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September 2017 Issue number 07


It’s time for Myanmar’s railways to modernise The country’s railway network is over a century old and badly in need of a facelift

GEOTECHNICAL Tareq Khodabacksh on the Toowoomba Second Range Crossing project in Australia

INTERVIEW Kris Kosmala of Quintiq gives some advice on how to optimise freight in Asia

SKILLS Dr. Sukhy Barhey explains how virtual reality will impact the modern workforce




September 2017 Issue number 07


It’s time for Myanmar’s railways to modernise The country’s railway network is over a century old and badly in need of a facelift

GEOTECHNICAL Tareq Khodabacksh on the Toowoomba Second Range Crossing project in Australia

INTERVIEW Kris Kosmala of Quintiq gives some advice on how to optimise freight in Asia

editor’s note


SKILLS Dr. Sukhy Barhey explains how virtual reality will impact the modern workforce


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.

nother quarter gone by and huge strides have been made in the major construction projects going on around the region. For once, the story isn’t completely focused on the One Belt One Road as the countries of Southeast Asia make their bid for independent projects. Malaysia has set to work on a peninsula spanning railway that it hopes will help it swallow up some of the trade going to Singapore and the Melbourne to Brisbane Inland Rail project continues to go from strength to strength. This issue of the magazine will focus on geotechnical engineering, tunneling, signalling and a few different articles on skills. I had a lively discussion with Kris Kosmala from Quintiq about the different ways rail can transform cargo and passenger transport in Asia. After 17 years in the region Kris certainly has a lot of thoughts about which countries are going in the right direction and offers some opinions on which approaches are seeing the best results and why. Tareq Khodabacksh delves into the history of the Toowoomba region in Australia and breaks down the work being done on the Toowoomba Second Range Crossing. Both Japan and China are keen to export their expertise across the region, we look at the different tunneling projects China is undertaking in Laos and closer to home and we also look at Japan’s interests in Myanmar and how they hope to be a part of reigniting history with the Yangon-Mandalay Railway. There are quite a few major events coming up in the final quarter of 2017, all the usual suspects in Singapore, Hong Kong, Tokyo and Bangkok are looking to close out the year with a bang. We preview the two biggest events: HSR Asia 2017 in Kuala Lumpur in September and AusRail 2017 in Brisbane in November. Anna Fraszczyk of Kasetsart University in Bangkok tells us her first hand experiences in rail education in Thailand and how international collaborative efforts are helping. Earlier in the year Rail Professional teamed up with Petrotechnics to carry out a global survey of operational excellence and the results are reproduced here with some revealing infographics. Director of BMT Asia Pacific, Dr. Sukhy Barhey explains how technological advancement will lead to a skills shift in the modern workforce. Dr Barhey will also be speaking at HSR Asia 2017. Frauscher Sensor Technology shares its thoughts on wheel sensors and axle counters Rail Products will be taking a few of its designs to AusRail in November, here they give us a little sneak preview of what to expect Oasys believes the argument for passenger simulation has been won and makes the case for it in an article introducing its MassMotion system. To those of you visiting Kuala Lumpur for HSR Asia 2017 we look forward to seeing you there.

Sam Sherwood-Hale

Rail Professional

issue 07 • SEPTEMBER 2017



Phnom Penh airport rail link postponed due to protests, Thailand awards first monorail contract to Bombardier, Malaysia begins construction of peninsula spanning East Coast Rail Link, Hong Kong and China to share control over new high-speed railway terminus, Next major milestone for Melbourne to Brisbane Inland Rail project, Thai government approves funding for high-speed railway, New Vietnamese railway Law offers incentives to investors as Northern rail gets reboot

Rail Professional interview


After 17 years in Asia, Kris Kosmala of Quintiq has seen the Asia Pacific rail success stories and believes he knows how others in the region can capitalize

Geotechnical Monitoring


Tareq Khodabacksh gives us an overview of the Toowoomba Second Range Crossing project currently underway in Australia






The first six months of construction in Laos were dominated by the sounds of tunnels being bored through the many mountains along the Laos-China railway route

Anna Fraszczyk of Kasetsart University in Bangkok tells us her first hand experiences in rail education in Thailand and how international collaborative efforts are helping





Six years ago, Myanmar opened up to the world, one year later Japan responded by changing its economic attitude towards the country and cast an eye towards its railways


Earlier in the year Rail Professional teamed up with Petrotechnics to carry out a global survey of operational excellence and the results are reproduced here with some revealing infographics

Director of BMT Asia Pacific, Dr. Sukhy Barhey explains how technological advancement will lead to a skills shift in the modern workforce

Business Profile


Frauscher Sensor Technology shares its thoughts on wheel sensors and axle counters

Business Profile


Oasys believes the argument for passenger simulation has been won and makes the case for it in an article introducing its MassMotion system

Business Profile


Rail Products will be taking a few of its designs to AusRail in November, here they give us a little sneak preview of what to expect

Upcoming Events


From September 12 to 13 Strategic Communication’s two day intensive international summit on high speed rail will take place at the Intercontinental Hotel in Kuala Lumpur and from November 21 to 23 the largest rail event in Australasia will take place in Brisbane

Rail Professional

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

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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, United Kingdom Tel. +44 (0)1905 350 500

Photo reproduced under the Creative Commons Attribution 2.0 Generic license. Credit:

7 Time to upgrade your wipers? NEWS |

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Phnom Penh airport rail link ...News introducing PSV’s new replacement system in brief... postponed due to protests

First high-speed railway opens in Inner Mongolia Hohhot, China – A new high-speed railway line has begun operations in Inner Mongolia. The line is 126 kilometres long and is the first for the autonomous region. The journey takes passengers from Hohhot to Ulanqab, further to the east of the region, in 39 minutes. Ten trains running at 250 kph will be scheduled daily. Eventually the railway will run all the way to Beijing, via Zhangjiakou where two new high-speed railways are currently under construction. That new railway will link up several major cities and populated areas, reducing the travel time between introducing PSV’s new Hohhot and Beijing to just three hours, down from nine hours at the moment.

Phnom Penh, Cambodia – Cambodia’s government has announced it will halt construction of a railway in Phnom Penh due to protests from local villagers. The railway will connect the capital city to the airport starting from Taing Krosang Pagoda and then running through Por Sen Chey district and finally linking up with the Preah Sihanouk track which currently runs past the airport. Residents of the district have been protesting the construction of the railway over the last few weeks, saying they had not been consulted on the railway and the project lacks transparency. Undersecretary of state Ly Borin told residents that construction of the railway would not continue until after they had come to an agreement with local stakeholders. ‘For the construction, we have already asked the company to halt it so that we can find a solution that suits the ministry, the builders and the villagers’ Ly Borin added. Housing Rights Task Force executive director Sia Phearum said most residents in Por Sen Chey district support the project and that he hopes a dialogue between locals and officials involved in the project will be dispel their fears. In part, the protests are due to a belief that residents will be evicted to make way for new developments. Property developers have already touted the railway as a key to increasing investment in real estate. Oknha Ly Kun Thai, CEO of The Gateway project a mixed commercial and residential development, has said ‘this new railway is quite essential for Cambodia because Mass Rapid Transit (MRT) will increase commercial developments. Better and improved transportation infrastructure in the area will boost property prices and rental yield.’ Cambodian prime minister Hun Sen has said the cost of the railway would be around $800 million.

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Thailand awards first monorail contract to Bombardier

Bangkok, Thailand – Bombardier has announced two contracts for its BOMBARDIER INNOVIAMonorail 300 system for two mass rapid transit lines in Bangkok. The contracts are with the Northern Bangkok Monorail (NBM) and Manila, The Philippines – The the Eastern Bangkok Monorail (EBM), Mindanao Railway Project will responsible for the turnkey construction receive $126 million as part of the and 30 year concession of the new, elevated lines. 2018 Philippine national budget, There are other developments in the Operating in the city’s northern according to the government’s country as Thailand’s government looks and eastern areas, the monorails will • Arms House Appropriations Committee. into allowing 100 per cent private financing integrate with the existing transportation • Wiper bladesmember Johnny of Bangkok’s Orange Line. Several expensive network and run at speeds up to 80 kph Committee • Motors (24v and 110v) infrastructure projects are in the works with a maximum capacity of over 28,000 Pimentel described the Mindanao • Linkage systems which has caused the Transport Ministry to passengers per-hour, per-direction. railwayswitches as ‘an enormous project investigate ways to cut costs. Project delivery, system integration • Control Previously companies pitching to win and rail control solution design and that will require a lot of incremental • Components & spares Whether your trains operate in the heavy snow of We offer robustly engineered solutions contracts were only required to financefor rail train implementation will be led from funding and take several years now they could be operators allowed to Bombardier’s regional hub inbuilders, Bangkok. and operations, thetomountains, the heat of the desert, or the harsh system upgrades for complete by phases. ‘What is pitch for civil engineering work which was The INNOVIA trainsets will be salty environment of the coast... you need a wiper (especially those experiencing a the high LCC on previously the preserve of MRTA. manufactured at the Bombardier Joint The total cost of the project currently Venture Puzhen Bombardieroriginal Transportation system you can rely on. equipment). Looking to lower your Life Cycle Costs? PSV canin help. stands at $3.3 billion. Systems (PBTS) China.

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We offer robustly engineered solutions for train At PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also has a builders, and system upgrades for operators ... introducing PSV’s new replacement system quality wiper systems for over 35(especially yearsthose (with 20 a high LCC onhighly experienced team of in-house designers experiencing years experience working withinoriginal theequipment). rail industry). and engineers who will work alongside you At PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also has a to meet your individual needs. quality wiper systems for over 35 years (with 20 highly experienced team of in-house designers Weexperience are a proud supplier to international OEM years working within the rail industry). and engineers who will work alongside you to meet your individual needs. train builders, fleet operators and fleet support If you’re looking to replace or upgrade your wiper We are a proud supplier to international OEM train builders, fleet operators and fleet support If you’re looking to replace or upgrade your wiper distributors. systems, we’re just a phone call away. distributors. systems, we’re just asystem phone call away. Introducing PSV’s new replacement Whether your trains operate in the heavy snow of the mountains, the heat of the desert, or the harsh salty environment of the coast... you need a wiper system you can rely on.

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• Arms • Wiper blades • Motors (24v and 110v) • Linkage systems • Control switches • Components & spares

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... important is that the project is finally taking off, and not just being kicked around anymore.’ This comes after an official of the National Economic and Development Authority (Neda) said in july that he expected the first phase of the railway to get $180 million. Indonesian railway operator aims to secure loan to keep project on track Jakarta, Indonesia – Indonesia’s state railway operator PT Kereta Api Indonesia (KAI) has received a capital injection of $150 million from the government. The company now hopes to establish a loan syndication to keep the LRT project going. In order to fully fund the $2 billion project KAI required $676 million from the state which would allow it to access $1.4 billion in syndicated bank loans. PT KAI president director Edy Sukmoro was quoted in July in The Jakarta Post saying he would talk to the banks to gauge their interest in participating and that he also could investigate the option of getting funds from the Transit Oriented Development (TOD). The first phase of the LRT, which covers 43 kilometres across CibuburCawang, Bekasi Timur-Cawang and Cawang-Dukuh Atas from Bogor in West Java to the capital city Jakarta, is expected to open in 2019.

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Malaysia begins construction of ... introducing PSV’s new peninsula spanning East Coast Rail Link


Kuala Lumpur, Malaysia -Work has begun on the East Coast Rail Link in Malaysia with a ground breaking ceremony in Pahang, Prime Minister Najib Razak’s home state. The railway will connect the less developed west coast of Peninsula Malaysia with the east coast. ‘The construction of this 668 kilometre long rail link is in line with the government’s initiative for an efficient national infrastructure facility as well as to connect townships and upgrade public transport in the rural areas of the east coast.’ Datuk Seri Najib said at the ceremony. China’s state-owned China Communications Construction Company (CCCC) has been appointed to build the railway. The total cost of the railway is $13 billion with China providing 85 per cent of that in the form of a loan from China Exim Bank. The remaining balance will be financed by an Islamic bond programme managed by local investment banks. The route will run from Kota Bharu near the border with Thailand in northeast Peninsula Malaysia in a south-easterly direction to Gombak north of the capital Kuala Lumpur. Phase two will continue the line to Port Klang, the largest port in the country. The total length of the railway will be 668 kilometres. When the railway is completed in 2024 it will have 22 stations, three of which will be freight stations with seven more being combined freight and passenger stations. It is expected that over 50 million tonnes of freight and five million passengers will use the service annually by 2030. This railway is a major part of the One Belt One Road initiative. A Nomura research report in July... introducing PSV’s new replacement system said foreign direct investment inflows from China into Malaysia surged by 119 per cent in 2016 and continued to grow at 64 per cent year on year in the first quarter of 2017. The strategic location of the two end points of the railway should secure a larger slice of regional Arms trade as Kota•Bharu is near the coast that blades • Wiper borders the South • Motors (24v and 110v) China Sea and• Port Linkage systems Klang looks out on • Control switches the Malacca Strait, • Components & spares both of whichWhether are busy your trains operate in the heavy snow of We of shipping lanes. Razak the mountains, the heat of the desert, or the harsh builde claims the new route salty environment of the coast... you need a wiper (espec could help Malaysia rival Singapore as a system you can rely on. origin maritime trade hub. Looking to lower your Life Cycle Costs? PSV can help.

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We offer robustly engineered solutions for train At PSV, we’ve been developing and manufacturing Our m builders, and system upgrades for operators quality wiper systems for over 35(especially yearsthose (with 20 a high LCC onhighly experiencing original equipment). years experience working within the rail industry). and en At PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also has a to me Looking to lower Life Cycle PSV can help. quality wiper systems for over 35your years (with 20 highlyCosts? experienced team of in-house designers Weexperience are a proud supplier to international OEM years working within the rail industry). and engineers who will work alongside you Whether your trains operate in the heavy snow of the mountains, the your heat of the desert, or the harsh salty to meet individual needs. train builders, fleet operators and fleet support If you’ We are a proud to international OEM you can environment of thesupplier coast, you need a wiper system rely on. builders, fleet operators and fleet support quality wiper If you’re looking to replace upgrade your wiper At train PSV, we’ve been developing and manufacturing systems for over 35 yearsor(with 20 years distributors. distributors. systems, we’re just aOEM phone callbuilders, away. fleet system experience working in the rail industry). We are a proud supplier to international train Whether your trains operate in the heavy snow of the mountains, the heat of the desert, or the harsh salty environment of the coast... you need a wiper system you can rely on.

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PSV Wipers Ltd., Navigation Road, Diglis, Worcester WR5 3DE Tel. +44 350 500 • United 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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Hong Kong and China to share control

...News introducing PSV’s new replacement system in brief... over new high-speed railway terminus

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Vietnam planning ambitious Mekong Delta rail network Ho Chi Minh, Vietnam – Vietnamese authorities are pushing for a new railway between Can Tho city and Ho Chi Minh as part of an ambitious new Mekong Delta rail network. The track is expected to run along a 134 kilometre route at a cost of $3.6 billion with the trains running at 200 kph. Vietnam has passed a new railway law to encourage investment with specific focus on high-speed trains.

Hong Kong – Part of Hong Kong’s high-speed rail station in West Kowloon will be leased to China to create a special port zone. Once it has been completed the station will link Hong Kong and Shenzen to Guangzhou. The structural work at the Hong Kong West Kowloon Station is substantially complete. The $11 billion Hong Kong section of the express rail link is scheduled to open towards the end of 2018. To catch a train from the station, passengers will have to pass through two port areas that cover four levels of the building on route to the platform. A distinctive line in yellow or red will be drawn to designate the port area leased by mainland China and the Hong Kong area of the terminal. Travellers on the railway will be subject to mainland laws within a designated 105,000 square metre inside the terminal. Valid identification will be needed to purchase a ticket and get through the gate, according to plans unveiled by Hong Kong officials. Hong Kong and China’s border clearance facilities will be located on the third basement level. Passengers will clear Hong Kong first, before proceeding to the mainland port area,

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High-speed railway station planned for special zone in China Beijing, China – A high-speed railway station will be constructed in Xiongan New Area. • Arms The new development is a planned • Wiper blades megacity being built 100 kilometres to the•south of Beijing. China and 110v) Motors (24v is carrying out a coordinated • Linkage systems development of the Beijing-TianjinControl switches Hebei•region and the Xiongan New Area is a key part of this. • Components & spares Once completed, the journey from Beijing to the new area will take 41 minutes. The overall planning program for Xiongan New Area is expected to be completed by the end of this month before being submitted to the central where channels and counters for arrival clearance will be located. ‘The proposed co-location arrangement, as announced by the government, will maximise government to review, according service convenience forWe passengers in order toengineered realize the XRL’s full transportation your trains heavy snow of offer robustly solutions for train and to Xu Whether Kuangdi, director of a operate in the the economic benefits’ said Lincoln Leong, CEO of MTR. engineered solutions for train Whether your trains operate in the heavy snow of We offer robustly the the heat of the desert, or 11 thehectare harshunderground builders, andwill system upgrades operators council of mountains, experts for coordinated The terminus located in West for Kowloon next to the West thedevelopment mountains, the heat desert, or the harsh builders, andbeexperiencing system upgrades for operators salty environment of of thethe coast... youKowloon need aCultural wiper those on District (especially (WKCD) and connected to the WKCD aashigh well asLCC MTR Kowloon of the Beijing-Tianjinsalty environment ofrely theon. coast... you need a wiper (especially experiencing a high LCC on Station and Austin Station.original The Express Railthose Link is expected to carry about 109,200 system equipment). Hebei region. you can passengers daily for passenger service, similar to the current cross-boundary traffic at Hong system you can rely on. original equipment). International Airport. At PSV, we’ve been developing andKong manufacturing Our manufacturing facility in Worcester also has a

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News in brief... Japan could allow European companies to tender for rail projects Japan, Tokyo – Japan is negotiating an economic partnership with the European Union which may include allowing European companies to bid on rail projects. Under the proposal put forward Tokyo Metro, Hokkaido Railway, Shikoku Railway and Japan Freight Railway, along with railway operators run by ordinancedesignated major cities, must allow foreign bidding for projects above a certain value. EU and Japanese leaders agreed in principle to an Economic Partnership Agreement at a summit in Brussels in July. New pedestrian link between Kuala Lumpur stations Kuala Lumpur, Malaysia – A new pedestrian link between KL Sentral and Muzium Negara MRT stations was opened in July. The project came in $78 million under budget and six months ahead of schedule. The air-conditioned linkway leads to nearby hotels and other locations and allows commuters to travel between stations in just four minutes. Dry port development Mandalay, Myanmar – Myanmar’s first dry port will be built near Myitnge in the Mandalay region and join up with the Belt and Road network via the planned LashioMuse railway. Myanma Railways transferred the land to Hong Kong-based Kerry Logistics and local company Resource Logistics which were selected to carry out the construction work.

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Next major milestone for Melbourne to Brisbane Inland Rail project Melbourne, Australia – The next stage of the Inland Rail project between Brisbane and Melbourne is underway with the Environmental Impact Statement (EIS) for the Parkes to Narromine section released to the public. Federal minister for Infrastructure and Transport Darren Chester said this was the first EIS for the 1,700 kilometre rail project, which would include extensive upgrades to the rail track between Parkes and Narromine to ensure it meets Inland Rail standards. ‘The EIS will ensure the community’s voices are heard, and issues relevant to the successful delivery of Inland Rail are taken into account’ Mr Chester said. ‘The government’s AUS$8.4 billion investment in Inland Rail will create 16,000 jobs during construction, and better connect domestic and international markets. Inland Rail will increase reliability, improve service standards, and reduced freight costs, while also boosting growth opportunities for businesses in the regions.’ The Parkes to Narromine section will make use of 106 kilometres of existing track and require six kilometres of new rail connection at Parkes. Works are expected to include reconstruction of the existing track, replacement of bridges and culverts, enhanced level crossings and crossing loops.

Thai government approves funding for high-speed railway Bangkok, Thailand – Thailand’s government has approved a funding package of $3.3 billion for the first phase of the country’s high-speed railway. Deputy prime minister Somkid Jatusripitak said that the government is open to borrowing money from domestic lenders as well as overseas financial institutions such as the Asian Infrastructure Investment Bank (AIIB) and the Asian Development Bank (ADB). The railway met countless setbacks throughout 2016 but in June the kingdom’s prime minister cut through red tape to speed up the project. The railway runs northeast from Bangkok to Nakhon Ratchasima and will eventually run all the way up to Nong Khai on the border of Laos and link up with the Vientiane to Kunming high-speed railway currently being built. The railway will be built by China, including technical work that June’s executive order was employed to secure. China could also provide 20 per cent of the

funding if they offer favourable lending terms to the Thai government. ‘I’ve already given the policies to the Finance Ministry and the Transport Ministry, stating that conditions should be based not only on low interest rates offered, but also factors such as long-term loans and other cooperation from lenders to the project’s development’ Somkid Jatusripitak said. The AIIB is likely to be keen to provide financing as it has also shown interest in the Eastern Economic Corridor and China is likely to provide favourable terms as it is already heavily invested in the Laos project which is relying on the Thai high-speed railway to be a success. The Thai minister for transport, Arkhom Termpittayapaisith, has said he hopes to sew up the official arrangement with China in September and begin construction in October. Discussions on the second phase of the project began in August. The first phase is expected to begin operation in 2021.

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New Vietnamese railway law offers incentives to investors as Northern rail gets reboot Hanoi, Vietnam – A new law passed in June will offer incentives to investors in Vietnam’s railway sector. It will potentially give train related projects easy access to land and funding. Investors in the sector will also receive favourable conditions such as cheap loans or tax waivers. Between 2011 and 2015, just three per cent of Vietnam’s transport budget was spent on rail, compared to 64 per cent in Thailand. Work on the Yen Vien-Ha Long-Cai Lan railway in northern Vietnam ground to a halt in 2011 but now there is renewed interest in the project. Another $2.6 billion is needed to finish construction on the route that would link Hanoi to the northern province of Quang Ninh, home to the world famous Ha Long Bay. Khuong The Duy, deputy director of Viet Nam Railway Authority, said ‘the government is gathering opinions from ministries and relevant agencies on how to restart the project. After the prime minister makes his decision, the ministry will propose specific mechanisms to attract investors.’ Cai Lan station has been out of action since 2014 and Ha Long station only serves one train a day, the lack of connectivity with other stations and incomplete infrastructure has driven away customers, Duy said.

China reiterates intent to invest in Cambodia’s railways despite delays to Cambodia-Thai railway Phnom Penh, Cambodia – An agreement has been reached by the Royal Group of Cambodia and a consortium of Chinese companies made up of CRRC and Sino Great Wall International Engineering. The joint venture will refurbish the rail link from Phnom Penh to the Thai border and upgrade the rail expressway from Phnom Penh to Sihanoukville. ‘We hope in the agreement between Royal Group and their Chinese counterparts they will rehabilitate the lines and increase the rail speed to about 80 to 100 kph’ said ministry undersecretary of state Ly Borin. A completion date for the ThaiCambodian railway has yet to be set as issues around rehabilitating displaced families cause delays. Relocating people who live on the train line in Banteay Meanchey province has yet to concluded, according to officials. There are unauthorised buildings along one kilometre of track in Poipet on the Thai border. Chan Kimleng, director of the railway department at the Ministry of Public Works, said ‘Once the issue of compensation has been settled, the last stretch of track can be laid between Serey Sophon district and Poipet’

Rail Professional



Interview: Kris Kosmala Kris Kosmala is general manager for Asia Pacific at Quintiq. After 17 years in Asia, Kris has seen the rail industry’s major success stories firsthand and believes he knows how others in the region can capitalize...


ou’ve been in Asia for 17 years, what changes to the rail industry have you seen in that time? The sophistication of the business. When I first arrived here most countries took a haphazard approach to planning because labour, land and resources were cheap. Now the costs are increasing and operators are having to become more sophisticated. This is most evident in China. It used to be that manufacturers had no interest in what I was offering when it came to better planning and logistics but now efficiency is key to every business. Now in China everyone is trying to maximise the resources they have rather than acquiring new ones. Landing in Beijing for the first time I remember there was one empty terminal at the airport, you could shoot a cannon through it and not hit anybody it was so empty. Now they have five packed terminals. China, Singapore and Malaysia have changed so much and grown at such a rapid pace that necessitates sophistication. In the Chinese summer you can beat the plane from Shanghai to Beijing by train, imagine being able to move cargo that fast. It took one hundred years for this sophistication to be achieved in Europe, it’s still taking its time in North America and these guys in China have done in a few decades. Is that the case across the region? In Australia there is still enough land to build wider roads, however along the northsouth corridor between Melbourne and Brisbane there isn’t the space to build a road wide enough which is why they’ve gone for this Inland Rail project which bypasses Sydney. In India they cannot build wider roads in their high density metropolitan areas, all of this increasing road traffic is squeezed into a resource that cannot be made bigger. Moving cargo in India is very expensive by road and by rail, congestion and inefficient technology results in a loss of time for every journey. India is a strange economy, their railway districts are uniquely organised, PM Modi announced promising plans to unclog the roads but there hasn’t been much action Rail Professional



In terms of freight, rail offers real time inventory, it takes 15 days to get to Europe versus 45 days by ship, so even with the higher cost the real time inventory that companies can run cancels out these fears. I believe freight to Europe will dominate the discussion for now but the Chinese economy is going through a transition period, many companies will move their factories to Southeast Asia instead of automating. When this happens, the ports will be effected but rail will actually benefit from this if the infrastructure is in place to support the growth of exporting companies there.

on this. Great talk and potential but there’s no integration and sporadic investment in the type of optimisation technology that Quintiq provides. At this moment the big challenge is getting the country’s network to the level of sophistication where scheduling makes sense, if you make a fantastic timetable but nothing runs on time anyway then an optimisation plan doesn’t help. What is Quintiq’s main area of interest in Asia Pacific? Helping to make enterprises more competitive through the use of modern technology. For me, sophistication equals integration. In Guangzhou, the main airport is integrated with a railway is and attached to a road. It was a well thought out air and rail transport strategy rather than just plonking an airport down in the middle of nowhere and catering to planes and that’s it. Bangkok’s second international airport took forever to get connected by rail, the smaller airport of Don Mueang has no rail connection. Bangkok wants to be a major transport shipment hub, but they still think that everything can be put on a road and fight congestion by building an adjacent lane. As long as the land is cheap, it does make sense financially but when land becomes scarce that changes. Indonesia and Philippines have a similarity as they are both archipelagos with an intra-island connectivity that is being designed around freight. Jakarta and Surabaya are two cities on opposite ends of Java island, most vessels dock in Jakarta because it’s the capital but also because the port at Surabaya is too shallow. Import/export companies in Surabaya need a fantastic railway to carry their goods to Jakarta but that doesn’t exist, the railway is barely capable of carrying cargo. So, Indonesia is redeveloping the whole lane. This line will blend passenger and freight and will require a high degree of optimisation. It’s the same situation in The Phillippines, Luzon island has a main port in Manila and a few like Clark Bay in the south. Rail Professional

These ports could offset the marine traffic from Manila but it’s impossible to travel across both of these islands by truck. The future I want to see would be an intermodal journey of vessels and trains moving cargo between Borneo and Indonesian and Philippine islands. How would you pitch your service in these situations? Our offering is about project task optimisation, we can improve the existing network but building a network from scratch is actually an identical situation. Mathematical optimisation tools concern themselves with the act of planning, they consider the timespan allowed, the resources that are available and the workload that needs to be performed. Is the East Coast Railway Link being built in Peninsula Malaysia an example of this intermodal strategy? There are hardly any ports on the east coast of Peninsula Malaysia, all the ports are on the west coast, like Port Klang, so rail could help to create new shipping lanes and improve efficiency. At this moment, what Malaysia needs to do is figure out how to inject cargo and freight trains onto this high-speed network as well as building new tracks. Once that railway moves up north across the border and to Bangkok then it will be obvious that rail is a far better way to move cargo, but it cannot be an afterthought it has to be front and centre at the planning stage. Do you see China-Europe rail as more viable than the China-ASEAN rail? The major rail lane coming from the OBOR (One Belt One Road) is the route that links dry ports in Europe with major Chinese cities, a number of these central Asian economies will benefit from the network effect. In the future, there will be a need for our solutions because there will be feeder trains or local trains which will need to be synergized with the main line.

What issues concerning network management do you see facing the Asia Pacific region in the next five to ten years? Integration. In the past, everyone did their own little thing, in the future we have to have an integrated system of control for the track and the train. The more data we can get in real time the easier it is to adjust the network dynamically instead of planning a day in advance. So regional traffic control centres will have to be set up so that freight and passenger trains are all on everyone’s radar, signalling and control and connected gauges. With the exception of OBOR which is building a network linking so many economies, in places like Thailand and Vietnam the major projects are being built in isolation. If you remember the ERTMS (European Railway Traffic Management System) was legislated in Europe and then each government helped the companies to roll out the system. Everyone understood the value of it, the same thing must take hold in Asia. Australia has ports on the opposite sides of a huge, round shaped land mass, it’s a simple process to offload containers on the west coast then move them by rail to the east coast. Then road transportation was liberalized, taxes lowered and the routes were changed so they allowed these huge trucks to compete with freight and then rail sunk. In many Asian countries they are still big on building roads, rail is not seen in the same light, as long as they persist in building roads cheaply and then widening when necessary, rail has no chance. Building a heavy rail is much more expensive than just simply paving another three metres on the side of the road. In Australia they build an airport and then build a railway 20 years later when they think it makes sense, in the meantime they build a road and send buses up it. I was hoping that OBOR would bring this all together, but at the moment its still investment funding for infrastructure projects and not yet at that next layer. Kris Kosmala is general manager for Asia Pacific at Quintiq



Monitoring Queensland’s mega project The Toowoomba Region is located in Queensland, Australia. The region was established in 2008 and brought together eight districts, the largest of which is called Toowoomba City


t is the sixth largest district in Queensland and is known as the Garden City as it has over 150 public parks and gardens. The dramatic landscape and the city itself are on the edge of an escarpment 700-800 metres above sea level. The city inspired the poet Bruce Dawe to write about his homeland in the poem called The Provincial City. The area is steeped in a rich Aboriginal history with the indigenous tribes of the Jagera, Giabal and Jarowair inhabiting the area and the foothills of the escarpment for over 40,000 years before the first European settlers arrived. It was only between 1860 and 1887 that it was recognised as a town. However, it was first established by Thomas Alford in 1852 when he decided to squat on some land north of Dryton, called The Swamp. He called his property Toowoomba, which either means ‘The Swamp’ or refers to a variety of melon and reed that grows on the banks of the swamp. The name is actually thought to be a mixture of several Aboriginal words; Tchwampa – the swamp, Choowoom – native melon and Woomba Woomba – reeds in the swamp. A community grows The town started to expand rapidly after a train station was built in 1867 and it remains the oldest surviving masonry station building in Queensland. This listed heritage railway station serves the Western railway line between southeast and southwest regions of Queensland and is

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approximately 810 kilometres long. The line was pivotal in the development of southern Queensland by European settlers. The adjacent highway has slowly developed over the years and now replaces the train line as the dominant mode for transporting passengers, although there is still a twice weekly service. The train line does still carry cattle, grain, and freight and most recently 1-2 tonnes a month of coal from a newly opened mine. Part of the track is no longer in service after a truck, carrying ammonium nitrate, exploded and severely damaged one of the railway bridges.

The crossing is a bypass route which takes heavy road traffic around the steep terrain of The Great Dividing Range instead of through it. This benefits the area by taking 80 per cent of heavy freight away from the central Toowoomba area, bypassing up to 18 sets of traffic lights and reliably reducing travel times by 40 minutes. The new route is planned to cover 41 kilometre of bypass, a cutting at the top of the range, 24 bridges, six interchanges, nine creeks and an 800 metre viaduct going over two rail lines. The route also carries a toll road, pavements, cuttings, structures and underground services.

Bypassing traffic The Toowoomba Second Range Crossing is the largest Australian Government funding commitment to a single road project in Queensland’s history. The cost is over AUS$1.6 billion (US$1.3 billion), jointly funded by the Australian federal and Queensland governments, across 41 kilometres of terrain and will take three years.

Controlled blasting In August 2015, Nexus Infrastructure (comprising Plenary Group, Cintra and Acciona Infrastructure Australia) successfully won the contract to design, construct, operate and maintain the Toowoomba Second Range Crossing. Position Partners, Australia’s leading provider of geospatial solutions, was brought on board to provide monitoring



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the area and review of all of the different construction works around this vast site, Position Partners quickly recognised that a highly accurate system was required to monitor the Brisbane-Toowoomba Railway and its surrounding embankments and various precarious large boulders during early earthwork, piling and blasting activity.

technology on this grand project. Due to the abundance of nearby rock the Toowoomba Second Range Crossing is being built using a process called cut and fill. The process involves cutting into the earth using excavators, scrapers and blasting (depending on the material) and then moving it to fill a space, build up an embankment or create a completely new area. Controlled blasting is only to be used as a last resort on the higher strength rock and can be unpredictable at times due to the constantly changing conditions and the geological makeup of the region. Safety is of the utmost importance and if blasting is used, then notice is given to motorists and local residents. A big concern is that the blast shock and other ground works can affect the rail tracks situated nearby and also could potentially cause a land slide. After a full survey of

Wireless monitoring Position Partners had recently become the Oceania partners to a leading wireless remote condition monitoring company called Senceive. Senceive, although based in London, UK and with 12 years of successful deployments on UK infrastructure, is expanding rapidly globally, on the back of recognition that wireless asset monitoring is quicker, easier, cheaper and safer in the rail and construction industry. The company’s FlatMesh™ wireless solution was selected as it is specifically designed for challenging and remote locations, is completely wire and mains power free and has up to 15 years battery life. With little to no planned maintenance, it can also be quickly and easily deployed to other areas as work progresses. The initial monitoring area was located directly under the bridge path where two rail lines ran. 42 wireless tilt nodes were positioned on the sleepers of the two tracks,


measuring cant and twist. These were positioned at three metre intervals on one track and at nine metre on the other. The reporting rates of the nodes could be easily adjusted remotely and were initially set at a 30 minute rate. The data was then relayed back to solar powered 3G gateways. These gateways were connected to the mobile network and the data could be easily viewed anywhere in the world using the Senceive WebMonitor™ software, and with the option to be seen through other software packages if required. A further 21 tilt nodes monitored the embankment next to the tracks, a retaining wall and multiple boulders on the side of the valley in order to identify any suspicious movement towards the tracks. After several months, the first phase of work was finished and monitoring was now required several hundred metres to the south to monitor a blasting cut. 58 of the tilt nodes were easily relocated and reconfigured in only a few hours to monitor a larger portion of

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long bridge over the historic Queensland rail line. This momentous occasion was marked with a visit from the Queensland minister for Main Roads and Road Safety, Mark Bailey, as well as other federal dignitaries such as John McVeigh of Groom. Lastly, this year marks the 150th birthday of the Toowoomba train station, which has always been at the heart of the Queensland rail line, which itself is truly the backbone to southern Queensland and the route to its successful growth. Article by Tareq Khodabacksh

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tracks with different specifications. These were placed at five metre spacings and the bracketry was changed to suit the new application. In addition to providing highly stable, easy to view reliable readings (a resolution of 0.001° and repeatability of ±0.003°) which helped keep the public and site workers safe, Senceive was able to provide the Toowoomba Second Range Crossing project with a bespoke, quick and easily adaptable system. The easy to install, innovative FlatMesh™ system saved on cost and time as well as

eliminating the need for any maintenance. Most importantly it provided the flexibility, reliability and accuracy of data focusing on the safety and reassurance that the project expected. Project overview The whole project is due to be completed during 2018 and now that construction is in full flow, every week yields a breakthrough achievement. In July the first of 22 sections of the viaduct were successfully put in place, which will eventually make up the 800 metre

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04/02/2016 15:14



China puts tunnel tech on world stage The first six months of construction in Laos were dominated by the sounds of tunnels being bored through the many mountains along the Laos-China railway route


he China-Laos railway is 414 kilometres long with nearly half of its entire length running through the mountains of Laos’ jungle clad northwest. Project coordinator for Luang Namtha province, Chanthachone Keolakhone, told the largest English language newspaper in Laos, The Vientiane Times, that three tunnels were currently being bored on the Chinese border back in May. The Boten Tunnel having progressed the furthest at more than 120 metres. Fast forward to July and the Laos-China Friendship Tunnel, which will actually cross the border, had reached 55 metres in length. Any tunnels that hadn’t had their entrances bored to at least ten metres would have faced delays due to the impending rainy season which would have rendered much of the machinery unusable. Domestic technology The railway is funded entirely by the Chinese, whether directly or through loans to Laos, and all of the workers and technology are

from China. Whilst Hong Kong’s MTR has a global reputation for railway operations, most notably the Crossrail project in London, China is fairly new to the game when it comes exporting its rail technology. China is no stranger to digging subway tunnels though, with Shanghai having the world’s longest subway system at 617 kilometres long. The conditions in lush, humid Laos are quite different to what many of the workers might be used to however. Especially considering China’s most recent literal breakthrough in the ice cold temperatures in Harbin near the northeast border with Russia. Below freezing The Harbin to Mudanjiang high-speed rail line currently under construction features an almost nine kilometre long passage in the form of the Hufengling tunnel. The rocks on the final section were broken through right at the end of August, in an area where temperatures can drop to -40 degrees Celsius. Engineers on site were keen to show their mettle by defying the cold and

quoted in the state media as saying they were ‘committed to it (construction) without interruption even on the coldest days’. They had to get smart though as the concrete construction halted once the temperature dipped below five degrees. ‘We built two 4,000 square metre greenhouses and installed boilers within them to keep the temperature around ten degrees’ Wang Zhiqiang, the vice chief engineer of the tunnel project said. The workers wrapped the tanks in quilts that had been warmed in the greenhouses and then moved them for four kilometres along the tunnel to the very end. Soft power China is investing heavily in the One Belt One Road as well as the high-speed railway through Laos and straight down through continental Southeast Asia. Which Clayton Dube, executive director of the University of Southern California’s US-China Institute, believes is about soft power. ‘Once the railways are built into Southeast Asia, the tunnel through the mountains in Laos, the extension of railways into Central Asia once that begins, it will help those countries with their own economic development. If China is seen as an important partner in that, that will definitely help its soft power, it will make the country more attractive. The Belt and Road Initiative is important for building soft power.’ Whilst heavy investment and a willingness to push for mega projects is the headline when it comes to China’s rail motivations. Its efforts when it comes to homegrown development of tunnel boring technology should not be overlooked. Rail Professional

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Japan sending signals to Myanmar

Signalling News

Six years ago, Myanmar opened up to the world, one year later Japan responded by changing its economic attitude towards the country and in doing so became bound up in its railway future


The former capital and largest city, Yangon, fares better with just under 51 kilometres of automatic block signaling system still enjoying their youth at just 30 years old. The system was introduced to the Yangon city circular line in 1988 and has received hardly any attention since then.

Legacy railways Many of the signalling systems on Myanmar’s railways are over 60 years old. This has an impact on freight and passenger transportation times as most trains linger at stations far longer than they would with modern signalling equipment. Many stations have manually operated systems. Myanma Railways, the country’s state railway has invested mostly in the construction of new track which has led to the neglect and deterioration of other railway assets.

Rejuvenation This October work is expected to begin on upgrading the signalling system on the circular line. The city’s commuter line runs on a loop system that connects the suburbs and satellite towns to the city centre. The upgrades will take two years and will include the installation of automatic signals and acquiring brand new carriages, according to Myanma Railways general manager U Htun Aung Thin. ‘After the government implemented changes in the YBS (Yangon’s revamped bus system), the number of passengers using the circular train has increased. Most commuters who are in a hurry take the circular train. We want to make more improvements’ U Htun Aung Thin added.

n March 1, the Japan International Cooperation Agency (JICA) signed loan agreements with the government of Myanmar, to provide Japanese ODA loans of up to a total of $1.15 billion for six projects. One of these was for the Yangon-Mandalay Railway Improvement Project which includes installing new signalling systems and which will receive $206 million in funding from the JICA.

New signalling technology tested in China Beijing, China – Ricardo Certification has completed an independent assessment of a new signalling technology developed by Beijing National Railway Research & Design Institute of Signal and Communication (CRSCD). Founded in 1953, CRSCD is a solelyfunded subsidiary of China Railway Signal & Communication, and has established itself as a leader in China for safety control and information technology for rail transportation. During a ceremony held in CRSCD’s offices in Beijing, Iain Carmichael, MD of Ricardo’s rail business in Asia, presented the certificates for CRSCD’s European Train Control System (ETCS), lineside equipment unit and balise technologies, which are defined as interconnection components (ICs) in ‘COMMISSION REGULATION 2016/919’ on the TSI (Technical Specifications for Interoperability) relating to control-command and signalling. From initial application to the final issue of the certificates, the entire assessment process – which extended across design and production phase – was completed in just seven months. These are the first domestically developed signalling products to have been assessed by Ricardo’s team against the European TSI standards, and their successful certification means they can now be considered for application in the European market. The successful completion of this certification against the comprehensive TSI requirements demonstrates Ricardo’s ability to help China’s manufacturers meet the necessary standards required for international markets. For many years, China’s rail networks used imported train control technologies to manage the safe operation of rail traffic. In recent years, however, the national government has encouraged the development of a burgeoning domestic rail products industry that has proven capable of producing such technologies to consistently high standards. This work is just one of the many ways in which Ricardo’s rail and certification specialists are assisting rail technology innovators in all parts of the world, in certifying products for the most demanding of world markets.

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International collaboration in rail education Many new rail initiatives benefitting Thai students and researchers are planned over the next 12 months


hai universities have started establishing more links with international partners with the goal being to achieve mutual benefit for Thai rail students, academics and researchers. Mahidol University (MU) and Kasetsart University (KU) are active in exploiting their links with Europe and setting up new initiatives. As Railway Talents’ Ambassadors involved in RailUniNet – Global Network of Railway Universities supported by UIC, we’ve compiled a report on some of the recent moves that Thailand has made to lead ASEAN in the internationalisation of rail education and research. Students Working in conjunction with the French Embassy attaché for scientific and higher education cooperation, KU will be expanding its MoU with the University of Valenciennes in northern France. KU will exchange students and railway specialists as part of the ongoing rail related education initiatives. A series of four free and open courses targeting students interested in rail are continuing at MU. Earlier this year two courses on ‘rail timetabling’ and ‘rail statistics’ were offered. Coming up this quarter is a course on ‘rail freight transport

and logistics’. The final course on ‘research methodologies’ is planned for Q3 of this year. The courses are part of ‘RailExchange’ project activities delivered in collaboration with Newcastle University (UK) and supported by the Newton Fund. Professionals KU has already established a MEng in Railway Engineering which commences in August this year. This postgraduate course is specifically targeted at rail professionals in the ASEAN community and is structured to allow those who wish to study outside working hours to continue their careers. The RailExchange project is also about industry academia partnership. Therefore, MU is continuing its collaboration with BTSC and Newcastle University in the UK and a final conference will be held in the UK in October. The event will showcase outcomes of the project, including students’ research and curriculum developments, and promote Thai-UK research and education cooperation. Researchers A Rail Congress with the specific topic of Rail Education in the ASEAN Community will be held in February 2018 and invitations for papers which can be specialism based will be issued shortly. This Congress will be supported by the French Embassy in Bangkok who intend to promote the attendance of French experts. ‘Freight of the Future’ is a workshop that will link researchers who are just starting off in their careers. All attendees will be a maximum of ten years from earning a PhD.

The workshop will take place in late January 2018 at MU and will bring together 20 UK researchers and 20 Thai participants for five days to discuss innovation in freight transport with the goal of forming potential rail and transport research collaborations. An open call for UK and Thai participants will be put out in the Autumn this year. RailUniNet partners Professor John Roberts as UIC Railway Talents’ Ambassador for Thailand will also be welcoming RailUniNet’s newest member, the University of Valenciennes, as he coordinates bringing a French University into the UIC supported network. ASEAN universities interested in joining RailUniNet are invited to contact us directly to discuss how we could work together in the future. Dr Anna Fraszczyk Postdoc Fellow at Mahidol University Prof John Roberts Professor at Kasetsart University Both Anna and John are Railway Talents’ Ambassadors: Kasetsart University: Mahidol University: Rail Professional



It’s time to make rail excellence operational According to a survey of rail infrastructure management professionals carried out by Rail Professional and Petrotechnics, the industry believes that Operational Excellence (OE) should be the way we run our business


ail is undergoing some of its boldest expansion ever with an increase of 7.7 billion passenger kilometres in Europe alone between 2014/5. It also faces constrained budgets, more intense regulatory scrutiny, ambitious maintenance requirements and growing pressure for additional capacity, longer operating hours and more connections. This has many in rail infrastructure management wondering how best to keep up. Could Operational Excellence be the answer? Yes, according to the global survey, with almost 90 per cent agreeing that it is ‘somewhat or very important’ to the success of their organisation. But what is Operational Excellence? Respondents largely agreed that OE is the pursuit of world-class performance. It requires everyone, from the boardroom to the trackside, to consistently make the most effective operational decisions, based on an integrated view of operational reality, based on risk, cost and productivity. What operational excellence means to the rail industry Facing these unprecedented challenges for growth and reliability, rail infrastructure managers are turning to new ways of addressing key objectives. This is not just an ambition, as a hefty 80 per cent indicated that they are already somewhere on the path to an Operational Excellence framework, and for good reason. The survey indicated that many believe OE should be the way we run our business because it is seen as a key mechanism to delivering strategic objectives. Respondents said it will help address key objectives such as improving customer satisfaction, keeping the trains running on time and enabling safer and more effective routine operations. However, looking at the holistic picture, Rail Professional

the industry has not yet cracked how to maintain or expand the infrastructure as efficiently, safely or cost effectively as they’d like. The clear need for change Rail infrastructure managers recognise that they need to transform their operations if they are to meet the new challenges set by government, operators and the public. Simply digitising or putting a new label on ‘business as usual’ is not enough; OE is seen as offering the opportunity to transform ways of working. Those surveyed are pursuing OE for a variety of reasons, the foremost being as a means of: • optimising work programmes • achieving greater cost efficiencies • reducing operational and major accident risk • improving project performance. In a nutshell, rail infrastructure managers are looking for transformation in cost, efficiency and risk management.

The road ahead is rocky Industry’s ambitions for OE are clear and consistent (improving cost, risk and productivity management) but it appears that the translation of ambition into practical reality on the ground is much more difficult. The problem lies in actual real-world return on investment. Of the 80 per cent of respondents who said they were on a journey to OE, only 7-12 per cent felt they were seeing any return on investment, especially through OE technology and/or culture initiatives. The data from the survey points to two major contributors to this gap between ambition and reality. Working culture Managing rail infrastructure is a complicated business and requires the intricate convergence of thousands of employees and contractors, all with potentially differing KPIs, objectives and priorities. Those participating in the survey were sensitive to this, citing ‘employee retention’

Rail infrastructure managers recognise that they need to transform their operations if they are to meet the new challenges set by government, operators and the public. Simply digitising or putting a new label on ‘business as usual’ is not enough; OE is seen as offering the opportunity to transform ways of working

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as the primary objective for their OE programmes, with ‘working culture and practices’ coming in third. However, culture remains stubborn and resistant to change. While more than 50 per cent of respondents believe that OE should influence cultural and behavioural change, less than 10 per cent of respondents are actually seeing return on investment for culture change and change in maturity. Arguably, while there has been substantial focus on technology, process and change, there’s been insufficient focus on how to make all of these relevant to the day-to-day work of individuals. Closing the gaps and making OE practical and relevant for every individual requires more than overhauling rules for frontline staff or dashboards for senior management. It’s about integrating each of these components to support a safer more productive work environment based on better, more joined up decision making from the boardroom to trackside.

The survey indicates that the issue lies in an inability to visualise and harness data (only 28 per cent are using big data and analytics) to see the real picture of what’s happening, where it’s happening and when it’s happening Technology Translating theory into practice requires practical tools, as evidenced by the 76 per cent of those surveyed who agreed that technology enables the pursuit of OE. Although investment has been made in hardware and asset management (around 70 per cent of respondents are using enterprise asset management and asset performance management software to pursue OE), ROI has been low and translation into reality does not appear successful.


OPERATIONAL EXCELLENCE IN RAIL INDEX 2017 The majority of respondents believe that Operational Excellence (OE) should be the way we run our business and is a key mechanism to delivering strategic objectives


87% either strongly or somewhat agree with the following statement: “Operational Excellence is the pursuit of world-class performance. It requires everyone, from the boardroom to the trackside, to consistently make the most effective operational decisions, based on an integrated view of operational reality, based on risk, cost and productivity.”

What OE means to us

What does OE improve for us?

62% 56% 51% 49% 47%

• Improving customer satisfaction with reliability and cost ......................................... • Enabling safer and more effective routine operations ............................................... • Keeping the trains running on time ................................................................... • More effective and timely project management ...................................................... • Keeping more people safe on the network ...............................................................


Almost 90% think that OE is somewhat or very important to the success of their organisation.

Why we pursue OE

Maintenance reliability Working culture and practices Possession management Employee retention

Enablement •

76% of respondents either strongly or somewhat agreed with the statement: “Technology is an enabler for delivering sustainable Operational Excellence in hazardous industries.”

• 80% of respondents are somewhere on the path to an Operational Excellence framework

43% of respondents believe that Operational Excellence is the responsibility of everyone in the organisation

Optimising work programmes


Influencing cultural and behavioural change Achieving greater cost efficiencies Reducing operational and major accident risk Improving project performance A joint initiative between PETROTECHNICS and RAIL PROFESSIONAL

The survey indicates that the issue lies in an inability to visualise and harness data (only 28 per cent are using big data and analytics) to see the real picture of what’s happening, where it’s happening and when it’s happening. A stronger emphasis on data/analytics that provides practical and tangible insight for people to better inform decision making based on a single, shared view of the operational reality is key. This requires a shift in focus from hardware to software. For example, while signal repairs will keep the trains running, data provides the key to know which signal to repair, how, when and where. The future of operational excellence in rail Operational Excellence is big and it’s here to stay, as is evident by the two thirds of

respondents not currently involved in an OE initiative who see it as essential to the delivery of improved operational performance. So how can rail infrastructure managers harness the potential of operational excellence? The key takeaway message is that we need to focus on how to make new processes and technologies relevant to what we are asking everyone to do so best practice becomes common practice. New OE technologies can be used to embed and sustain best practice in ways that are relevant and practical. Only then will everyone from the boardroom to the trackside, consistently make the most effective operational decisions, based on an integrated view of operational reality, based on risk, cost and productivity. Rail Professional



The human element There has been an increase in demand for rail travel, giving companies the opportunity to take advantage of significant technological advances


utomation is almost commonplace within the market however, it presents a new set of challenges that operators and suppliers must address. Dr. Sukhy Barhey, director at BMT Asia Pacific, a subsidiary of BMT Group, highlights how the increased implementation of automated systems and advancement of technology are creating a shift in the skillsets required, behavioural change in stakeholders and new human factors challenges. Dr. Barhey further explains how technology itself can play an integral role in supporting this shift change and provide rail operators and suppliers with the necessary training and design tools to achieve the highest performance levels possible. Decision time Never before has the rail industry looked so buoyant. As passenger numbers continue to increase, so too does investment in new lines and innovative systems to deliver improved operational performance and reliability. Operators around the world are achieving ‘on time passenger trip’ rates above 99.8 per cent. Indeed, Europe, Japan, Hong Kong, Singapore and China have sophisticated railway systems for both metropolitan areas and cross border travels with the rest of the world catching up quickly. Increased automation including the introduction of driverless trains, automatic fare collections and revenue distribution, as well as automated customer support is already delivering huge operational benefits. However, it is also creating several challenges that operators and suppliers need to address. Of interest is the impact on people as the systems become increasingly complex. As train operators move into more centralised control function roles within super control centres, the required skillsets

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of personnel are quickly changing from active roles that strongly influence the train operation to a role that is more passive monitoring where the operator may only engage with the system if there is a problem or an emergency. This means that soft skills such as collective decision making, leadership and communication are becoming vital in these high stress situations, as well as the more traditional core engineering skills. The adoption of automation and advanced technologies has also resulted in a paradigm shift in job functions creating new roles such as cyber security, software developers and big data analysts. New challenges This shift of roles has created several human factor challenges in the railway industry. The train operators who became control centre operators are losing familiarity with the systems operation. This eventually leads to skill degradation and becomes a problem when technology fails and the operator must take over the control of the system. The operators may not have the required level of familiarization to operate the system. Another risk of operators becoming a passive factor of the system is high dependency on the technology. It is human nature to depend on technology when it is available. However, if technology fails and operators are not aware of it, it could end up in a catastrophe. Many railway accidents have occurred due to this exact reason. Whilst humans are very good at adapting to different circumstances, we can often find it difficult to handle stress and work overload when emergencies arise and intervention is required. Furthermore, given the reduced levels of action and intervention required by a human being, there can be long periods of mundane activity which despite being important to

keep the system running, doesn’t require a high level skillset. This can quickly change if there is a system error or problem where personnel are required to suddenly make complex decisions to identify and rectify the issue. The number of new train lines being developed also requires large numbers of people to be trained and this can be challenging if access to the systems isn’t possible until the later stages of development. Behaviour patterns Taking away the human element from the active part of the system also creates operational difficulties. In a manned train operation system, a train operator will have a fair situational awareness of the train and its surrounding. Operators will be aware of sudden changes in track conditions, what is happening with the platforms, and the atmosphere among the passengers – all of which is vital information for satisfactory and seamless railway operation. The operator was not just an operator, they acted as a communication interface between passengers, and operation control centres. However, unmanned rail operation does not have the same level of situational awareness. No longer do you have an operator on board who can communicate to passengers, carry out quick fixes for simple technical faults or handle false alarms when they occur. Furthermore, human beings can struggle with maintaining high levels of vigilance over a long period of time especially



past decade. BMT’s engineers, designers and human factors specialists have carefully introduced VR and AR as a proven training tool in multiple industries including rail. Using VR as a training tool can be extremely effective for rail companies, as opposed to traditional high-end simulators and can be used for training in a wide variety of areas including: operations, control centre, maintenance, track work etc. Through VR, trainees have a safe environment to train, make mistakes and learn through a highly immersive and engaging experience. Research indicates that VR training can increase the learning effectiveness by 76 per cent compared to traditional training methods.

when performing repetitive and passive tasks. Boredom, lack of vigilance, low job satisfaction and job security have become real problems facing staff. The aforementioned factors are actual performance shaping factors which influence the situational awareness and decision making. These eventually contribute to increased levels of human error. Societal changes Technology not only affects how the railway is operated and how the workforce is carrying out the operation, it also affects the behaviour of passengers. Slips, trips and falls among the pedestrians have increased due to smartphone usage. This has an implication on railway passenger safety. Recently, in the Hong Kong Media there have been references to passenger being distracted by their smart phones and what affect this could have on escalator safety. Passengers have become too distracted and fail to hold on to the handrails and stanchions leading to increased potential for injuries due to falls. Not only are passengers distracted by looking at their smart phones, often they will be wearing headphones. This drastically reduces their awareness of their surroundings – a key concern when faced with an emergency where situational awareness becomes key for survival. Another passenger behavioural change due to increased smart phone usage on the move is how people react to emergency situations. Even though our first instinct is to evacuate in an emergency, there is a far greater temptation now to stop and capture the situation on our phones. Operators around the world are trying to increase their service levels by cutting down the queuing times and optimizing the passenger flow. Most of these projects have delivered improvements to the passenger flow. However, various experiments have proven that pedestrians walking while

interacting with smartphones reduce their walking speeds by approximately 20 per cent. Therefore, understanding and coping with behavioural changes of passengers interacting with technology is vital for effective and optimum operation. Skills shift The factors discussed earlier in this article highlight the sheer scale of change that is taking place due to the advancement of technology in railway. BMT has been involved in projects all around the world, dealing with many of the issues related to technology implementation within railways. The industry faces two major issues. Accommodating the changing skills that require frequent and cost-effective training methods and the seamless introduction of the technology to empower human abilities and overcome human limitations. BMT has successfully addressed the skills issue with technology itself. Virtual reality and augmented reality (VR and AR) has become a mature technology over the

Technology and people It’s important to note that to deliver successful VR training requires a mix of engineers and human factors specialists who understand the technical requirements and intricacies of the training domain and software engineers who can translate the requirements into high-quality immersive, engaging content in the digital domain. BMT’s experience provides it with an insight into those engineering areas that are complex, high risk or low frequency and require special training. To ensure that the issues related to integration of people and rail systems are addressed, it is essential that all aspects of the human machine interface are considered during the early stages of design, and that sufficient analysis is undertaken to understand their impact on system function and performance. Ideally, early engagement with the rail operators will help to obtain clarification as to what is expected while meeting desired safety, reliability and operational performance. Dr. Sukhy Barhey is director of BMT Asia Pacific

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Increased efficiency of train operations The efficiency of a traffic management system is dependent on the reliability of the train detection system, as well as other connected functions, such as level crossing systems


nductive wheel sensors and axle counters use state-of-the-art technology to provide train position information to traffic management systems and level crossings alike. As these components form the base for a broad range of relevant applications, robustness and high availability must be guaranteed even under changing conditions. Based on global experience, Frauscher Sensor Technology is continuously developing its portfolio to optimise existing and develop new products which can meet specific requirements all over the globe. In this article several specific requirements and appropriate solutions will be introduced. Built to withstand The main task of a wheel sensor lies in the reliable and precise detection of each passing train axle. Mounted to the track these sensors are working in an environment which is sometimes exposed to extreme conditions: very low or high temperatures, natural events, such as lightning strikes or floods, as well as mechanical and electromagnetic influences. The reliability of inductive wheel sensors is largely dependent upon the ability of the wheel sensor to handle these conditions. Improving temperature stability Over the years the experts at Frauscher became convinced that sensors installed worldwide must function at temperatures ranging from -60 °C to +85 °C. It must be guaranteed that the functionality of the sensor is not affected even by swift changes, for example when the weather changes from sunshine to heavy rain. A solution for this can be seen in the development of intelligent algorithms, such as those which have been implemented in the improved version of the Frauscher Wheel Sensor RSR123. Ruggedness in all parts To optimise its sensor’s stability against mechanical influences, Frauscher arranged testing stations at its laboratories to simulate even extreme impacts. To increase a sensor’s resilience, it also has to be

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guaranteed that it continues to work when completely set under water. Combining the experience gained from international projects and innovative development processes which included such tests has, for example, led to an optimisation of the triedand-tested Wheel Sensor RSR180. This sensor’s potting compound has been enhanced in order to further improve its robustness and the electronic components and their inner workings have also been optimised. The new version of the RSR180 will be presented towards the end of this year. The challenges arising from mechanical

influences do also concern the mounting assembly, which must ensure that the position of the sensor does not change under extreme stress. These include vibrations caused by flat spots on wheels, defective rail joints, broken rails or metal parts hanging from a train. Appropriate developments have for example been made to the Frauscher SK150 rail claw, the components of which were designed to withstand peak stress levels of 2,500 m/s². However, during an evaluation carried out prior to the installation of this model in other markets, stress measurements of over 50,000 m/s² were



or occupied indication is generated by a short-term influence; no reset is required. Approaching vehicles deactivate the stand-by mode, meaning that they are detected and the occupied status output is issued in a failsafe manner. When used correctly, the patented functionality satisfies the safety requirements according to SIL4.

as a result, both at the project-planning phase and throughout the course of the project. In some places, opportunities can be identified for adapting rolling stock to bring about uniform frequency management in the sensor application area.

recorded. In order to ensure that the sensor remains in the correct position on the track when subjected to these extremely high forces, the clamping bolt material has been changed to increase the robustness of the bolts and to allow them to withstand the given impacts. Defy electromagnetic influences Wheel sensors used in the rail sector work on the highly sensitive evaluation of changes to inductive parameters. On the one hand, this allows for the precise detection of passing train axles, but it also requires the intelligent handling of the various electromagnetic influences present in the field. These can be caused by equipment and infrastructure, such as eddy current brakes and neutral sections or by natural events, such as lightning strikes. As international projects have revealed individual cases which required further adaptation, Frauscher is continuously developing its sensors in terms of their resilience against such influences. Fundamental data for the optimisation of products with regard to new requirements is frequently determined using the Frauscher Magnetic Noise Receiver MNR – a mobile measuring system for analysing magnetic fields generated by vehicles. The MNR makes it possible to detect, record and evaluate magnetic fields on the track in real time. Valuable information regarding the approaches to optimisation can be obtained

Maximising the system’s availability by intelligent fault tolerance In addition to ensuring the maximum quality of wheel sensors, intelligent, faulttolerant functions, provided by modern axle counters such as the Frauscher Advanced Counter FAdC, can ensure smooth operation even in the event of a fault – particularly if caused by external influences. With the aid of these functions, the availability of the complete system can be further increased in a cost-effective manner. Suppression of faults The counting head control principle (CHC) is used to avoid error messages caused by inevitable influences. If the adjacent track sections are clear, the counting head is switched to a stand-by mode. In this idle state, a freely configurable number of undesirable instances of damping can be suppressed. This means that no fault

Automated fault correction process The intelligent supervisor track section process (STS) corrects inevitable external interference in a fully automated manner. By observing the general reset conditions, it is possible to further optimise availability without any negative effect on safety. Every two track sections are overlaid by a supervisor section. Consequently, it is possible for a faulty track section to be reset automatically, without manual intervention, if the corresponding supervisor section is clear. Similarly, a faulty supervisor section is reset if the two corresponding track sections are clear. Conclusion As an expert in inductive sensor technology, Frauscher has been conducting fundamental research in this area for 30 years and it has combined its practical experience, gained from various projects, with the analysis and evaluation of faulty devices. A total of 140,000 sensors in use in more than 80 countries around the world form the basis of a knowledge database for continuous optimisation. By combining experience-based optimisation with tailored services, by staff in railway markets all over the globe, Frauscher is able to provide its customers with solutions that meet their requirements in an optimum way – which really allows them to track more with less. Tel: +43 7711 2920-0 Email: Visit:

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Planning for passengers The argument for pedestrian simulation in transport planning and management would seem to have been won


he best way to prevent station congestion and safety concerns is through simulation, it is just a matter of deciding how you want to use it and what features you need says Erin Morrow, product director at MassMotion. Preparing for the future Catering for growing urban populations is the common theme underlying transport infrastructure projects across the globe, be they multi-modal hubs or outlying stations being upgraded with automatic ticketing and gates. Railways exist to get people from A to B in a way that is comfortable and safe for them, and which enables operators to maximise the use of lines and keep to increasingly tight schedules. There is rarely room for the slightest error: a single escalator breakdown, or even someone in a flowing crowd stopping, can cause expensive knock-on chaos. We are all equipped with predictions on populations and passengers, but what is the best way to use these numbers? Statistics are helpful, but applying them intelligently can help to inform network design and ongoing operational management. This in turn can minimise the risks of major disruptions being caused by relatively minor issues. Pedestrian simulation has proved itself to be the answer to these important questions. Pedestrian simulation You will have seen visualisations of how crowds will flow through a building, but might not have realised that what you see is much more than an artists’ impression or a visualisation of what engineers assume will happen. It is, in fact, probably as near to real life as you can get. The actions of the virtual people within the simulations are driven by accumulated research into human behaviour over decades, coupled with field observations. You can start the process by either importing 2D or 3D models into the software or by building your 3D model from a blank canvas within the software itself. Then, identify the exit points and the number of virtual pedestrians you would like to simulate. This allows the software’s algorithms to define the crowd profile, giving individual characteristic speeds, ages, and preferences to create a realistic mix. Thereafter they make their own value decisions about their journey: in other words the software should be nondeterministic. Rail Professional

If faced with a blocked escalator and an empty stair, these agents will take the stair (so long as they are not programmed to represent the proportion of the crowd that will be, for instance, elderly or incapable of doing so). The software will also take into account local habits such as giving way to the right or left. In a virtual world you can block a stairway, add a few hundred more people on a platform to simulate a train cancellation, experiment with fewer or more ticket barriers etc. and see what would happen in the real world. Benefits of simulation It costs virtually nothing to correct design errors on screen; and a lot more to run trials in the real world. Your commercial teams can work out the best locations for high-rent retail concessions. You can also, of course, run emergency evacuations and test your egress planning. Holding the technical lead here is Oasys MassMotion, which also has the capability to import transport timetables, allowing your simulation to be as accurate as possible. MassMotion has an illustrious list of projects it has been used on, including Toronto’s Union Station, New York’s Fulton Center, a major transport operator in South East Asia and various international airports. Pedestrian simulations run on models that are easily built by importing existing assets, including CAD files and BIM objects, that are part and parcel of any development programme and readily available.

So, as MassMotion product director Erin Morrow says; ‘The argument for pedestrian simulation in transport planning and management would seem to have been won. It is just a matter of deciding how you want to use it and what features you need. In 2017, I would put genuine 3D analysis, more intelligent virtual passengers, speed and scalability at the top of the shopping list.’ Not surprisingly, all of these feature in his team’s software.


Models and analysis 3D is vital, and it should mean 3D analysis, not just 3D visualisation of 2D overlays, Morrow goes on to say. Earlier simulators had people disappear in front of a stairway and then reappearing at the top. Anyone who has ever walked through a station will know that makes no sense. If you want to optimise the whole passenger journey, you have to see and resolve all the bottlenecks and dangers that emerge within a real-life multilevel building, and stairs and escalators are a major concern. The intelligence of these virtual passengers continues to increase. In the latest release of MassMotion, users also have tools to tailor the built-in algorithms and define venue specific external trigger events such as acceptable crowd density, running out of seating space or even exceptional weather or events.

Agents in a MassMotion model will then respond intelligently to these external triggers as well as the internal agendas they have been given. Speedy analysis is another key benefit of modern simulation. Where desk-bound CAD engineers used to take days to build a simulation model, it is now quickly built by importing other assets. User interfaces make programming scenarios easy and results can be generated in minutes or at most hours for very big multi day simulations, not the days it used to take. Simulation and analysis has become inexpensive in terms of time and effort to query the model, to experiment with different scenarios, to develop informed plans for managing people during planned or emergency maintenance or for major sports and cultural events. Smarter virtual agents that will react to external triggers as well as in-built algorithms have now been introduced


by the MassMotion developers, adding more granularity to your analysis. Scalability is how you future-proof your designs. Will they cope with the passenger predictions you have? Even if you have no need of extra escalators or gates now, when will you? And where should you allow space in your original design for them to be added? Back story Simulation software has its origins in emergency evacuation. A few years ago Oasys helped to run a MassMotion comparison between a modern sports stadium and the Colosseum of Rome. In the simulation, the Roman building won by a hair’s breadth – it evacuated in a few seconds less than the modern structure. However, the scale of the simulation was quite small – an average Colosseum crowd was around 65,000, compared to 100,000+ these days – and the scenario was simple: just leave your seat and exit the building. Designers of modern transport hubs have much more complex scenarios to manage. For instance, Singapore’s SMRT carries well over two million passengers a day in fluid configurations. New York’s Fulton Center, designed with the assistance of MassMotion, caters for 300,000 passengers daily. This means that while the basic building design principles for pedestrian flow have been understood since Roman times, you cannot just transpose them to modern construction. The core challenge today is handling a growing population and pedestrian simulation gives you a window on how to manage that growth. Tel: +44 (0) 191 238 7559 Email: Visit: Rail Professional



Rail Products to exhibit at AusRail 2017 Rail Products is taking the ART 17TH Multi Gauge MEWP to AusRail, taking place in Brisbane in November


lready acknowledged as one of the most innovative and technically advanced MEWPS available today – the ART 17TH now has the option of adding an in-built adjustable track gauge (1000mm to 1600mm). This capability enables the MEWPS to work across virtually any major rail network in the world. Working from zero cant to 180mm cant in work mode and 200mm in travel mode, the ART 17TH MEWP can also travel over the side at 90 degrees at a 120 cant working at all times with a full load of 400kg. It also has an outreach of 8.65m with the telescopic arm fully extended, a continuous turret rotation and 180 degrees basket rotation capability, giving total versatility when working on any rail network.

Global compatibility The ART 17TH is now approved for use in many countries including the UK, Austria, Belgium, DB (Germany), Denmark, Netherlands, Norway, Poland, Romania and Switzerland, with further approval also pending in Saudi Arabia and Australia. There is now big demand for the machines – Rail Products having already delivered over 140 machines to many leading rail companies up and down the UK as well as to customers all across Europe. Managing director Derek Burns believes flexible options are the way of the future as the global rail industry becomes ever more connected. ‘I think we are seeing a lot of energy poured into recruiting the next generation of engineers to the rail sector. These are the people who will be designing solutions for the infrastructure projects for the next 50 Rail Professional



Other innovations New overload system Advancement in health and safety practice has led to Rail Products introducing a new ‘overload system’ to the MEWP to further protect the operator and the asset. The system employs self-encrypted software which is written on information available from the original OEM manufacturer (Manitou) inclusive of full 360 load charts. The LLI configures the allowed maximum weight and shows it digitally and in proportional values (red-yellow- blue) as an indicator in the basket as well as the back ballast. The datalogger output will immediately indicate if any overload has occurred and will give you a value of the overload above 400kg. development continues to reap reward and the company’s railroad products will always look to redefine the parameters of a machines’ current capabilities. This foresight and the development of innovative, safer and technically advanced rail machines has earnt it many industry plaudits.

years, and with the next generation I think there will be a shift in the product design, towards solutions that provide cross market reach. ‘Opportunities are opening all over the globe, and we must be able to offer a product that fits every market — I think as time moves on we’re going to see more UK companies offering more strategic, worldwide solutions. ‘Rail Products is definitely at the forefront of this technical revolution and with a new agreement in place to utilise the resources of the Manitou network, I believe, as does Stuart Walker, MD of Manitou Australia, that our machines have the capabilities to drive new business around the globe, hence us exhibiting at AusRail’ he said.

Panning on the move All Rail Products MEWPS can be fitted with a ‘Pantograph’, which enables the machine — for the first time ever — to ‘pan’ on the move. The self-propelled machine provides height and stagger measurements as it moves. Furthermore, Rail Products’ new Mark II Pantograph will now not only monitor height and stagger measurements, it will also record them — another first for the company. Plus, further technical development of the ‘Pantograph’ has meant a new Mark III version is about to be launched which will also offer GPS data control as well as video feedback.

New lightweight trailer Additionally, a new lightweight trailer has been developed which has a massive pulling capacity of 995kg. This can be attached to the NEWP for transporting any extra equipment required for the job. Plus that’s not all, these latest innovations have come hot on the heels of the announcement that Rail Products will now be actively working with the Manitou network worldwide. Derek Burns commented, ‘Rail Products is committed to developing and building innovative rail machines and demand for our MEWPS with the Pantographs is growing not only in the UK but all around the globe and our new partnership with Manitou will now help us pursue sales not only in central Europe but also in China, the Far East and India, which is very exciting for the future of the company.’ Tel: 01555 773 027 Email: Visit:

Redefining parameters Both Derek and chairman Johan Verbiezen can draw on decades of front-line working experience in the rail industry which has helped propel Rail Products, very quickly, into one of the leading manufacturers of MEWPS in the UK. Investment too in new product Rail Professional



Unmissable events AusRail 2017


rom November 21 to 23 the largest rail event in Australasia will take place at the Brisbane Convention and Exhibition Centre with exhibits from the likes of Alstom and Bombardier AusRAIL is the largest rail event in Australasia and is supported by the leading industry associations, including the Australasian Railway Association (ARA), Institution of Railway Signal Engineers (IRSE), Railway Technical Society Australasia (RTSA) and the Rail Track Association Australia (RTAA). Held annually, AusRAIL features a larger biennial ‘AusRAIL PLUS’ event. The ‘PLUS’ year features a larger exhibition, bigger conference and more social functions. The larger event attracts around 7000 attendees,

including 450 exhibiting companies. This year’s event will kick off with a welcome reception the evening before the exhibition opens. Day one Sir Terry Morgan CBE, chairman of Crossrail UK will be giving the keynote speech on the role of Crossrail in London’s economy, liveability and connectivity. The morning’s talks will focus on technology and digital solutions for advancing the supply chain, followed by an afternoon of five different technical streams running simultaneously and each chaired by a leading mind in their respective fields. Day two The second days kicks off with a talk on rail’s role in the transport system by Neil Scales OBE, followed by John Fullerton, CEO of Australian Rail Track Corporation, talking about Inland Rail’s role in the supply chain. The afternoon has four streams discussing driverless vehicles and virtual reality amongst dozens of other topics. Day three The final day closes out the show with a panel on the Internet of Things and then ends with the annual AusRAIL Gala Dinner – one of the highlights of the rail industry calendar and the perfect ending to three full days of networking, deal making and strategic planning. Held in Brisbane City Hall’s unique circular room with its ornate sculptured sky dome and 120 year old father Henry Willis organ, the 2017 Gala Dinner will again be the occasion to celebrate the winner and finalists of the ‘Young Rail Professionals Innovation Pitching Competition’.

HSR Asia 2017


rom September 12 to 13 Strategic Communication’s two day intensive international summit on high speed rail will take place at the Intercontinental Hotel in Kuala Lumpur The event will look at the current challenges that face countries pushing ahead with their high-speed rail development plans. Some of the issues impacting continued high-speed rail development include funding options, network expansion, capacity increment, communications and signalling, safety and the lack of accurate data on the cost versus benefits ramifications. HSR Asia 2017 is the definitive highspeed rail event for the industry’s leading players who are currently tackling the strategic, technical and operational challenges of designing and implementing high speed rail networks. Issues addressed at HSR Asia 2017 will include: • financing options for high-speed rail development • future of technologies for high-speed rail for communications and signalling • impact that high-speed rail has on domestic aviation • strategies to use to maximise revenue both from ticket sales and non-ticket options • interoperability - what integration solutions are available to ensure that technologies from various suppliers work efficiently together? • key station design, track-rail interface and rolling stock innovations • economies of scale that can be achieved from developing dedicated high-speed rail corridors - both for passenger and freight rail • communications technology offering uninterrupted wireless internet access and mobility on high-speed trains • HSR and cross border transportation. Bhupinder Bedi from the Asian Development Bank, Dato’ Mohd Nur Ismal bin Mohamed Kamal, CEO of MyHSR Corporation, Dr. Andrea Giuricin CEO of TRA consulting and Kelvin Ko Hing Ka vice president, Major Project Delivery at AECOM Asia feature amongst a packed lineup of speakers. CONTACTS -------------AusRail HSR Asia 2017

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NOVEMBER, BRISBANE VISIT US AT AusRAIL 2017, 21AR-T23 17TH in action. Also see our website to view the

video of the


mode and 200mm in travel mode. l Travels over the side at 90 degrees at a 120 cant

working at all times with a full load of 400kg. l 8.65m outreach with telescopic arm fully extended.

l Continuous turret rotation and 180 degrees

basket (400kg) rotation capability. l Pantograph measures and records height and

stagger measurements while on the move l Approved to RIS-1530-PLT issue 6 and

European Standards


Robust and compact 300 Watt DC/DC power block with excellent thermal convection.

TEQ300WIR Series • Wide 4:1 input voltage ranges: 18–75, 43–160 VDC • Operating temperature range –40 °C to +80 °C • Approved to railway standards EN 50155 and EN 61373 • Qualified for fire-behaviour of components according to EN 45545-2 • Constant current output characteristic for battery load applications

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