – Budi Karya Sumadi, Indonesian Minister of Transportation, in a bid to enhance connectivity and curtail logistics costs, is encouraging the construction of a medium-speed railway linking Indonesia’s capital city of Jakarta (on the western part of Java) to the nation’s second largest city of Surabaya in East Java. Currently, it takes about ten hours to travel from Jakarta to Surabaya. However, with a medium-speed of 180-200 kph, travel time between both cities can be shortened to below four hours. Beijing to expand city’s subway system Beijing, China – Beijing will build five new subway lines covering a total length of 126 kilometres in an attempt to keep the megacity connected as its sprawl grows ever larger. One line will connect the city centre to the new airport being built 46 kilometres to the south which is expected to open in 2019. Another three lines will stretch to the east, near a second administration centre and the city’s CBD. Subway systems currently in operation have also been improved with

More news at

Could 2017 be the year for Cambodia’s railways?

... introducing PSV’s new rep

Phnom Penh, Cambodia – 2016 was a year of railway deals for many of Cambodia’s neighbours, and whilst the country did see the reopening of its first passenger train in 14 years, setbacks still plagued some of the more ambitious plans. Prolonged seasonal rains and questions over the resettlement procedures of locals displaced by construction work meant the repeatedly delayed Poipet - Battambang railway could not be completed last year. The 6.5 kilometre extension of the line to connect it to Thailand was also not fully completed, this section, along with the 122 kilometre line from the border town of Poipet to Battambang, is expected to be finished this year. Much of Cambodia’s 600 kilometres of railway is not operational, but it is hoped renewed interest will lead to the railway to Battambang being extended to the capital Phnom Penh. China has plans to build a 405 kilometre railway which would form part of the eastern corridor of the Kunming - Singapore route, but this would likely rely on Cambodia first completing the link to Thailand’s railway system. Ly Borin, undersecretary of state at the Public Works and Transport ministry, is full of confidence, however, saying ‘Thailand has already given us the head and body parts of the trains, all we need to do now is wait for Cambodia to finish the railway construction.’ The railway connection from Battambang to Phnom Penh is expected to cost $150 million.

Sleepy crickets and station troubles plague Jakarta’s first ever MRT

Time • Armsto upgrade your wipers?

Jakarta, Indonesia – Jakarta is one of the most congested cities in the world, and has by far the worst traffic of the major cities in the Asia Pacific region. In October 2013 the city broke ground on its first MRT, but over three years later and with new replacement system the first phase... set introducing to open in 2018, JakartaPSV’s seems woefully unprepared. The first issue was the train design, which Jakarta’s acting governor, Soni Sumarsono, said looked too much like a ‘sleepy cricket’. Local media reported that he had rejected the train designs, saying ‘The design should look dashing, but this one looks like a cricket that is asleep. If possible, I want quite a sporty design.’ Redesigning the trains could delay the project by about a year, apparently others in government got wind of this as just three days later the deputy governor, Djarot Saiful Hidayat, said that the green insect style trains would stay. ‘We discussed it earlier, the design was approved long•ago. If it is only about the design, we should just leave it as it is. This is only a Arms matter of taste. It is better to avoid any additional expenses or delays’ he said. • Wiper blades Desperate commuters may have thought their worries were over but yesterday news broke • Motors (24v and 110v) that there is no plan for how to integrate the stations with any of the surrounding buildings. • Linkage systems Typically, underground trains in southeast Asia’s jammed cities draw commuters by Controlmalls switches connecting to •shopping and retail centres, but they also link up with other types of public Components & spares transport. •Whether your trains operate in the heavy snow of We of The lack of a plan appears to be caused by administrative feet dragging. Assistant to the the mountains, the heat of the desert, or the harsh builde governor for transportation, Sutanto Suhodo is reported as saying ‘We know that we need integration, but the relevant agencies haveof yet the to initiate any meetings regarding issue.’ salty environment coast... you need a this wiper (espec MRT director William Sabandar said the governor’s office must issue a regulation to begin system you can rely on.basis while some of the projects are almost origin the discussion.Looking ‘We cannot work without ayour legal to lower Life Cycle Costs? PSV can help. complete’ he said.

Time to upgrade your wipers? ... introducing PSV’s new replacement system

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Looking to lower your Life Cycle C

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 e 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 PSV Wipers Ltd, Navigation Road, Diglis,(0)1905 Worcester WR5 3DE, Kingdom Tel. +44 (0)1905 350 500 Photo reproduced under the Creative Commons Attribution 2.0 Generic license. Credit:

9 Time to upgrade your wipers? NEWS |

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Updated master plan for Yangon from JICA

...News introducing PSV’s new replacement system in brief... Yangon, Myanmar – The JICA (Japan International Cooperation Agency) has presented an updated version of its development plan for Yangon to the regional government. At the start of 2012, the JICA began drafting a ‘masterplan’ for Yangon’s infrastructure development, halfway through last year they made a series of amendments at the request of the recently elected government and now have a completed plan for Myanmar’s largest city to consider. The wide reaching plan already focused on various transport issues but increasing traffic and congestion over the last five years is now a major concern and the plan was adjusted accordingly, Keiichiro Nakazawa, JICA’s chief representative in Myanmar, is quoted as saying. The plan calls for implementation of TOD (Transit Orientated Development) which would involve developing urban cores around station areas and connecting these cores with residential neighbourhoods with an MRT and LRT system. The JICA cites as an example the light rail and Jubilee line extension in London, which services the business and commercial district of Docklands. Agencies from other countries, like Korea, France and the UK, are also compiling plans and recommendations as Myanmar continues to open up for investment and the new government kicks its drive to develop key economic areas into gear.

Time to upgrade your wipers?

a new automatic fare collection (AFC) system that allows tickets to be purchased online and collected using a QR code. Beijing now has 18 subway lines, most of which were built in the last ten years over a period which has seen $4.4 billion spent annually on the city’s subway network.

... introducing PSV’s new replacement system

Build, build, build mantra for The Philippines Manila, The Philippines – The Duterte administration is powering forward with many bold new infrastructure projects, with rail investment chief among them. The government has a dozen train projects in the pipeline, worth over P1 trillion ($20 billion).

• Upgrading and increasing the capacity of the metro rail transit line 3 and extending the light rail transit line 1 to Cavite, south of Manila • in Luzon, the LRT line 4, a 19 kilometre Manila, The Philippines – The Mindanao railway is ‘part of the economic revolution line from Taytay Rizal to Ortigas that we envision in Mindanao.’ Avenue; LRT Line 6, a 19 kilometre That’s according to Datu Hj. Abul Khayr D. Alonto, chairman of the Mindanao train from Niyog, Cavite to Dasmariñas, Development Authority Cavite; the 35 kilometre PNR North (MinDA). Commuter line from Tutuban to Speaking at an event in Malolos, Bulacan and another 55 January, Alonto detailed the kilometre PNR North extension from positive impacts he expects the Malolos to Clark, Pampanga 2,000 kilometre railway to have. • PNR South Line running 72 kilometres Going beyond the benefits of connecting cities and linking the from Tutuban to Los Baños, Laguna island, he kept on message with and LRT-2 East and West extension the economic boost that will lines are also on the list come from President Duterte’s • in Cebu, a 25 kilometre rail project massive infrastructure spending. costing P98 billion($2 billion), a 25 ‘We are also addressing the kilometre central Philippine rail worth labor issues because the transP86 billion($1.7 billion) and the 2,000 Mindanao railway system will kilometre Mindanao rail project generate more than 100,000 jobs. 20 per cent of the jobs will be for the Chinese because of • the proposed Manila-Clark the high technical requirements of the job but included in the agreement also is for every (Pampanga) railway, a line from the highly technical job, the deputy will be a Filipino so that the transfer of technology will be Whether trains operate in the initiated. heavy snow of cent of We offer engineered solutions for train So 80 per the jobs arerobustly really for our countrymen. capital district toyour Clark airport Whether your trains operate in the heavy snow of about We offer robustly engineered solutions ‘We talking one company two, weupgrades are talking for about China railway for train • thethe P71 billion($1.4 billion) MRTheat 7 line of the desert, mountains, the or are thenot harsh builders, andor system operators company All of them(especially will be doingthose the job.experiencing It will be aupgrades government government the mountains, heat desert, or the harsh builders, and system for operators thatsalty will link Metrothe Manila (Quezon environment of of thethe coast... you need aitself. wiper a high to LCC on project,’ said Alonto. City) to Bulacan. salty environment ofrely theon. coast... you need a wiper (especially those experiencing a high LCC on system you can original equipment).

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News in brief... Yangon - Mandalay railway to receive Japanese loan Yangon, Myanmar – Japan will provide a loan of $210 million to Myanmar to help construction on the Yangon-Mandalay railway upgrade. The loan comes as part of a larger package of $824 million from Japan. The railway upgrade involves the installation of tracks for new carriages. Myanmar Railways announced at the end of last year that it had started bidding for 24 diesel-electric trains. The bidding will close in March. The Japanese International Cooperation Agency sees the railway as a key part of reducing poverty in Myanmar. The Yangon - Mandalay railway is the main route through the country, running from the largest city of Yangon, through the capital Naypyitaw and north to Mandalay. This is the second loan from Japan’s aid agency earmarked for the upgrade project. The JICA is also working on a plan to develop Yangon’s transport network. Skytrain solution for Phnom Penh Phnom Penh, Cambodia – Phnom Penh’s skyline is dominated by low rises, but the city’s look could change if they follow in the footsteps of neighbour Bangkok and build a skytrain to ease growing congestion. The Japan International Cooperation Agency (JICA) will conduct a feasibility study on building an urban railway in Phnom Penh, with the aim of developing a master plan to reduce traffic congestion in the capital. ‘The project will contribute to cutting down traffic congestion, which is part of the work that JICA has been doing.’ said City Hall spokesman Met Measpheakdey. The JICA is planning on carrying out a feasability stufy for an Automated Guideway Transit (AGT) line in April. ‘After they finish conducting the study, we will know how many millions will be spent, and whether the money for implementing the project or building the skyline for AGT will be a donation from Japan through JICA.’ said Measpheakdey. A figure of $800 million was quoted last September, when the AGT idea was first raised.

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Rail Professional

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Overview of contracts signed at the end of 2016 across Asia Pacific The end of last year saw several countries ink deals on new rolling stock and infrastructure across the Asia Pacific region, here are the major ones. In New Zealand, China’s state railway company CRRC Qiqihar signed a contract to supply KiwiRail with 150 container wagons. In South Korea, Hyundai Rotem signed an agreement with the Korea Railroad Research Institute to develop a double-deck train capable of achieving 300 kph. In India, Alstom is building 800 twin-section Prima India electric locomotives for use on routes including the Eastern DFC. In Australia, a consortium comprised of Plenary Group, CRRC Changchun and Downer Rail closed a AUS$2 billion (US$1.5 billion) contract to supply high capacity metro trains for three different lines in Melbourne. In Singapore, the LTA has approved a S$325 million (US$224 million) contract to build a new platform at Tanah Merah and link the East-West Line to the East Coast Integrated Depot.

Hanoi awards contract for metro line 3 Hanoi, Vietnam – The Hanoi metropolitan railway management board (MRB) has awarded a contract to Alstom, as leader of a consortium with Colas Rail and Thales, to supply a metro system which will start commercial operation by the end of 2021. Hanoi Line 3, which is 12.5 kilometres, long – is the second metro line under construction in the city. As part of this contract, 12 stations and one depot at Nhon for train maintenance will be built. Alstom will supply and integrate the metro system which is composed of 10 Metropolis trainsets, Urbalis 400, Alstom’s communication based train control (CBTC) solution which controls train movement, enabling them to run at higher frequencies and speeds in total safety, as well as the power supply and depot equipment together with Colas Rail, operational control center and telecommunications packages will be delivered by Thales. Line 3, which includes a combination of elevated and underground sections, will link the city’s western district of Nhon and Hanoi Railway Station.

Sunshine Coast rail line heads list of Australian projects Brisbane, Australia – The second Building Queensland Infrastructure Pipeline report, released in January, puts the duplication of the North Coast rail line between Beerburrum and Nambour at the head of a list of big rail projects for the Sunshine Coast. The AUS$780 mil (US$580 million) rail duplication now only awaits funding in the mid-year State Budget for work to start.It’s possible for the project to be jointly funded by the state and federal governments because duplication would improve the national freight rail freight transport network. Sunshine Coast Acting Mayor Tim Dwyer said ‘This infrastructure has long needed upgrading to service both the growing population of the Sunshine Coast as well as to support a key freight transportation route for all of Queensland.’

LTA appoints AECOM to design Singapore’s highspeed rail infrastructure Singapore – The Land Transport Authority (LTA) of Singapore has appointed AECOM Singapore to conduct an engineering study for the design of highspeed rail infrastructure within Singapore. The Kuala Lumpur - Singapore highspeed railway is a 350 kilometre line which will have eight stations, including Singapore at Jurong East and Kuala Lumpur, cutting travel time between the two cities to 90 minutes. The contract includes providing architectural, civil, electrical, mechanical and other design services required for the Jurong East terminus, tunnels, and the bridge across the Straits of Johor. AECOM Singapore has a strong track record in Singapore, having worked with LTA to design the Circle Line, Downtown Line, Thomson-East Coast Line, and the Tuas West Extension. AECOM Singapore is also currently carrying out an engineering consultancy study for the Rapid Transit System Link between Singapore and Johor Bahru.



Challenges and opportunities ahead Gregory Enjalbert, head of Bombardier Transportation’s Rail Control Solutions Division in Asia Pacific talks to us about how Bombardier continues to support the development of Asia Pacific’s rail transport infrastructure


ou have worked for Bombardier in Asia for 10 years. How has your role evolved? I joined Bombardier in 2002 and started my career working as an analyst in our Berlin Transportation HQ before moving to the UK joining our Rail Control Solutions (RCS) division in strategy and business development. I was keen to gain project and customer experience and worked on our delivery of rail control technology for China’s first ETCS line from Wuhan to Guangzhou, resulting in a move to Beijing in 2008. This led to managing the RCS China team at a very exciting time, delivering a large share of high-speed projects, as well as further developing our mass transit expertise with Shenzhen Line 3 and Tianjin Lines 2 and 3. After five years in China, I relocated to Bangkok to manage our rail control business in the region, as part of Bombardier’s wider portfolio, with projects from India and China to Malaysia and Australia. I am also responsible for the Bangkok site, where over 450 highly skilled engineers and employees work on signalling, vehicle and system integration projects for the region and internationally. How do you see Bombardier’s role in the region? We are about creating better ways to move people across cities and countries and we want to share how our smart mobility solutions can impact communities, economies and the environment. This is very important for the fastgrowing Asia Pacific region, and Bombardier is committed to addressing the major mobility challenges between and in the region’s growing megacities. Congestion and pollution are major concerns and our eco-friendly rail transportation solutions are already playing a role in alleviating these issues in cities such as Bangkok, Delhi, Kuala Lumpur and Singapore.

operational efficiency over the life-cycle of their transportation systems, and a good example of this is in our partnership for the BTS Skytrain in Bangkok where our CITYFLO CBTC rail control has been helping to meet increasing ridership demands since 2010. Furthermore, we place a high value on contributing to railway knowledge locally, Bombardier is a major investor in developing our people and expertise in our markets. For example, in Thailand, we are working with universities to provide railway engineering degree programmes. In Malaysia, we have provided placements for our customers’ staff and developed our local supplier base, and in India we are growing our engineering and information system teams, now with over 250 employees. Operators are looking to increase their efficiency whilst providing their passengers with a shorter and more comfortable journey. For this, I believe Bombardier’s solutions - such as our modular MOVIA metro vehicles, INNOVIA 300 driverless transit systems and CITYFLO CBTC rail control – are ideal solutions to add value in the region for both operators and passengers. We are also an experienced partner for mainline passenger and freight operations with projects delivered ranging from high-speed vehicles in China, commuter operations in Australia to rail control in Malaysia, Taiwan and Thailand. This makes us well placed to contribute to the ambitious high-speed lines being discussed to connect Thailand and China and Malaysia to Singapore. How does Bombardier help its customers to achieve their goals? Bombardier Transportation has a strong presence across the region, with over 30 sites. We believe in partnering locally with our customers to develop the right, longterm solution for their requirements. Our goal is to help maximise value and improve

What else makes Bombardier a strong partner for operators across this diverse region? Today’s market is all about delivering reliability and performance and we have a strong track record for this across the rail spectrum, from full fleet maintenance in Adelaide to energy efficient driverless metros delivered for Singapore. In Kuala Lumpur, our INNOVIA Metro 300 vehicles started operation last year to help boost network capacity by 30 per cent when fully delivered and in China, our CRH380D trains and INTERFLO ERTMS rail control technology are integral parts of the evolving high-speed rail network which is reshaping transport options. In addition, we believe a turnkey supplier is the most efficient choice and through partnering, we can add significant value by providing and maintaining a fully integrated system. Our light rail system for the Gold Coast in Australia is a good example of this: delivered in just three years and achieving service reliability rates of 99.6 per cent. What are the biggest challenges today for rail operators in the region? Due to rapid development and urbanisation, Rail Professional



there is a strong demand for integrated and reliable rail transportation and therefore pressure to deliver quality and return on investment. Transportation developers need new systems to be delivered reliably, costeffectively, and able to maximise the future return on assets. However, these challenges also make it an exciting time for the region! The rail industry is booming and we are experiencing an exciting evolution in technology, with Asia Pacific a leader in adopting automated mass transit technology. Vehicles and equipment feature lightweight and efficient designs which enable higher speeds, capacity and energy savings. In addition, the application of digital technologies, such as CBTC or the latest LTE 4G WiFi networks support higher levels of automation and centralised infrastructure management. How is Bombardier looking to address these challenges? With our globally-proven range of products and experienced teams, we are very well equipped to provide the right solutions for the specific and varied requirements within the region. For example our INNOVIA Monorail 300 system offers lower construction and operation costs and fast project implementation. It additionally contributes to a landmark vision for a city with its elegant design and advertising platform. The latest-generation MOVIA Maxx metro provides a modular design to accommodate high ridership but lowers lifecycle costs. Looking to digitalisation, we have tested our CBTC technology with 4G LTE and our OPTIFLO and ORBITA service solutions help reduce maintenance costs and increase system availability using high-precision digital data to improve performance. To mitigate the risks that come with the latest Rail Professional

technologies, Bombardier offers a mature cyber security solution to ensure our customers remain fully in control. With the high requirement for new infrastructure projects, a great challenge faced is to secure the capital investment, and Bombardier can now offer the whole package: complete turnkey and fully integrated, automated systems with financing support including for Public Private Partnerships. What do you see as exciting opportunities ahead? I think there is a real opportunity for Asia

to act quickly and reap the benefits of rail transportation and the latest trends in technology. This is as relevant to boost the performance of existing and ageing rail infrastructures which are stretched to the limit or when looking to install new systems to bring improved connectivity and economic growth to developing areas. It is very rewarding to see rail transportation and Bombardier solutions really improve people’s lives and I am looking forward to the next steps as investment grows in public transportation. I am also very keen to continue the development and growth of our many local teams and this year, in Bangkok we will celebrate our 20th anniversary, an important milestone for our presence in Thailand. I see an exciting future ahead and, of course, Bombardier is and will continue as a long-term partner for Asia, ensuring the best technology to create modern and attractive, cost effective and safe rail solutions for operators and passengers.



Expanding network and expanding support As Bangkok’s urban rail network expands and becomes more integrated, the support network must expand twice as fast


he competing BTS and MRT lines have struggled to keep up with the demands of the city’s populace who have been slow to adopt the recently opened MRT Purple line. Chiefly because it doesn’t connect to the existing lines, this year will see the original Green line extended further south into the suburbs of the city – two years ahead of schedule. There will be two extensions, the increasing number of trains means that expanding the depots won’t be enough. The BMA has ordered trains from Siemens and from CRRC Changchun, so it was decided that two train types required two depots with separate equipment necessary to service each type. Extending the line As the ends of the two lines get further apart geographically the depots at the new

terminuses will have to serve a different function as well. The new trains total 46, 22 from Siemens and 24 from CRRC Changchun, taking the total number of trains on the BTS Green line to 98. The heavy maintenance will take place at the depot at the southern end of the line in Samut Prakan whilst light maintenance will be carried out at the northern end of the line at Khu Khot depot. To make things easier, the two depots will each take on a specific fleet of trains, Siemens in the south and CRRC Changchun in the north. The expansion is not just about space but also equipment, separate depots at opposite ends of the city have different equipment to service the different trains as well as having different staff who specialize in the specific train. The area at Mo Chit currently serves as the depot for all the trains that run on the skytrain network, as well as the HQ for

the BTS Group and connecting station to the underground MRT line. The deal includes three spare trains of each type along with local Siemens team, it makes sense to station this staff and equipment at one specific location. The civil work took up almost half of the entire budget of the Bearing – Samut Prakan extension project, which in total cost 25 billion baht ($700 million). Those riding the train may not feel much difference, and it is possible to house and service the trains in the same depot. But as the CRRC EMU-B trains are slightly faster and the Siemens trains slightly wider along with a few other specifications differences, it was only a matter of time before the cost of setting up specific depots could be justified. Standardization vs specialization Standardization may save money on the way in as it can reduce the number of products

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needed to be kept in storage and it can also simplify supply chain management. But the BTS isn’t looking to simplify and has taken its remit to diversify seriously. From a purely financial perspective, Surayut Thavikulwat, chief financial officer for BTS Group, said the company has a healthy financial position with 12 billion baht ($340 million) worth of cash on hand and a low debt-to-equity ratio He added that next year, BTS Group targets a 20 per cent increase in top-line revenue. Whilst this could come from enhanced

News in brief... Thailand approves $20 billion in infrastructure projects Bangkok, Thailand – Thailand’s PPP committee will approve $20 billion in infrastructure projects this year, these include seven projects with a price tag of more than $1 billion. Three of the projects involve extending the Bangkok overground and underground metro system, which currently has four lines. There are two schemes to build the Orange line, announced in April, which will run east to west through the northern half of the city. A $3 billion section will connect the Thailand Cultural Centre and Min Buri in the eastern outskirts, and a $2.4 billion project will link the cultural centre with the Taling Chan floating market in the northwestern suburbs. There is also a $3.7 billion extension of the Purple line, which opened last year in the northern suburbs without a connecting station to existing lines but will now have an interchange with the blue line. A more ambitious plan is the $4.3 billion PPP project to build a highspeed rail line from Bangkok to the southeastern coastal town of Rayong, and a $3.2 billion line between the capital and the resort town of Hua Hin which will eventually form part of the cross-country high-speed line from China to Singapore. This all comes on the back of news that five new dual-track rail routes worth a combined $2.7 billion are being put up for tender by the state railway of Thailand (SRT). 36 firms are preparing to make bids for the projects, a list of of the companies that have qualified will be announced on February 20 at which point the successful firms will prepare to make their bids on March 1-2. The routes mostly run down the neck of Thailand to the southwestern coast.

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media products, by tripling its number of depots it also triples the number of locations that act as physical advertisements for the size and power of the company. Currently, commuters alighting at every station either meet the pavement or a shopping mall. It’s only at Mo Chit that the BTS owns a significant area of the surrounding land. This changes with the northern stretch of the extension, the land acquired at Khu Khot depot covers 52 acres (208,000 square metres) and the area at Samut Prakan depot covers the same size. This provides an opportunity to diversify offerings in the form of expanded park and ride buildings. This should encourage more people living in the suburbs to ditch driving all the way into the city and instead drive only some of the way by parking at the new terminal station. Competing and complementing Bangkok’s BTS line services run along a different route to the long standing MRT

Blue line and the newly opened Purple line, they don’t collaborate in the same way complementing lines in other Asian cities do. With no universal ticketing system or anything else. That is expected to change, however, and as the newly opened Purple line is expected to try and draw more passengers by linking up to the BTS northern Green line, it’s entirely possible that further collaboration could start taking place in the expanding support network as well.



Multi-modal stations A city’s metro system should be the backbone of its public transport network, it’s time for the cities of Asia Pacific to make this so


o perform its role effectively, light rail should complement other elements of the network, such as bus and regional rail services, so the traveller can switch easily between different modes within a single journey. The concept of a multi-modal station might seem like common sense, but the systematic expansion of Asia Pacific’s urban transport networks doesn’t always offer the kind of convenience commuters crave. In Manila, it has taken eight years for different constructions companies, developers, rail operators and two separate government ministries to agree on a common station that will link two different MRT lines and an LRT line. With the focus primarily on how to monetize the land around the station, instead of helping passengers make the next leg of their journey. In Hanoi, with its metro system still years away, the government rushed out a BRT route that simply clogged the roads up even further. The metro stations may plan on being built next to the BRT stops, but by then will anyone be using them? Singapore’s sprawling MRT system connects to the airport, but also to bus stops and taxi ranks. This makes sense in a city like Singapore, with its free-flowing traffic. Other Asian metropolises are not so lucky.

Removing the pain for the passenger The public transport industry has a perception that interchange is something that passengers don’t like doing, and indeed that it should be avoided wherever possible. Interchange is seen as removing passengers from the safe environment of the train to an area which is unknown and where they may feel ‘marooned’. Cities like Jakarta, Beijing, and Bangkok are often associated with smog in the air and traffic on the ground, so it’s reasonable

to assume that most people would prefer to stay on one system of transport. One way of dealing with the difficulty or unattractiveness of the act of interchange between light rail or metro and other modes is to make the interchange bigger, and somehow ‘iconic’. These types of mega projects obviously require a lot more money to get off the ground, which suggests the approach Manila is taking will pay off. But for smaller cities like Yangon and Phnom Penh, justifying huge expenditure could be tricky. Both cities are aiming to revitalise their public transport with urban rail networks and may opt for smaller interchanges. This simplified approach could be more suitable, provided that the use of standardised and cost-effective techniques enables the required functionality and attractiveness to be achieved without making the interchange appear down market. A second important feature for interchanges of all sizes is the incorporation of retail and leisure-focused features, this is where Bangkok and Singapore can stand as examples. Several of Bangkok’s BTS skytrain stations are connected to huge malls that, unlike European or American malls, are legitimate destinations for all kinds of purposes. Banks, cinemas, restaurants, bars are as much a part of the Asian mall as the actual shops. This makes the interchange an attractive place to wait for the tram, bus or train, and, to a certain extent, a destination in its own right. But this is not simply about generating Rail Professional



income – it is as much about making the traveller feel looked after. Quality information, an essential feature of a good interchange, is part of that process of caring for the passenger and making him or her feel valued. Even though the exact configuration of the interchange would vary from place to place according to the ticketing systems used, the general principal is clear: the distance covered between connecting services must be as short as possible. It is often suggested there should be a fivestep distance between modes of transport with protection from the weather in a clean and nice environment. In tropical climates, this can mean monsoons as much as heatwaves. Another advantage of putting a massive mall next to your station could be that it serves as the perfect interchange if the other station is placed on the opposite side of the mall, this might violate the five-step rule though. Opportunities presented by technology ITS (Intelligent Transport Systems) developments are key since they can add value at both large and small interchanges. They make it easier to automate processes and can transfer them from physically happening at the interchange itself to instead happening on a traveller’s smartphone (or remotely via a telecoms link). They can provide communication between the traveller at small interchanges and remote centres via electronic kiosks or help points, substituting for the physical presence of staff. Exploiting smartphones at interchanges Another way in which an interchange can become a pleasure rather than a pain, is by the customer using his or her mobile phone to have their hand held at the interchange. When planning a route, passengers will consider how to create their journey and the linkages required. When they arrive at the interchange, they’re looking to verify that their plan is correct and then use the available signage to anticipate how to physically get to their next mode Rail Professional

of transport. This is called ‘on-the-spot orientation’. For regular travellers, much of that will not be necessary if the public transport system performance is reliable. But new or infrequent travellers on the urban public transport system will check that things are going as planned, look out for possible service disruptions and check that they know where to go relative to where they are now. Larger interchanges need to have that information readily visible through physical signs and colour-coding, and the presence of clear information boards and, dependant on size, the physical presence of staff. Digitisation makes it possible to provide this help with a smartphone into which the traveller has put his or her travel itinerary and ‘smart posters’ that can feed information to their phone using contactless near field communication (NFC) – the traveller can be guided ‘intelligently’ around and provided with personalised alerts which make his or her journey easier. Intelligent interchange A variety of features, both hard and soft, go into making an interchange intelligent. Hardware is likely to include barcode and QR readers, electronic kiosks and other types of NFC devices. It is also possible that at larger interchanges, which feature connections with inter-urban or regional services, there might be publicly-accessible but securitycontrolled areas accessed by personal devices. Software and services will include detailed route planning within the interchange, faster information access, payment systems and information retrieval, and could include features such as targeted advertising, passenger counting services and taxi-sharing based on common destinations. There are now a huge number of apps for giving information and planning journeys on urban light rail, metro and tram networks across the world, from the MRT in Hong Kong and various subways in Korea to quickly forming metros in China. There is also plenty of anecdotal evidence that smartphone apps both increase traveller satisfaction and that users are prepared to pay for them – providing another revenue stream. However, many of these applications are developed in the private sector, from integrated information provided by the operators or regulators, and what is also critical is having Open Data to enable developers to produce them. Complementary vs integrated modes Rail networks may have been designed to be integrated, but without very well designed operating contracts the integration in practise may be very limited. In fact, the practical effect of elements of the contracts may be to disincentivise coordination between modes. In this respect, it is not enough merely to physically locate light rail or tram stops near bus or rail stops and stations. There should

be good directional signage between modes (including good lighting) and clear at-stop onward travel information at the stops / stations, including orientation maps. Multi-modal tickets must be easily obtainable and can only function if they are genuinely multipurpose. In Bangkok, the BTS use different cards and the ARL (airport rail link) doesn’t provide any kind of reusable pass whatsoever. Time will tell if the planned spider card is effective. In Hong Kong, the octopus is almost like a debit card as it can be used in as many retail and leisure settings as it can for types of transport. The importance of modal integration Without integrated multi-modal realtime information, the end-to-end journey becomes very difficult to understand and the traveller can feel at the mercy of the public transport operators. This is a contrast to the car, which may be slow and frustrating but still feels as if the driver is in control. This issue is exacerbated with the rapid development of technology, where smartphone apps which integrate multisourced information are increasingly becoming available to give information to ease the car driver’s journey. In order to simply keep pace with this, public transport needs to provide the same quality of integrated information. The rapid advances in technology now make it possible to provide much better digital information to light rail and tram users at interchanges than ever before, if operators and transport authorities grasp the opportunities. But this has to be backed up with coherent and consistent physical information, and with staff who are ‘digitally-equipped’ in order for urban networks with light rail at their heart to fulfil their potential. John Austin Austin Analytics



Hanoi metro can’t come soon enough Traffic has become an increasing problem for Hanoi, but as it continues to feature high on the list of the most polluted cities in Asia, the environment is also a concern


h Hanoi, inhabitants rely heavily on motorcycles, which are much worse for emissions, with just under five million of them on the capital city’s roads. The Hanoi metro was originally planned to open last year but that has now been pushed back to 2018, with the total network of five lines not being completed until 2020. The new metro should reduce the number of motorcycles on the road, helping to tackle Hanoi’s pollution problem. Metro line 3 has been designed to allow trains to run at a speed of up to 80 kph, with over 900 passengers per train. The entire route will be covered in 20 minutes. Whilst the wait continues, however, Hanoi’s other strategy for reducing dependence on motorcycles has been rolled out, but seems to have backfired. Frustrated commuters On New Year’s Eve 2016 Hanoi launched its first ever bus rapid transit (BRT). The route runs for just under 15 kilometres between Kim Ma and Yen Nghia, passing through one of the city’s traffic jam hot spots. The goal was to ease congestion and lure the city’s residents away from personal vehicles, which appears to have failed judging by comments made by locals to Xinhua in the first two weeks of operation. ‘The BRT is causing trouble for other vehicles. In the past, without the BRT, the traffic had been very busy. Now, with one less lane due to the BRT, the traffic has become even more congested’ Duong Hiep Duc, 35, a motorbike taxi driver, told Xinhua. Another resident, Nguyen Van An, 40, who works in the city, said ‘Since the new bus service came into operation, I have to leave home 30 minutes earlier than before to avoid the traffic jams. However, on some days, I still arrive at work late. We queue endlessly on one half of the road while the BRT takes up the other half, which is unfair.’ The bus rapid transit relies on existing roads and infrastructure, with no priority right of way at intersections and no barrier to even indicate the special bus lane.

Unique Hanoi Hanoi traffic is famous for flowing round pedestrians attempting to cross the road the same way a river flows round a rock, so it was hardly surprising to see the ‘exclusive’ lane struggle to stay that way as cars and motorcycles flowed in and out of it from the very first day of operation. Despite being free to use for the entire month of January, the new BRT has only serviced on average around 10,000 commuters each day so far. The metro line 3 is being designed to service 200,000 a day. Essentially the city has confused commuters by reducing available lanes without taking into account the normal behaviour of traffic in exchange for a new system that seemingly just causes disruption. Whilst construction of the metro lines will cause disruption in the short term it’s imperative that they be completed if Hanoi is serious about tackling its growing traffic problem and improving the lives of its population. Regional comparisons Yangon, the largest city in Myanmar, started operating a new bus service yesterday and

appeared to caused nothing but havoc, whilst this was down to a variety of reasons the common complaint was that old routes had been scrapped and new routes were mostly confusing or unhelpful. Other major cities in Southeast Asia, like Singapore and Bangkok, have successfully integrated MRT lines, in both cities many of the major centres have been built up around the stations - thereby guaranteeing that people actually use the line. Jakarta waited until it became one of the most clogged cities in the world to finally consider its own MRT, hopefully things won’t get that bad in Hanoi before the metro line finally opens. Rail Professional



Local talents and training Fast developing railway systems in the Asia Pacific region provide a great opportunity for talent hunters and trainers


hina plans to double its high speed rail network over the next decade. Ten new metro lines are to be built in Bangkok by 2030. There are already 15 driverless metro systems in operation in Asia with several more planned to open in the region over the next ten years. These numbers raise the question: who will implement and run all these systems? In the past, developing countries would purchase technology from abroad (mainly Europe or Japan) as a package which would include maintenance of the equipment by the company using labour from those countries. This left certain countries with the problem of a huge lack of skilled personnel and a knowledge transfer gap. With more railway systems in place, the consequences of this ‘skills gap’ are easy to predict: chaos, delays and poor customer satisfaction. Hunting for new rail ideas Luckily, governments across Asia have started to realise that an adequately qualified and trained staff is needed to successfully operate the railways. Asia is waking up to identify, train and educate a new generation of rail talents and governments supported by academic institutions are leading the way to close the skills gap. The Indian government has recently announced a series of innovation challenges looking at improving train experience for their passengers. Government enhanced competitions managed by Indian Railways are touching upon issues related to wagon design, accessibility, capacity and digital capabilities at stations and are addressed to Indian nationals only. The ten most promising new rail ideas in each category will be presented to an innovation-judging panel, including Indian ministers. Similar start-up competitions and marathons have been taking place in the UK

(Hacktrain) and Germany (minDBox) for the last few years and this model definitely appears to work. Educating talents Asian universities have already started offering programmes and courses in rail, often in collaboration with their overseas partners. For example in Thailand NSTDA has been investing in rail knowledge capacity building by sending scholars abroad to earn Master degrees and Doctorates from American and European universities. Since the start of the programme in 2008 over 30 people each year have benefited from NSTDA’s scholarships and these talents are now based in various universities across Thailand teaching and researching rail-related issues. In addition, new Masters programmes in rail have started emerging. From August 2017 Kasetsart University will offer a Masters programme in Mechanical Engineering with a rail technology specialism and Mahidol University will start their Master of Engineering Program in Railway Transportation Systems. In other ASEAN countries the ‘rail’ issue is also on the agenda and online staff rail training is of interest to rail companies. Actions are being taken by universities as part of RailUniNet to deliver rail courses online in the future. Finally International railway and engineering companies involved in rail infrastructure development in Asia keep complaining about a lack of local rail engineers and managers to help deliver large and small rail projects in

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Southeast Asia. They are hungry for railway talents. The faster the next generation of railway talents can be fostered and grow in Asia, the better railway systems in this part of the world will become. A faster, safer and more environmentally friendly railway transport will benefit us all, and the planet. Dr Anna Fraszczyk, Postdoc Fellow at Mahidol University, Prof John Roberts, Professor at Kasetsart University,

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Asia Pacific Rail 2017 in Hong Kong... Now in its 19th year, Asia Pacific Rail 2017 will have more content than ever before...


ith four premium conference tracks, three seminar theatres and a new Underground University covering two days from March 21-22. The premium conference tracks will feature exciting innovations in metro, high-speed rail, mainline passenger

and freight, all focused on the theme of enhancing operational excellence and passenger experience to improve your bottom line. The event will also include a free expo featuring the latest rail innovations, solutions and technologies. Whether you’re a railway operator, authority or a solution partner, there will be something

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Asia supply chain exhibition... CeMAT Southeast Asia, TransAsia Jakarta, and ColdChain Indonesia 2017 will be held from March 2-4 2017...


he event will take place at the Indonesia Convention Exhibition (ICE) BSD City and will bring together key stakeholders from

across the supply chain industry. These include government agencies, state-owned enterprises and other key players, along with technology leaders and suppliers. CeMAT Southeast Asia will focus on industrial trucks, complete logistics systems, rack and warehousing systems. and cranes and lifting equipment, TransAsia and

ColdChain will focus on transport & logistics services, freight forwarding, shipping lines and railways. This all-in-one supply chain exhibition is being hosted jointly by PT Debindo-ITE (DITE), Deutsche Messe, and ITE Group.

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A one-stop platform From purchasing paper tickets at a physical location with a wad of high denomination cash to region-wide travel at the click of a button


hilst travelling around Thailand in 2011, Alexey Abolmasov found getting from A to B very difficult. Locations of stations were not clear or unknown to foreigners, most of the information was only available in Thai language, and counter staff did not speak a word of English. Alexey decided to help operators and travelers with their problems and started online operations in 2013 with a single bus company in the south of Thailand. A model approach Alexey’s company, 12GoAsia, adopted the Application and Programming Interface (API)

which allows real-time inventory checks and bookings. Account-based ticketing is the key of the operating system. While the bookings are linked to email addresses, the financial data of the customers is kept safe with the banks. The website does not need access to this data and the customer’s data is secured and protected during exchanges and transactions. Targeting tourists and enterprises, the company serves the B2B and the B2C market at the same time. Local operators in Thailand, Singapore, Malaysia, Myanmar, Laos, Cambodia and Vietnam are integrated and the website offers direct and indirect access to their services. In early 2015, with already about 100

companies connected, the company found a way to provide train tickets in Thailand. Whereas buying tickets in Malaysia and Vietnam is relatively easy, the State Railway of Thailand is different. There is no real-time online connection to the inventory of the state-owned company. A huge amount of manual work happens in the background when travelers book their train tickets. The availability needs to be checked several times per day and the system gets updated manually. Once a customer has booked a ticket, a member of the support team will actually travel to the railway station; wait in line, and buy the old-fashioned paper ticket at the counter in the name of the passenger.

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Malaysia is several steps ahead of Myanmar in terms of infrastructure, but it also wins out with its booking system. The country’s transport operator, KTMB, allows bookings for all its trains online and up to six months in advance

News in brief... Thailand relaunches online ticketing service Bangkok, Thailand – Four years after Thailand’s first online ticketing service shut down, the SRT has brought it back. Starting on February 1, passengers can book and buy train tickets online from 60 days to 2 hours before departure. Revitalising the system is part of the government’s Thailand 4.0 plan which aims to turn the country towards ‘smart industry’ and encourage ‘smart cities’ to pull the populace out of the middle income trap. SRT carries about 80,000 passengers daily on weekdays and 90,000 a day on weekends, SRT deputy governor Thanongsak Pongprasert said. Seat occupancy was about 80 per cent on the northern line to Chiang Mai province. Tickets will still need to be printed out, however, as screenshots on passengers phones will not be accepted. The service is available in Thai or English at or Users can buy four tickets per booking.

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The boarding passes are brought back to the office next to the railway station, sorted by departure date and filed properly. The customer receives a confirmation by email with the seat numbers and from that moment on they can come to check-in and collect their boarding passes any time. Regional comparisons It can seem like railway operators across Southeast Asia are in competition to see which one can provide the shortest booking period for a journey. If so, Myanmar wins hands down by giving potential passengers a five day window before departure to book a ticket, and of course this must be done in person at the station. Naturally this can only be done in cash. Malaysia is several steps ahead of Myanmar in terms of infrastructure, but it also wins out with its booking system. The country’s transport operator, KTMB, allows bookings for all its trains online and up to six months in advance. Running on refurbished rolling stock from the 1960s, you could forgive Cambodia’s ticketing system for being a bit old fashioned. The railway was only brought back into service last year with a single route from Phnom Penh to the beach resort of Sihanoukville. As far as tickets go, however, you can book them online and they are usually available a month in advance. Vietnam’s railways aren’t quite as old fashioned as other parts of continental Southeast Asia, this holds true for its booking systems as well. Tickets are offered 60 to 90 days in advance and a few different websites offer online booking. Are there any problems? Rising demand already shows that there are more passengers than seats. Thailand receives over 20 million tourists a year. Low-cost airlines and bus companies are booming and the recently revamped sleeper train from Bangkok to Chiang Mai has revived that sense of romantic adventure. Seats need to be booked a long time in advance however and with only about 400

seats per train there is not much space for inventory to grow. A success story By the end of 2016 12GoAsia had already employed 34 locals and seven foreigners. The support of the Board of Investment in Thailand (BOI) granted work permits to foreign specialists, this has helped Thailand to become a hub for online booking services for surface passenger transportation in Southeast Asia. While the public only recognizes the company as an online booking platform for passengers, the unknown part of the system is the connection to the operators of trains, buses, ferries, flights, mini-buses and even private limousine transfers. The internal search engine combines all modes of transport for the route a customer needs and suggests a combination of different operators as the optimal travel solution. After each trip the customer has the chance to leave a comment about the operator and to give them a rating. Of course these comments are not always positive. Sometimes a cockroach wants to share the seat as stowaway, something is broken or the public toilets are not the same standard as the shiny robotic toilets in Japan. What will happen in the future? In 2017 expansion is planned to Cambodia. The privately owned Royal Railway of Cambodia only recently added passenger trains to their tracks and Thailand’s online booking platform will help them grow this business with a tailor-made back-end system solution. Part of the expansion plan is also the connection to travel agencies around the world. More than 200 travel agencies and travel websites are already connected to the website and bring their customers to the platform. Over 2,000 stations are connected and every day over 110,000 departures offered in nine different languages. The network is continuously growing and the company is ready to expand to other parts of the world.

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Digitalisation and cyber security Dieter Klein of KEYMILE talks about his concerns for the fledgling rail infrastructure in Asia Tell us how you got involved in the rail industry? ver the last three decades, I have held national and international managerial positions at Siemens AG while working across the world for companies operating in the power sector and in technology. In January 2013, I joined the KEYMILE advisory board where I got heavily involved in railway projects. In October 2016 KEYMILE appointed me as their managing director of KEYMILE Asia.


What changes have you seen in that time in both your particular sector and the industry as a whole? The railway industry has gone through many changes over the past few years. For one, digitalisation is changing the industry as new digital technologies enable new ways for operations, such as for timetable management, remote monitoring, signalling and operating processes. Secondly, new and increasing customer requirements and entry of new competitors in markets are influencing the industry. As customers demand higher flexibility in booking, transportation and information, railway organisations have to juggle these demands while providing new platforms and operating models. Within Asia, there is extensive expansion and modernisation of railway networks, to handle new volumes of traffic due to increasing population and economic power. Singapore and Malaysia have signed an agreement to develop a high-speed rail line, and a rail freight service between South Korea, China and Mongolia was launched at the end of last year. The mission-critical networks are mostly line-based so they have to be migrated into packet-based networks, which provides consistent integration of the new applications and services. However, the implication of packetbased applications and networks have made the networks more vulnerable to attack and railway communication and signalling networks have become a target for cyber attacks. What have you found to be major differences between the Asia Pacific region and your previous experience in Europe and other regions? The Asia Pacific market is growing more Rail Professional

rapidly than most other regions in the world. The extent of growth is very different to the European railway infrastructure, which is already widespread and operators there must focus more on maintenance and modernisation of their networks. However, due to the fast expansion in Asia Pacific there are also rising concerns on cyber security issues as the critical infrastructure of railways are increasingly using internet based technologies. In addition, within Asia Pacific, local governments support the infrastructure growth intensely and many railway networks are still operated primarily by state owned entities. Europe, in comparison, already has a higher degree of privatisation of the railway industry and the responsibility for security is often held by private organisations. What areas concern you most with regards to cyber attacks? The migration of new packet-based devices and the usage of internet technologies have opened doors for potential hackers. Packet-based devices, like those used for remote monitoring of junctions, are selectable through their IP addresses and can potentially be hacked. The devices can become a point of attack to manipulate or destroy the data transmission in the networks. In addition, attackers today are more intelligent, sophisticated and strategic, using new hardware and software to challenge the security systems of the transport industry’s communication networks. In the future, attackers could potentially use high power quantum computers to launch cyber attacks against current railway networks. Today many implemented security solutions of railway operators are not prepared for these kinds of attacks. Are there different techniques employed by attackers in this part of the world? Cyber crime today is an international activity and hard to distinguish between borders. Attackers are not bonded to a single place, and they can induce cyber attacks regardless of location. New evolved techniques spread fast all around the world due to well-developed internet connections so it is more difficult to keep up with the techniques and strategies attackers are using and you have to be prepared for every type of attack worldwide. That said, as a fast

growing region for railway networks, the fast installation of new infrastructure in Asia Pacific could urge attackers to try and find gaps in new security systems. How have you seen the dangers develop over time? Today’s cyber attackers are more resourceful and are developing their strategies thoroughly. Due to the digitalization of information, they can potentially have access to a lot of insider information about the railway infrastructure and its communication systems. Cyber attacks are not spontaneous activities and therefore operators must also be well prepared. The motivation of attackers has also changed and has become more varied. In the past, financial interest was the main motivation driving hackers to attack communication systems. Today, that is not the only reason, as attackers have other objectives such as destroying national or corporate property, or even to harm people. Why it is increasingly important to ensure that the security of missioncritical networks within the rail sector is sustainable? With higher connectivity, failures in mission-critical networks can potentially cause major disruptions across the globe. Cyber attackers are slowly turning to operational technologies and the critical


infrastructure they support. Conventional methods may no longer be relevant as they find ways to overcome security barriers. It is important to leverage new technologies to ensure mission-critical networks are sustainable and well protected. Hence, there is an urgent need to address the vulnerabilities inherent in critical infrastructure and the potential for grave consequences if not well secured. What are some strategies when it comes to securing mission-critical networks within railways? Statically configured connections are very important in railway communication networks. In the case of a loss of the management plane, which is used to configure the communication paths, the data plane has to be usable for the same job. As the configuration is stored permanently, the transport paths do not have to be configured again – for example when a restart is necessary in cause of a power breakdown. To secure the reliability of services, it is important to implement switching functionalities to provide alternative paths when one network path is hacked. Modern systems provide an additional standby path to transport information, which can be used for data transmission in case of the drop out of the actual path. Another strategy is to use highly

secure methods for cryptography for data transmission. However, the typically used cryptography methods based on mathematically configured random numbers will not be safe enough for highly skilled attackers and quantum computers in the future. What advice would you give to companies in this region who might face some of the problems you’ve highlighted? Companies should prepare themselves for potential cyber attacks. To manage and mitigate cyberattacks effectively, a consistent cyber security response plan should be applied across the organisation. Companies should also review their communication systems thoroughly and make sure that all access points are secured. When it’s a question of top-level data security, international information and IT security standards such as ISO/IEC 27001, SANS 20, IEC 62443 or NERC CIP are good guardrails. An information security management system that complies with DIN ISO/IEC 27001 for instance makes sure that all critical points are taken into consideration. What do you expect to be the biggest risks for the rail sector over the next few years?


Cyber attacks will continue to pose one of the biggest risks for the rail sector over the next few years. The emergence of technological developments, such as the Internet of Things (IoT), has allowed for higher global connectivity. This adds another layer of complexity to the cybersecurity landscape across different industries including the rail sector. Additionally, the focus of cyberattacks has shifted from data breaches to global critical infrastructure. Within these networks, transmission paths and network control are the weak points, and the risk potential here is enormous. For example, hackers can gain direct access to IT systems via poorly secured remote-monitoring access, or use sniffer tools to eavesdrop on data lines. Leading organisations in the sector are becoming prime targets for cyber attackers as they attempt to manipulate equipment or destroy data. An example in this region is North Korea’s reported attempt to hack South Korea’s railway system in 2016. This highlights an urgent need for the rail sector to increase its focus in ensuring high security and reliability in its mission-critical networks.

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Multi-modal ticket integration Half a century ago, Japan built the world’s first high-speed rail network – known as yume chotokkyu – literally, the ‘super-express of dreams’ ...


ast forward to today, high-speed rail is the buzz word of choice for governments and businesses alike across Asia Pacific. The global rail travel market has grown nearly tenfold over the past 25 years, with the overwhelming majority of high-speed rail lines in China and multi-billion dollar networks currently under construction in Laos, Singapore and Malaysia. Indonesia, The Philippines, and Thailand are all in advanced discussions to build their own lines. With so many transportation options now available to choose from, be it air, rail, bus or car-sharing, we are seeing the rise of multi-modal travelling. As Asia Pacific works towards a multi-modal travel future, how can rail become better integrated into the entire travel ecosystem to offer a smoother experience for travellers?

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Railing in the Asia Pacific audience According to a report by Amadeus, (Future Traveller Tribes 2030: Understanding Tomorrow’s Traveller), high-speed rail is expected to make up 30 per cent of new track worldwide by 2030. Momentum in the rail industry is building as high-speed rail networks develop in Asia Pacific, with Japan alone moving over 400 million rail passengers per year, and China adding no less than 8,000 kilometres of high-speed track by 2020. With this transformation in motion, one of the key areas that rail players need to address is that of making rail (not only highspeed) more accessible to both the travel seller and the passenger. It should be easier for travellers to search for, and book, their flight, hotel and train ticket at the same time, from the same place. Today if you want to book a cross-

Despite the huge growth and opportunity in Asia Pacific, rail content is not nearly as searchable and visible to travel sellers, or travellers, compared to other modes of transport

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border or multi-modal journey, it can still be frustrating given the complexity and challenge of the booking process. From personal experience, it can often include some lengthy navigation on various travel sites to even find out the rail options on offer in some countries. Despite the huge growth and opportunity in Asia Pacific, rail content is not nearly as searchable and visible to travel sellers, or travellers, compared to other modes of transport. Linking rail to the ecosystem At present, many travellers do not consider train services as part of their journey, because it does not show up as an option in their online searches for route information. It’s likely that international visitors are also not familiar with the rail options at their destination, or they are unaware that rail can in fact be a favourable option for shorter domestic transits. The integration of rail content in the global distribution system (GDS) is a crucial step towards increasing this visibility for travellers. By making rail travel routes available through local travel agents as well as online giants such as Expedia, travellers will have more choices available to them at all stages of trip planning. Not only that, travellers can then book and pay for different journey options in a single transaction, instead of going through the existing convoluted process of identifying multiple routes and purchasing multiple tickets. For instance, Amadeus Air-Rail Display integrates the rail ticket price with the air ticket price on its selling platform. This Rail Professional

allows travel agents to easily compare rail and air journey times and check availability on popular air-rail routes, all in a single display. Travel sellers can leverage this platform to sell rail as a travel option more efficiently, making the booking of rail travel much easier for both agents and travellers. In fact, one of the most common multimodal travel options is booking your flight and your connecting airport-to-city rail ticket with it. Through integrated solutions such as Amadeus Airport Express, travel agencies can easily add an airport express train ticket to a traveller’s flight or hotel room at the moment of booking. This definitely eases the stress of arriving in an unfamiliar city, not speaking the local language and trying to navigate the local airport ticket office to buy a train ticket.

Instead, you can proceed through departures and hop on your train to the city centre stress free. There are huge opportunities for rail companies to innovate and provide more personalised travel services, bringing a ‘door-to-door’ experience one step closer to reality. As more and more people around the Asia Pacific region move away from package tours to personalised trips so too will we see more travellers embarking on multi-modal journeys. Collaboration between key industry players is key to overcome the challenges and enable the traveller of tomorrow to have a seamless travel experience from their initial search right through to arrival at their destination. Visit:



A new vision 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. 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. The key benefits of the system are: • improved inspection quality allowing reduction in inspection frequency and improved safety of staff and passengers • 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 real time 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 over 200kph. 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. Easy navigation 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 as well as interfacing to downstream maintenance and condition systems. 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 4 weekly basis. OmniVision and the plain line pattern recognition system have won several accolades, National Rail Awards Innovation of the Year, IET Innovation Award for Asset Management and Railway Industry Innovation Award for Engineering and Safety, amongst others. Back story Founded in 1995, Omnicom is a 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 York and Derby, 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 in October 2016. Mark Bullock, managing director of Balfour Beatty’s UK rail business, said ‘Omnicom Engineering is a true innovator which is benefiting from over twenty years of investment in research and development.

‘We will leverage 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 will offer an unrivalled richness of information to support the maintenance of roads and railways across the world.’ 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 1904 778 100 Email: Visit: Rail Professional


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14.02.2017 12:24:45



Safety first Over the lifecycle of the rolling stock, reducing both wheel and track wear is an essential safety measure


rom its modest beginnings as a small distribution company, Rowe Hankins has gone through a remarkable transformation over the last three decades and during that time has gained a global reputation for quality, reliability and innovation, in making railway operations safer and more efficient. Today, the British company is recognised globally as a specialist in the design and manufacture of components used within safety critical systems, and also the worldwide distribution of electro-mechanical products for railways. Thanks to the continued growth and expansion of the business, it now employs more than 50 members of staff in various roles, including production engineers, research & development, sales, admin, marketing, electromechanical service and repair, with sales outlets both in the UK and also overseas in France, China and America.

Its engineers specialise in the maintenance, repair and overhaul of electro-mechanical equipment, providing savings of many thousands of pounds to major train companies, such as the London Underground, Siemens, Bombardier and Alstom. It employs skilled and uniquely experienced engineers that allow it to develop its own products, including speed sensors, current monitoring products, intelligent wheel flange lubrication and earth leakage detection units. Entering the Asia-Pacific region In recent years the global rail supply industry has enjoyed robust growth due to urbanisation and the shift in focus on sustainable transportation networks. In particular, the Asia-Pacific market has seen consistent growth. A new report commissioned by the

European Rail Industry Association (UNIFE) found that globally, installed railway tracks grew by 26,000 kilometres in the 2013 to 2015 period, primarily in urban areas and as intercity high-speed tracks. Asia Pacific saw the bulk of the additional tracks laid, particularly in China and India, making it an exciting time to enter the market. The rise in the number of railway projects in this business region, coupled with the need for rail technology which increases utilisation and improves safety, is set to increase the long-term demand for quality products and services from the rail supply industry. Designed with safety in mind Rowe Hankins strives to find better ways of increasing safety within the rail industry. Its designs are making vast improvements to the rail industry, not only making safety cheaper but more efficient, reliable and

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Benefits and savings of the iWFL: • longer wheel life and extended overhaul periodicity between wheel changes • reduced stock holing of wheels and improved wheelset float performance • better wheel profile life after reprofiling or wheelset change-out • reduced lathe operating costs and better lathe planning for fleet availability • reduced number of vehicles on lathe paths to external lathe suppliers • improvements in service train availability with re-profiling or turning stoppages • fleet performance and mileage extension potential in maintenance regime and MTBF measures. attainable. At present, metal fatigue continues to be one of the main culprits in train and tram derailments. However, the use of intelligent wheel flange lubrication can increase safety and help to prevent further train and tram disasters in the future. Over the years there have been a significant number of train and tram derailments caused by heavily worn track. But what is the solution? Evidence shows that lubrication of the interface between the rail’s gauge corner and the wheel’s flange root reduces the rolling contact fatigue in the rail. Intelligent use of lubrication can increase safety and reduce the chances of further fatalities. Rail Professional

In 2003 the UK’s Rail Safety and Standards Board (RSSB) carried out a survey on wheel/ rail lubrication practices. It found that where no lubrication is used the wheel life is only 170,000 kilometres. The addition of trackside lubrication only increases it to 300,00 kilometres. However, the most substantial impact occurs in the use of ontrain lubrication, improving the wheel life to 1,000,000 kilometres. Extending wheel life Research shows that an effective flange lubrication system significantly extends wheel life and reduces rail wear, when compared with a non-lubricated network. The use of intelligent wheel flange lubrication results in extending service and maintenance intervals, reducing down-time and costs, and most importantly, improved safety, helping to prevent further train and tram disasters in the future. It’s for this purpose that the technical team at Rowe Hankins has designed the Intelligent Wheel Flange Lubrication (iWFL), an onboard dispensing system which applies precise amounts of biodegradable lubricant. Engineered for both national rail networks and urban tram services. The iWFL offers a 50 per cent life extension when compared to existing technologies. In order to extend rail and wheel life, it uses geographical location-based dispensing of flange lubrication. Its intelligent design senses the location and intensity of track curves using a combination of GPS signals, speed and distance sensors. The unit processes the data and, only where required, applies lubricant precisely at each location. The Intelligent Top of the Rail Friction Modifier (iTORFM), when used with the

iWFL, also improves safety by reducing friction and rail wear. Other benefits include improved fuel economy - reducing fuel consumption by 10-15 per cent - and a decrease in the rumble noise that occurs when the tread scrubs across the track. The system greatly reduces wheel and track wear, decreasing the need for maintenance and offering substantial cost savings to operators, track owners and users. Even the temporary loss of facilities, due to track and wheel wear, is inconvenient and costly. The environmental cost of indiscriminate lubrication, due to noise and pollution, is significant, so this was a big consideration during the design process of the iWFL. The eco-friendly and cost effective system is already in use on rail networks across Europe. In the UK it has been successfully trialled with a major City Centre tram system, and Rowe Hankins has also been approved as the preferred supplier to a major supplier of the new high frequency, high capacity railway for London and the South East. Looking to the future, the company’s engineering team is proactively seeking new methods for making the products on the traction market safer and more efficient. Last year its work was recognised with two industry award wins; Supplier of the Year at the Light Rail Awards and an Innovation Award from Modern Railways. Other key achievements include being awarded the ISO 9001 and accreditation from the International Railway Industry Standard (IRIS). Tel: +44 (0) 161 7653005 Email: Visit:

Protect your infrastructure and avoid accidents FLIR Systems offers thermal imaging cameras for obstacle detection in a public transport environment. They do not need light to operate, but use the thermal energy emitted from obstacles. This enables them to detect vehicles on level crossings, or

Thermal imaging cameras can detect people walking on the tracks and trigger a message on a VMS panel in order to alert the tram driver of a potential dangerous situation

people on tracks in the darkest of nights, over a long range and in the most difficult weather conditions. Via detection outputs or via TCP/IP, a warning signal can be transmitted to a railway operations center so that appropriate measures can be taken and accidents avoided. Vehicle detection at a level crossing

F o r m o r e inF o r m at i o n: F l ir . c o m .hk / t d hr a il Images for illustrative purposes only.

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Rail Professional - Asia Pacific March 2017  

Rail Professional - Asia Pacific March 2017

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