December 2016 Issue number 04
THE BUSINESS MAGAZINE FOR RAIL
High-speed rail becomes reality
Piece by piece Southeast Asia is becoming more connected CONSULTING Digital engineering guidelines
ROLLING STOCK Daily commute solutions
SAFETY AND SECURITY Cyber secure ticketing
COMMITTED TO THE HEALTH OF ONE WWW.FORBO-FLOORING.COM/CHO
December 2016 Issue number 04
THE BUSINESS MAGAZINE FOR RAIL
High-speed rail becomes reality
Piece by piece Southeast Asia is becoming more connected CONSULTING Digital engineering guidelines
ROLLING STOCK Daily commute solutions
SAFETY AND SECURITY Cyber secure ticketing
publisher RAIL PROFESSIONAL (SOUTH EAST ASIA) LIMITED Hallmark House, Downham Road, Ramsden Heath, Essex CM11 1PU Tel: +44 (0)1268 711811 EditorIAL EDITOR SAM SHERWOOD-HALE email@example.com ADVERTISING christian wiles firstname.lastname@example.org BEN WARING email@example.com ELLIOTT GATES firstname.lastname@example.org HANNAH CARRATT email@example.com LYNDSEY CAMPLIN firstname.lastname@example.org ADMINISTRATION cherie nugent email@example.com LISA ETHERINGTON firstname.lastname@example.org JODI PRESSWELL email@example.com GILLIAN DUNN firstname.lastname@example.org DESIGN & PRODUCTION MILES JOHNSTONE email@example.com Rail Professional welcomes contributions in the form of articles, photographs or letters, preferably by email. Original photographs may be submitted, but, while every care will be exercised, neither the editor nor the publisher take responsibility for loss of, or damage to, material sent. Submission of material to Rail Professional will be taken as permission for it to be published in the magazine. ISSN 2397-8287 © All rights reserved. No part of this magazine may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without prior permission in writing from the copyright owners.
s we reach the end of our first year, the major story is one of ceaseless development and positive projections. The ambitious Kunming-Singapore high speed rail project took one step closer to reality thanks to positive moves from several different countries across continental Southeast Asia. Cross border agreements have allowed more and more pieces to fall into place, with Cambodia and Thailand joined by train for the first time and ground being broken on Laos’ stretch of the high-speed line. Singapore and Malaysia have also moved forward with plans to link the city state with Kuala Lumpur. We expect the productive messages that came from recent trips to China by Prime Minister Najib Razak of Malaysia and President Duterte of The Philippines to only add to the potential for a great network of railways that will one day link all the countries of ASEAN. China will fund 70 per cent of a 421 kilometre track from Boten on the Laos/China border to Vientiane, with Laos supplying the remaining 30 per cent, courtesy of a loan from Beijing. The initial capital to begin the project is $2.1 billion, which will see the former French colony borrow $630 million. The overall aim is to complete a network of freight and passenger train lines that will start as an electrified single track in southern China, split off as it enters continental Southeast Asia and tunnel through mountains and across rice paddies before linking up for the final stretch down through the Malay Peninsula to Singapore. In this issue we’ve featured a few of the key news stories that, taken together, paint a picture of how the pieces of that puzzle are falling into place and what that grand network might look like. Moving beyond the news we talk to Jean-Francois Beaudoin from Alstom about what they hope to achieve in the Asia Pacific region. We also stopped by SITCE in Singapore and sat down with Jeremy Shaffer and Mike Coldrick from Bentley. They shared some vital lessons from Crossrail in London and what they think rail projects in this region can learn from it. Alongside that, Brenden McFarlane from Atkins looks at the importance of digital engineering in rail projects and what he believes to be the future of design. Jayaram Naidu from Bombardier offers us some insight into rail solutions for the daily commute and Etienne Chevreau gives us a complete rundown off all the cyber security issues that ticketing companies and the stations that use them face. This has been an excellent first year for our dedicated Asia Pacific magazine and we hope you will join us as we continue to expand our presence in this corner of the world. Our first issue of 2017 will focus on depots, station design and refurbishment and ticketing technology. We would like to thank all our contributors throughout the year and wish you all a happy and prosperous end to 2016. Sam Sherwood-Hale firstname.lastname@example.org
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.
issue 04 • DECEMBER 2016
The Land Transport Authority of Singapore has released its rail report for 2016; World Rail Market Study paints a positive picture for the rail industry; Cristal Mining Australia in Broken Hill new supply hub has effectively doubled the operation’s supply chain capacity; New maglev train from CRRC to reach 600 kph; High-speed rail to make Singapore and Kuala Lumpur global megacities; Budget for Bangkok – Korat high speed rail confirmed; First trans-Asia freight train completes 17 day journey; The future of Southeast Asia’s railways; Deepest and largest ever railway station to be built under Great Wall; Australia prioritises three rail projects; Indonesia and Japan to work together on Jakarta-Surabaya rail project; The Philippines courts Japanese rail investment
Rail Professional interview
Alstom - As one of the leading suppliers of transportation solutions and infrastructure in the world, Alstom supplies rolling stock, including signalling and track work, for various projects across Asia Pacific. Jean-Francois Beaudoin, Alstom’s senior vice-president for the Asia-Pacific region, has been driving this new focus
Digital Engineering techniques and processes are enhancing the delivery of major rail projects, improving quality, optimising programmes and helping to control costs
Rail solutions for the daily commute
Features and considerations for three urban mobility solutions
Cyber secure ticketing
As people become increasingly mobile, agile and connected, Internet-based crimes are on the rise and identity has become a very lucrative target
Advantages of composite technology
Rail Professional interview
Modern axle counters
Bentley - Jeremy Shaffer and Mike Coldrick talk about Crossrail, new standards and practices, and how Asia Pacific can learn from successful projects
Construction design and technology is constantly developing within the rail industry resulting in lighter and therefore faster, more efficient trains, with greater capacity
The Western Dedicated Freight corridor DFC is one of India’s most important and prestigious railway undertakings for decades
Integrated operational control centres
Half of the Earth’s current population of 7 billion lives in towns and cities. Such high concentrations of people pose many challenges to transit agencies
Ensuring reliability and quality
Tomáš Hantek, international application manager for railway at Dormer Pramet, discusses the measures a company can take to meet consistently high standards
Speed sensors for heavy-duty applications
In today’s rail infrastructure, speed sensor failures are frequent and are mainly due to the extremely harsh operating conditions encountered in rail vehicles
7 Time to upgrade your wipers? NEWS |
More news at www.railprofessional.com/news
LTA rail report
... introducing PSV’s new replacement system News in brief... Deputy Thai PM prioritises Bangkok rail projects Bangkok - Thailand’s new PPP scheme aims to boost the country’s economy by prioritising certain projects, with Deputy Prime Minister Somkid Jatusripitak aiming to make the Pink and Yellow lines chief amongst them. The Pink line will cover the northern suburbs of Bangkok and the Yellow line will run north to south on the eastern side of the city. Bangkok Expressway and Metro Public are bidding for both projects with the winner to be announced soon so construction can begin next year. The scheme is worth 105 billion baht ($3 billion) in total. Hong Kong South Island line to open before the end of the year Hong Kong - MTR Chairman Frederick Ma
Singapore. The Land Transport Authority of Singapore has released its rail report for 2016. The East-West Line (EWL), has completed more than 80 per cent of the works to upgrade the signalling system, and the new signalling system is on track to be operational in 2018. The upgraded signalling system allows the LTA to add 57 new trains, which are only fitted with the new signalling system, to the NSEWL fleet. These trains are on top of the 42 trains that have already been added to the NEL and CCL fleets in 2016. The 57 new trains will be injected into the rail network progressively from now through to 2019, and will bring the total train fleet size for the NSEWL from 141 to 198. On the EWL, about 86 per cent of the 90,200 timber sleepers on the viaducts between Boon Lay and Tiong Bahru stations and between Lavender and Pasir Ris stations have been replaced with concrete sleepers. Construction of the Downtown Line (DTL3) is close to 94 per cent complete and on schedule to open by 2017. Electrical and mechanical installation works, as well as architectural works, are being carried out at the 16 stations.
Global rail market worth $159 billion
A new report titled ‘World Rail Market Study’, commissioned by the European Rail Industry Association (UNIFE), paints a positive picture for the rail industry going forward. It cited Asia Pacific as the main driver of the growth saying that the region can expect growth of 2.6 per cent through to 2021. The total track length of the region now stands at 1.6 million kilometres, with 715,000 vehicles and 5.4 million freight cars in operation. Several projects in the region will contribute to further growth, with the Singapore – Kuala Lumpur high speed rail a major one of these. Rail Professional Asia Pacific has been following this project along with the Kunming – Singapore high speed rail which will run through several countries and completely transform the face of rail travel in Southeast Asia.
Time • Armsto upgrade your wipers? confirmed yesterday that the South Island
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the southern district will open on •withWiper blades ... introducing PSV’s new replacement system Broken Hill upgrade doubles efficiency schedule, despite serious technical issues. •TheMotors (24v and 110v) 7 kilometre line cost HK$16.9 billion Adelaide. Cristal Mining Australia’s new supply hub in Broken Hill, built by Toll ($2.2 billion), part of which was spent Intermodal, has effectively doubled the operation’s supply chain capacity. •on adding Linkage systems three new levels to Admiralty Cristal Mining’s Broken Hill Hub is designed to efficiently transport mineral products and more than doubling the floor to Adelaide. Toll said the recognised solution was centred on longer and heavier trains •station Control switches to increase capacity, and enabled this through infrastructure improvements, new multiarea. equipment and improving the materials handling process.The hard stand was new line will be the second to run •TheComponents & spares purpose expanded by 6,000 square metres; the Broken Hill hub rail line was increased by over 400 totally driverless trains, after the Disneyland Resort Line. Special powers to expedite rail project in The Philippines Manila - Transportation Secretary of The
• Philippines Arms Arthur Tugade believes that • the Wiper traffic blades congestion in Manila and other • urban Motors and areas(24v is so bad that110v) President Duterte • should Linkage systems be granted emergency powers to • expedite Control switches transport infrastructure projects. • The Components & spares Duterte administration has a five year
metres together with more powerful and efficient material handling equipment, loading time reduced from 18 hours to five. This process boosted train payloads by 40per cent and reduced train paths by 30per cent, Toll said.
New maglev train from CRRC to reach 600kph
Beijing. China Railway Rolling Stock Corp (CRRC) will start researching and developing a magnetic levitation (maglev) train that can reach speeds of 600 kph. The tests will be led by CRRC Qingdao Sifang in Shandong province along a five kilometre track. A previous project by CRRC was shelved six years ago but was revitalized a Japanese maglev train achieved a top Whether your trains operate in the heavy snow of We offerafter robustly engineered solutions for train speed of 603 kph last year on an experimental plan which would see 8 trillion pesos ($164 the mountains, the heat of the desert, or the harsh builders, and system upgrades for operators track. billion) invested in transport but Tugade That train has yet to be put use however believesenvironment that it is essential these projects get coast... you need a wiper salty of the (especially those experiencing a tohigh LCC on and the current fastest maglev train is the 431 completed as soon as possible.“ Railroad is system you can rely on. original equipment). kph Shanghai maglev, launched in 2002. The 30 Looking to lower your Life Cycle Costs? PSV can help. kilometre route takes eight minutes to travel along. Whether yourwe’ve trains operate in thedeveloping heavy snow of We offer robustly engineered solutions for train At PSV, been and manufacturing Our manufacturing facility in Worcester also has the mountains, the heat of the desert, or the harsh builders, and system upgrades for operators ... introducing PSV’s new replacement system
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quality wiper systems for over 35(especially yearsthose (with 20 a high LCC onhighly experienced team of in-house designers experiencing years experience working withinoriginal theequipment). rail industry). and engineers who will work alongside you At PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also has a to meet your individual needs. quality wiper systems for over 35 years (with 20 highly experienced team of in-house designers Weexperience are a proud supplier to international OEM years working within the rail industry). and engineers who will work alongside you to meet your individual needs. train builders, fleet operators and fleet support If you’re looking to replace or upgrade your wipe We are a proud supplier to international OEM train builders, fleet operators and fleet support If you’re looking to replace or upgrade your wiper distributors. systems, we’re just a phone call away. distributors. systems, we’re just asystem phone call away. Introducing PSV’s new replacement salty environment of the coast... you need a wiper system you can rely on.
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News in brief... one of the most efficient public mass transport systems” Tugade said. ‘The price of our goods is rising because of the lack of mobility and connectivity. Even our livelihood is affected.’ Alstom supplied traction system to newly opened Xi’an metro line 3 Xi’an -Phase one of the Xi’an metro line 3 started service today. This was the first transport contract for Alstom, who supplied the traction system, in Xi’an city. Phase one, which is 39 kilometres long and includes 26 stations, connects the city from southwest to northeast, passing through important landmarks including Xi’an International University, Qinglong Temple, Chanba Ecological District, Xi’an International Habor Affairs Area, Xi’an Economic & Technological Development Zone and Xi’an Free Trade Zone. A further extension of the metro line toward the south, that would be 46 kilometres long and include 32 stations, is planned. Community feedback helping to shape Australia’s Inland Rail future Brisbane – Residents in Junee, Illabo, Cootamundra and Stockingbingal have the chance to meet members of the Australian Rail Track Corporation (ARTC) Project Team at local community information sessions about the Inland Rail study area between Illabo and Stockingbingal. The proposed new 37 kilometre Inland Rail corridor between Illabo and Stockinbingal is a critical part of the 1,700 kilometre Inland Rail line that—when delivered—will complete the spine of the national freight rail network, providing a road competitive service that will see freight delivered from Melbourne to Brisbane, via regional Victoria, New South Wales and Queensland, in less than 24 hours. Options on table for BPLRT overhaul Singapore– The Bukit Panjang LRT is nearing the end of its operational life, according to operators SMRT. In a blog post the company outlined three
More news at www.railprofessional.com/news
High-speed rail to make Singapore and introducing PSV’s new Kuala ... Lumpur global megacities
Kuala Lumpur. The high-speed rail link between Kuala Lumpur and Singapore will drive exponential economic growth and propel the two cities towards ‘mega’ status, according to MyHSR CEO Mohd Nur Ismal Kamal. ‘Through economic integration between the two cities, together with Singapore Kuala Lumpur would rank 28th in terms of population and 11th in terms of GDP. We know that there is potential for it to launch us into the league of mega cities. It creates an opportunity to get the cities where we have stops to grow along and to be part of the mega city. We have seen that happening all over the world.’ He drew comparisons with the Eurostar, linking London and Paris, and the Tokyo-Osaka and SevilleMadrid HSR lines. Expected to achieve speeds of more than 300 kph, the 350 kilometre HSR will reduce travel time between Malaysia and Singapore to just 90 minutes. The first train is set to commence operations in 2026.
Budget for Bangkok – Korat high speed rail confirmed
Bangkok. The budget for the high-speed railway that will connect Bangkok with Nakhon Ratchasima (Korat) is settled at 17.9 billion baht ($500 million), according to Thai transport minister Arkhom Termpittayaphaisit. Despite the project delays, the Thai Cabinet has endorsed the construction of the first 3.5 kilometre section of the rail track that links Klang Dong station with Pang Asok station, which is part of the 250 kilometre Thai-China high-speed railway project.
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Deepest and largest ever railway station • Linkage systems to be built under Great Wall • Control switches
Beijing. China will build the world’s deepest and largest high-speed railway station at a popular section of the country’s Great Wall, as part of its preparations for the 2022 Winter Olympics, state media reported on Thursday. The station will be at Badaling, the most visited section of the Great Wall which lies about 80 kilometres northwest of Beijing. ‘The Badaling station will be located 102 metres below the surface, with an underground construction area of 36,000 square metres, equal to five standard soccer fields, making it the deepest and largest high-speed railway station in the world,’ Chen Bin, director in charge of construction for China Railway No 5 • Arms Engineering Group, said • Wiper blades yesterday. • Motors (24v and 110v) The Badaling station systems • Linkage will run through mountains • Control switches under the Great Wall, • Components & spares and will require the use Whether your trains operate in the heavy snow of of advanced explosion the mountains, the heat of the desert, or the harsh technologies to ensure salty environment of the coast... you need a wiper that the UNESCO World Heritage Site system will not beyou can rely on. affected, the railway groupto lower your Life Cycle Costs? PSV can help. Looking also said.
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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 e At PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also has a to me Looking to lower Life Cycle PSV can help. quality wiper systems for over 35your years (with 20 highlyCosts? experienced team of in-house designers Weexperience are a proud supplier to international OEM years working within the rail industry). and engineers who will work alongside you Whether your trains operate in the heavy snow of the mountains, the your heat of the desert, or the harsh salty to meet individual needs. train builders, fleet operators and fleet support If you We are a proud to international OEM you can environment of thesupplier coast, you need a wiper system rely on. builders, fleet operators and fleet support quality wiper If you’re looking to replace upgrade your wiper At train PSV, we’ve been developing and manufacturing systems for over 35 yearsor(with 20 years distributors. distributors. systems, we’re just aOEM phone callbuilders, away. fleet system experience working in the rail industry). We are a proud supplier to international train Whether your trains operate in the heavy snow of the mountains, the heat of the desert, or the harsh salty environment of the coast... you need a wiper system you can rely on.
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PSV Wipers Ltd., Navigation Road, Diglis, Worcester WR5 3DE Tel. +44 350 500 • United email@example.com PSV Wipers Ltd, Navigation Road, Diglis,(0)1905 Worcester WR5 3DE, Kingdom www.psvwipers.com Tel. +44 (0)1905 350 500 firstname.lastname@example.org www.psvwipers.com Photo reproduced under the Creative Commons Attribution 2.0 Generic license. Credit: eisenbahnfans.ch
9 Time to upgrade your wipers? NEWS |
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...News introducing in brief...
First trans-Asia freight train completes PSV’s replacement system 17 daynew journey
Time to upgrade your wipers?
options for renewing the system:
The arrival of the China Railway Express train inaugurates the first direct freight route between China and the Baltic States. The train left Yiwu in eastern China on October 20 and crossed the entirety of Russia along 11,000 kilometres of track. Since the One Belt One Road initiative began, 2,000 trains have travelled along 40 lines from China to Europe. The new route will contribute to the 42,000 freight containers that will pass between Europe and Asia in 2016.
The first option is to replace the current trains
with self-powered autonomous guided vehicles
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on the existing viaducts.
The second option the firm is considering
is to replace the current system with a new conventional LRT system with significant design enhancements in key infrastructure like power
The future of Southeast Asia’s railways?
supply, signalling, rolling stock and track and station assets. The last option is to renew the existing Bombardier system, keeping the AC power design but with a more updated signalling system. First 1,000 kph train could debut in Australia Melbourne – Alan James, vice-president of Hyperloop One, a Los Angeles-based firm which has publicly demonstrated the most promising concept for the rail network yet, said the Melbourne to Sydney corridor is amongst the company’s top preferences for testing. • Arms ‘Melbourne to Sydney is the third busiest air corridor in the world and our hyperloop can • Wiper blades Arms give you•Melbourne downtown to Sydney downtown in 55 minutes’ said,and talking to 110v) The • Motors (24v • Wiper heblades Australian. • Linkage systems • Motors (24v and 110v) ‘So we would be looking, either in New South Wales (NSW) or Victoria, or possibly the • Linkage systems • Control switches Australian Capital Territory (ACT), to develop the • Control switches first section of that route, to prove the operation • Components & spares of Hyperloop, to get regulatory approval.’
China and Japan’s futuristic high speed trains and metro systems have long been the envy of Southeast Asia, but dozens of proposed lines are expected to be built over the next few years, with many more coming in the next decade. This map by James Clark of Nomadic Notes shows what the region could look like if all the planned tracks were built, some countries, like Laos and Cambodia, currently have limited or no railways whereas other countries in Southeast Asia already have several lines. Many of those lines are old and outdated however, and none are high speed unlike the new lines originating from Kunming in southern China, shown at the top of the map. This map is still a long way off from becoming reality, and there are always new railway plans being announced, but it does give an idea of how well connected this part of the world could soon be.
• Components & spares
‘There’s no sunken investment in high-speed rail and nobody has yet committed themselves to that technology, so the field is open for a better and more strategic solution,’ he said. The concept is still in the development stage, Dr James said, but he expects Hyperloop One to conduct a successful test of their prototype at
Looking loweryour your Life Life Cycle PSV cancan help. Looking to to lower CycleCosts? Costs? PSV help. their Nevada base just six months from now. Japan plans to privatise JR Kyushu
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Our manufacturing facility in Worcester also has a Time to upgrade your wipers? highly experienced team of in-house designers Our manufacturing facility in Worcester also has a and engineers who will work you ... introducing PSV’salongside new replacement system highly experienced team of in-house designers to meet your individual needs.
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Why not discover the benefits of a PSV wiper system? • Arms • Wiper blades Call us today and ask for our Rail Specialist, Paul • Motors (24v and 110v) Curry.
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News in brief... decades. JR Kyushu will be listed on the Tokyo Stock Exchange on October 25, making it the fourth railway company to be privatised by the Japanese government since the 1990s. Manila subway back in the pipeline Manila – Plans for a subway in Manila were ditched after the Duterte administration assumed office but a new PPP deal could see them brought back. The Department of Transportation (DOTr) is looking to revive the plan to complement the existing LRT and MRT system. The proposed $8.8 billion project would connect the Makati CBD, Pasay and Taguig, the line would be 20 kilometres long with 16 kilometres running underground and 4 kilometres running on an elevated railway. PPP is proving a popular funding method under the new government, with 7 other projects forming a wider rail network plan. One Belt One Road inching towards reality Kuala Lumpur - The last few months have seen several developments which make the One Belt One Road southern corridor initiative look more likely. The first stretch in Laos overcame financial hurdles after China agreed to provide the last of the money in the form of a loan, with an
More news at www.railprofessional.com/news
Indonesia and Japan to work together on Jakarta-Surabaya rail project Jakarta. Japan and Indonesia will conduct a joint survey on the construction of a medium-speed railway connecting Jakarta and Surabaya. The journey between the two cities currently takes 12 hours but the revitalised track is expected to reduce that to half the time. After expressing interest in financing the project back in June, Indonesia’s transport minister said his government would give priority to Japan and hoped Japanese companies would work on the project alongside local firms. Coordinating Maritime Affairs Minister Luhut Binsar Pandjaitan said construction could begin in the first quarter of 2017 and he expects it to cost $2.5-3 billion. ‘The medium-speed railway will have a tremendous impact on our economy. The survey is expected to be completed in the first quarter of 2017, or the second quarter at the latest’ he said.
The Philippines courts Japanese rail investment Tokyo. On a three day trip to Japan at the end of October, President Duterte of The Philippines looked to draw investment in the Mindanao rail project. Japan has shown interest in other projects, last year the government announced it would lend the Philippines $1.9 billion for the Tutuban-Malolos railway. Taken together there are several new rail projects that could follow the PPP (privatepublic partnership) structure with both China and Japan, as well as South Korea, all looking keen. Duterte said he will be pushing for economic cooperation in the form of ‘more infrastructure, bridges, and railways’ to spur growth in the countryside. ‘In particular, we can tap the experience and expertise of Japan in developing high quality and modern public transportation.’
environmental study all that remains at the planning stage. Months of wrangling between Thai and Chinese officials came to an end after the two countries agreed terms on Thailand’s stretch of the track, which will connect to the line in Laos once both are completed. New railway between Thailand and Cambodia Phnom Penh – Soon there will be a third option for travellers wishing to make the journey overland from Thailand to Cambodia. At a ceremony the Poipet-Phnom Penh rail line was joined to the Bangkok-Sa Kaeo line. This represents another step in the ultimate goal of connecting Bangkok and Phnom Penh, however the track on the Cambodian side still requires some repair work before it can recommence operation. Ly Borin, director of the Transport Ministry’s railway department for Cambodia, said that about 6 kilometres of track along the line remain in disrepair. Both Thailand and Malaysia have given financial aid to Cambodia to help complete the track.
More news at www.railprofessional.com
Australia prioritises three rail projects Canberra. Infrastructure Australia has added three key rail infrastructure projects to its Infrastructure Priority List. The Perth-Forrestfield Airport Rail Link project will ease road congestion in Perth’s east and greatly improve public transport access to the airport. The Moorebank Intermodal Terminal project in Sydney’s southwest builds on the existing strategy to move more freight on to rail. The project will dramatically increase the amount of freight being transported to and from Port Botany by rail, a win for all with fewer trucks congesting roads in the region. The Adelaide–Tarcoola Rail Upgrade project will see 600 kilometres of track re-railed, improving capacity between Adelaide and Perth, thereby future-proofing the projected rise in the national freight task.
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Jean-Francois Beaudoin Alstom grows and innovates in Asia Pacific...
s one of the leading suppliers of transportation solutions and infrastructure in the world, Alstom supplies rolling stock, including signalling and track work, for various projects across Asia Pacific. Jean-Francois Beaudoin, Alstom’s senior vice president for the Asia-Pacific region, has been driving this new focus. Beaudoin graduated from Ecole Polytechnique in 1998, and received a doctorate in mathematics and automatics from Ecole nationale superieure des Mines de Paris in 2004. He also attended the executive education programme at INSEAD, Paris in 2013. What did you do before moving to Alstom’s Asia Pacific branch? I joined the Alstom Group in Paris, France in November 2007 as a technical tender support manager, which mainly dealt with the technical validation of any risky or innovating offers. In May 2009, I was appointed as an executive assistant to the chief operating officer at Alstom Transport. In this role, I assisted in defining and deploying the organisation of new operations as well as preparing the COO’s files for industrial strategy and correspondence with the Unions. In February 2010, Alstom appointed me as a vice president finance. During this 3
year assignment I held several management positions in finance, notably controlling the product line delivering trams, metros and regional trains; then controlling audit, cash management and accounting at a global level. I was also a secretary of the Alstom Transport EXCOM. My last assignment in finance was as acting senior vice president for finance and IS for a six-month interim period in 2013. What did you do when you first moved to the Asia Pacific region? I was appointed managing director for rolling stock for Asia Pacific at the start of 2014. In this capacity, I led a variety of projects across twelve active markets in India, Australia, China, Singapore, Indonesia, Malaysia, Thailand, Hong Kong, Vietnam, Taiwan, South Korea, and the Philippines; and actively implemented a localization strategy notably in India and China. And this strengthening of the Asia Pacific market led to a promotion? Yes, Alstom appointed me as the senior vice president of its Asia Pacific region in July 2016. In this role, I have also become a member of Alstom’s executive committee. I am leading all twelve markets in the Asia Pacific region. The region employs nearly 3,500 people and contributes approximately
11 per cent to the Group’s turnover. With an average annual growth of 4.2 per cent, Asia Pacific is one of the fastest growing transport markets globally. A big part of that growth is in the rail transport market, how is Alstom looking to capitalize on that? The Asia Pacific transport market growth has been spurred by the stable economic outlook of the region and its growing urban population. The company’s expanding footprint in India, and its prestigious projects in Australia, India and East Asia, are all areas where the urban population is skyrocketing. Alstom in Asia Pacific is well positioned to continue successfully delivering for its customers in these urban environments. What is it about Alstom that makes it so suited to the Asian Pacific market? Alstom is a world leader in integrated railway systems. In the 2015—2016 fiscal year it recorded sales of €6.9 billion and booked €10.6 billion of orders. In Asia Pacific, the order backlog in the Australian, Indian and Chinese markets has grown and the team has significantly contributed to the localisation efforts of the group in those markets. Alstom deals with numerous projects in metropolitan areas and cities all across Asia Pacific. One such example are the metro systems and tramways in Shang Hai, China; a location which Alstom has been granted the opportunity to introduce new technology to. India’s metro system is another project where Alstom is currently
supplying rolling stock, specifically the Chennai, Kochi and Lucknow Metros. The rolling stock for these projects are being manufactured in Alstom India’s facility in Sricity, which is near Chennai. Because the Indian market is so exciting and fastgrowing, Alstom Asia Pacific is proud to be considered one of the primary suppliers of signalling and track work for various metro projects around the country. Some success stories include the Kochi Metro Rail (KMRL) project, which involved an order of 25 trainsets from Delhi Metro Rail Corp. (DMRC) in August 2014. I personally attended this project’s official trainset delivery ceremony on 2 January 2016, along with other rail leaders in India. The KMRL project metro cars were manufactured end to end by Alstom India and were flagged off at its facility in Sricity Special Economic Zone in Andhra Pradesh, which is about 55 kilometres north of Chennai. Five months ahead of schedule, the trainsets for this project were delivered in record time. Are there areas where Alstom Asia Pacific feels it can innovate? In terms of new technology, the Kochi Metro Rail would go on to set a new benchmark within the India urban transport market for technological innovation and green
transportation. These trains use less energy when accelerating, offer improved regeneration when braking, and the communication-based train control system drives the train at the optimum, energy efficient speed. Although initially operated by human drivers, the system includes key features that will be needed to upgrade to driverless mode in the future. The growth of the rail market is mainly being driven by regions other than Europe or America, primarily Asia Pacific and the Middle East. This swift expansion is significant for Alstom because of the company’s favourable position within the market and operational presence. In India alone, Alstom has 2,000 employees and the company is planning to add 1,000 more in the next couple of years. There are plans to boost employment in other countries as well, but those increases will depend on the company’s success in international markets. Even while Alstom is looking for more opportunities for growth in the Asia Pacific, the company is generating a turnover of €700 million a year. How does high speed rail play into all this, specifically in Southeast Asia? The question over whether Southeast Asia is ready for high speed rail is a challenging one. The Southeast Asian governments
are very keen on making high speed rail a reality, which is a positive sign. At the same time, there are other factors that might pose roadblocks towards its development and actualisation. However, the number of urban metro projects across Southeast Asia have increased at a much quicker pace than that of other high-speed rail projects in the past few years. Alstom believes that metro projects will continue to rise for the next five to ten years as cities expand; new urban areas will emerge, and the Smart Cities project will start popping up in a number of government agendas. Alstom is keeping an eye on high speed rail projects in Asia Pacific, especially the Singapore – Kuala Lumpur high speed rail line. The company will be very keen on studying the project, and others on offer, and share its expertise where possible. +44 1904 778 100 firstname.lastname@example.org omnicomengineering.co.uk
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Digital engineering streamlines rail projects Digital Engineering techniques and processes are enhancing the delivery of major rail projects, improving quality, optimising programmes and helping to control costs
t is well known in project management circles that there are three primary controls which affect project delivery, ‘scope’ (features and quality), ‘time’ and ‘cost’. These are also referred to as the ‘project management triangle’ where each side represents a constraint. One side of the triangle cannot be changed without affecting the others. These three constraints are often competing constraints: increased scope typically means increased time and increased cost, a tight time constraint could mean increased costs and reduced scope, and a tight budget could mean increased time and reduced scope. Major rail projects are not immune to this and indeed, due to higher public expectations, ever tighter programmes and environmental challenges, together with relentless budget pressures, the need for improvements in the way in which projects are delivered has never been greater. The application of digital engineering tools and practices to the design and construction allows the constraints of the project management triangle to be stretched as never before, allowing projects to be delivered faster, better and cheaper. !
Digital engineering on the Middle East metro Building Information Modelling (BIM) has been around for about 20 years as a technology, but only in the past five years or so has it become mainstream, with clients as well as construction and design teams, recognising the opportunity to deliver better project outcomes using an efficient, collaborative process. Building a model, a digital prototype of a facility, significantly improves quality by reducing errors in design, allowing project delivery times to be much more predictable and therefore reducing risk. However, it is not just about building a model, there are a whole series of benefits which are only really apparent when you put BIM at the core to your design process, rather than just adding 3D modelling as a parallel activity, as is often the case.
On this metro project, the scope, aggressive schedule and ambition of the scheme meant that the only way to deliver the project was using global collaborative teams designing and coordinating in BIM. For example, Atkins’ role as lead designers drew in expertise from around the globe supporting teams in the UK, Middle East, India and Hong Kong. In the Hong Kong multidisciplinary design centre, from the outset it was decided to collocate the key members of the design team in a single office, so that the lines of communication were short, to encourage close collaboration. The other key strategic decision was to train architects and engineers to use BIM applications to develop and coordinate their design models, rather than having a separate team of BIM modellers working from 2D design drawings created in isolation from the BIM process. All the project drawing deliverables were derived from the models, with the exception of the reinforced concrete detailing which was developed in 2D for speed, to meet the aggressive construction programme. Although there were notionally only 2 work stages, more than 100 early works packages were delivered for each station, to support this accelerated schedule. Digital engineering techniques employed on the project included the use of automation in the process of scheduling for the stations, a customised solution was also developed for delivery of submissions, necessary due to the complexity of the project and frequency of submissions required to meet the programme. A digital issue tracker was also deployed to assist the design coordination process and to provide KPI’s and dashboards to communicate progress to management teams.
While there are software solutions such as Bentley Rail Track which can assist designers, translating these designs into real world construction information is challenging, and error prone. Bridging the gap between design and construction, Atkins have developed tools to help create detailed construction models and a fully dimensioned alignment design, detailing the track alignment, train swept path analysis, tunnel axis and track form surfaces, along with evacuation walkways and envelopes. This information is output as a 3D model
Track and tunnel alignment The development of track and tunnel alignment is an intensive process requiring an in depth understanding of rolling stock dynamics, as well as accommodating the essential safety and traction systems to ensure the smooth running of the railway.
which can be used for coordination of track and rail systems, and exported to Autodesk Revit for detailed design or Autodesk Navisworks for coordination. These solutions have been successfully used on projects such as the North Island Line of the MTR in Hong Kong, and Doha Metro. Digital electrification design Atkins’ transportation division is developing a number of software tools to assist the design of railway electrification overhead line equipment. The interlinked suite of programmes, known collectively as TADPOLE (Tools Aiding the Design and Production of Overhead Line Equipment), uses automation and common data sources to meet current technical and programme demands in the UK marketplace. The two-year project, which is part of the government innovation strategy for digitising the railway, focused on railway electrification. The team has developed approaches that increase the efficiency and Rail Professional
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design timescales in a challenging project environment. The future of design? While it is clear that digital engineering is making significant improvements on project delivery today, advances in technology which are currently in development
validity of data through all stages of the asset lifecycle. Exploiting the modular functionality of TADPOLE, the layout plan tools and subsequent wire run validation spreadsheet and dropper generator have been used extensively on the Midland Main Line Electrification works, Great Western Electrification and North West Electrification projects in the UK. The TADPOLE cross section tool has been deployed on the Great Western Electrification project demonstrating the benefits of automating cross section design. Design teams in the UK, Scandinavia and India to date have generated over a thousand cross sections and material allocation sheets. The tool ensured consistency in design solutions and quality whilst greatly reducing
look set to have an even greater impact in the future, with the use of generative design. In essence, what this represents is the adaptation of machine learning into the process of design, drawing upon the wealth of existing data from all walks of science and engineering. Then developing a graph of the connections between objects and systems used in previous solutions, which allows
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software to execute thousands of iterations of a design, to converge on an optimum solution which would never be possible using traditional methods. An example of this is what Autodesk have been doing with Airbus to optimise the design for a partition frame separating the galley and passenger compartment on the A320 aircraft. There were constraints in terms of thickness, strength, mounting points for jump seats and attachment points to the airframe. Using these constraints and applying an algorithm derived from the growth patterns of slime mould single celled organisms to generate 10,000 design options resulted in an intricate 3D printed component which was 45 per cent lighter than the standard component. Conclusion To meet the increasing challenges of rail project delivery, the use of optimised, innovative digital solutions will help release the project management triangle constraints, and allow us to achieve outcomes which are better, faster and cheaper. And in the future, the pace of change will be faster and the solutions ever more innovative and tightly optimised. Are you ready for the challenge? Brendan McFarlane - Atkins Global
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Success stories and lessons learned Rail Professional Asia Pacific sat down with Jeremy Shaffer and Mike Coldrick from Bentley at SITCE 2016 in Singapore to talk about Crossrail, new standards and practices, and how Asia Pacific can learn from successful projects... What is Bentley doing in the world of rail and how do you both fit in to that? Jeremy: I’ve been involved in road and rail asset management projects all over the world and with the advent of Crossrail I was asked to shift my focus on to rail specifically. Today I cover everything to do with rail and transit from planning, through design and construction, to operations and maintenance. Here in Asia Pacific the drivers for rail investment are the same as elsewhere in the world, including the growth in population, pace of urbanisation, and the effect of climate change, making rail the only viable and sustainable solution to a lot of the logistical issues the region faces. Mike: Greg Bentley, Bentley Systems CEO, recently set up a task force to meet the opportunities resulting from the significant investment in rail in this part of the world. Bentley has a strong background and pedigree in supplying software solutions to the rail community, with projects like Crossrail in the UK. The company has a large team of domain experts and I was selected to lead with Jeremy’s help our focus in this industry. With rail activity here in Asia Pacific being so huge we naturally saw the capacity for a company like ours to help. The infrastructure in Europe and the US is so old, whereas a country like Laos, for example, has no rail roads at all, does that make it an easier place to develop new railways? Jeremy: The short answer is yes. Take this analogy, the US and Europe had some of the first cell phone networks but today if you look at Africa, some of their networks are better. At times there can be a disadvantage to being a first adopter. Coming in on the second floor means you don’t have to worry about maintaining old infrastructure, where implementation might not have been optimal. It means you can benefit from all the lessons learned on previous Rail Professional
projects without the pain and cost that others have already experienced. It can also be much more expensive to rejuvenate an existing line, network, or brownfield site, versus building a new one from scratch. For example, if you need to upgrade tracks where there is no additional right of way, maintaining service can become an issue, you have to take possession of the infrastructure at night time or on weekends and incrementally carry out the required work. Bentley is a software company which provides solutions to challenges faced by rail professionals throughout the entire lifecycle, which is vital for all the new lines being planned or built currently. We can help right from the planning stage, providing tools that enable engineers and designers to digitally model and manage information relating to all the relevant rail infrastructure asset types. Crossrail was really ahead of the curve in respect of the latter, choosing to hire its asset manager right at the beginning of construction, where traditionally this might not have been done until the line begins operating. What was Bentley’s involvement in Crossrail? Mike: From the start, one of the key challenges was to help Crossrail communicate its objectives for the project with those in the large and complex supply chain. In a joint initiative with Crossrail, an information academy was set up in our London offices for exactly this purpose, transferring knowledge to team members and those working on other infrastructure projects. Crossrail talk about building two railways, one physical and the other virtual. The latter is critical to its vision of handing over a digital version of the railway upon completion so that it may be used as the basis of asset management systems from day one of operations. The attitude was that they didn’t only want to be judged on how the railway was built but how it operated too,
even though a different organisation would be performing this role. Therefore, to get to a point where all the standards and practices it was adopting, including BIM (Building Information Modelling) were understood, they had to be explained to the companies and individuals working on the project. What lessons could Asia Pacific projects learn from Crossrail? Jeremy: The importance of exceptionally strong leadership. Crossrail had a vision, and while there were hundreds of stakeholders on the project they worked as one team.
As Mike said, they came at it from the mentality of building two railroads. From a digital perspective, it’s not just the onetime production of a file but the creation and maintaining of a living, breathing set of information built and leveraged throughout the process. When you consider all the different disciplines involved, one station might require tunnel experts, electrical systems engineers, along with the rail designers to all access the same data while maintaining its integrity. Crossrail achieve this via what it calls its common data environment, which to date has seen somewhere in the region of 13,000 people access information relevant to the task they are performing. Would you say it’s important for the countries in this region to have a personality that can drive forward a plan? Mike: Taking Singapore as an example, the LTA and SMRT have visited the Academy three times and met with Crossrail’s chief executive who would have explained his vision and how it might translate to their plans. Singapore is not alone, many countries from Southeast Asia are also keen to learn the best practices needed to deliver a mega project on time and on budget.
Seeing the collaborative nature of the people at the heart of an operation also helps. Chief executives will by nature usually have a strong personality, and if something has been achieved once, a good leader can show the way using experience gained on, or the success of, previous projects. Therefore, if a team that can work together is in place, there should be no reason why experience gained elsewhere cannot be applied here on the Kuala Lumpur-Singapore high speed rail or the Mindanao project in the Philippines. Jeremy: Whether you’re in Bangkok or Beijing, you want your project to be delivered on time and on budget, and to be safe and reliable during operations. So, when you have examples of that kind of success, I think it’s natural to want to know why and how that is happening, and try and replicate it. You will always have visionaries and a second group that refines it, Crossrail clearly have that visionary leadership, and I firmly believe that others can learn and benefit from the lessons it has learned, while building on that solid foundation. If a successful process can be followed, which countries in Asia Pacific are best placed to take advantage of that?
Mike: If you look at Australia, Malaysia, Singapore, and Hong Kong, the big advantage is that a lot of their rail standards are fully evolved and adopted. I would say that the railways in these countries have been built to early Victorian era standards, so they are very keen to adopt the new standard and practices because of that synergy. Jeremy: And that consideration does make countries in the region think about how they will decide on operating costs from the point of view of running a railway for hundred or more years. Crossrail took that long view and other entities here can now consider taking more a holistic view for a longer lifecycle. Here at SITCE there’s a lot of talk about whole life cost, which I believe lends itself to a Crossrail like approach, where the accumulation of data can assist the supply chain beyond construction and into operations. What projects are Bentley currently working on in the region? Mike: In terms of projects we’re involved with here in Singapore, we’re working with SMRT on its maintenance software, which came after they adopted software they saw at Network Rail in the UK.
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Rail solutions for the daily commute Moving high volumes of commuters every day is a huge pressure on city authorities across Asia. This article looks at features and considerations for three urban mobility solutions
Rail system technology selection hree major considerations when choosing any rail system are capacity, cost and time to build. Metro systems provide the highest capacity, moving more than 50,000 passengers per hour per direction (pphpd) on a single line. Monorail typically provides capacity up to 40,000 pphpd and APM’s have a similar capacity range to monorail. Metro is typically installed underground which requires greater investment because of the high cost of tunnelling. Tunnelling also requires more construction time than building an elevated system. Of course metro systems can be elevated but they will need a larger guideway structure which requires higher investment than monorail beams. A monorail guideway can be constructed much faster than an elevated metro or other elevated rail systems because the beams can be fabricated off site. Monorail has an outstanding iconic look and its noise level is low because of use of rubber-tired technology. Monorail can negotiate smaller curves which enable it to go around existing buildings easily. Those urban-fit features can make monorail a good choice of technology for those cities requiring an elevated solution. APM systems have a similar capacity range to monorail. APM also uses rubbertire technology and it can negotiate even smaller curves. A key difference is that the civil structure of an APM’s guideway is larger than a monorail’s guideway. APM’s were first implemented in the 1970s in airports but they are also a credible choice for urban transit with their high reliability and availability. Bombardier has installed two urban BOMBARDIER INNOVIA APM systems in Asia as well as various airport systems. The first urban installation was in Singapore serving as a feeder line in the Chua Chu Kang and Bukit Panjang districts, connecting to rapid transit stations, bus interchanges, local recreational facilities, commercial complexes and schools. The second urban APM system is installed in Guangzhou, China, where it provides quick Rail Professional
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connections between the underground metro network and the Tianhe business and trade area. Since the APM operates on an exclusive guideway, unhampered by automobiles and pedestrian traffic, passengers arrive punctually at their destination. For medium to high capacity transit requirements installed quickly without tunnelling costs, monorail is a good choice. It can also enhance the appeal of the city. For very high capacity, an underground metro is undoubtedly the best solution. An elevated metro system would help to reduce construction costs but noise and aesthetics would need to be considered by the city to ensure that local residents are not adversely affected. For highest capacity and larger budgets that can afford tunnelling, go for metro. For medium to high capacity, choose a monorail. Care must be always be taken to construct lines that have enough capacity to meet long-term demand. ‘Technology and innovation provide the keys to solving the capacity challenge in cities’, says Emma Brett, from rail technology leader, Bombardier Transportation. In recent years, the company has substantially invested in developing innovative solutions for urban mobility. Results include a mass transit Monorail system, an Automated People Mover (APM) system suited to urban applications as well as a new high capacity Metro platform. Integrating these trains with the latest driverless signalling technology as part of a rail system enables the full capacity and efficiency of the railway to be realized. High capacity for growing cities With more than 7,000 metro cars in operation all over the world, you could wonder why Bombardier has invested in another metro product platform. However, the world’s enthusiasm for metro systems is continuing to grow and this can be attributed to growing urban populations and national public transport investment programmes that fund mass transit projects. According to the UITP, by late 2014, there were 157 cities with metro systems across the world, with 53 added since 2000 and in 2016, some 2,710 kilometres of metro lines are under construction. This trend for metros is expected to continue, especially in Asia. As an example, the government of India is encouraging cities of over two million citizens to develop mass transit systems. This translates into a healthy market for approximately 3,000 metro cars in the next five years for India alone. Metro networks are unrivalled in terms of high capacity and convenience. Bombardier metros are renowned all over the world for their appealing designs, attractive lighting concepts, safety features and spacious interiors as demonstrated in London, Singapore and Delhi: The BOMBARDIER MOVIA Maxx high capacity metro is no exception. This new modular
and flexible metro platform was recently launched to the global rail industry at the InnoTrans 2016 trade fair in Berlin and is designed to meet high ridership demand. The affordability of a metro system is, more than ever, a vital precondition. Low lifecycle costs are part of the MOVIA Maxx metro’s appeal with consideration given to best value for money in terms of passenger capacity, acquisition costs, energy consumption, reliability and availability. Large passenger loads are this metro’s key strength. Capacity is up to 374 passengers per car, that’s almost 3,000 passengers per eight-car train. A scalable car body design concept enables this train to be easily adapted to system infrastructure without extensive reengineering. Fast and efficient connectivity is essential for speeding up journey times for passengers. Up to four wide doors per side improve dwell time at stations. Proven energy efficient propulsion technology enables rapid acceleration and deceleration for fast journey times. The MOVIA Maxx metro is a robust solution designed to revolutionise commuting in Asia’s cities and meeting the need for people to travel around their cities quickly, efficiently and comfortably. Trend for driverless Southeast Asia has played, and continues to play, an important role in adopting driverless transit systems. For example, capital cities Singapore and Kuala Lumpur are in the world’s top 10 cities in terms of the most kilometers of automated rail systems in urban applications. Driverless systems are possible due to the automation of three key sub-systems:
Train Protection, Train Operation and Train Control. Driverless technology improves the efficiency of the operating railway, reduces energy consumption, provides economic benefits and increases passenger safety by removing the risk of human error. In a fully-automated driverless transit system, the entire rail system is automatically controlled by the train control system at all times meaning that no drivers or onboard attendants are required for train operation. Bombardier’s CITYFLO 650 communication based train control (CBTC) system is proven technology for a fully automatic, driverless rail system. It is already installed on rail systems in Asia and across the world. Driverless technology is one urban innovation that is reaching a new level of maturity and it is now seen as the most practical choice for today’s urban mass transit systems. In operation in more than 25 of the world’s major cities, and installed as an essential element of many metro, monorail and APM systems, the public are now used to their daily commute on automatic trains that run incident-free day in and day out. Jayaram Naidu, Head of South East Asia Sales & Marketing, Bombardier Transportation Rail Professional
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Cyber secure ticketing As people become increasingly mobile, agile and connected, Internet-based crimes are on the rise and identity has become a very lucrative target
raudsters capitalize on identity information hidden just behind security breaches which has resulted in an increasing number of attacks in the recent years. According to the latest Price Waterhouse Cooper reports, the number of security incidents increased by 34 per cent from 2013 to 2014 and by 38 per cent from 2014 to 2015. What this means for ticketing Fare collection systems have been facing tremendous changes from paper tickets to magnetic tickets, from smart tokens to smart tickets and cards and from cash handling to cashless payments. Banks provide new contactless features on their bank cards, and the fare collection industry is now moving towards processing payment directly at gates and validators, without the intermediate fare purchase step. It means seamless trips without queuing for a ticket. It means straight access to the turnstiles without looking for a specific media, but just using the bank card or the smart phone. It is also means more flexibility for the transport operator with centralized processing for payment, trip reconstruction, fare policy setup, etc. Technically, it means moving from a cardcentric system where the fare products
are in the transit cards to a back office centric system where the fare products are centralized in a back-office system, duly connected to gates and validators in every station and every bus or tram. This move creates major changes as far as privacy, compliance to standards and of course security is concerned. Key areas at stake The migration from a legacy card-centric
What are the new threats? An account based ticketing system is a centralized system, relying on large communication networks and new interfaces like an online ticket office. This can lure the sort of people who enjoy interfering with fare collection systems and see causing security issues as a challenge. It can also attract cyber criminals interested in making money from the sale of customer’s personal data.
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system towards the back-office system, also called Account Based Ticketing, makes ticketing systems subject to more cyber-attacks, and changes the standard, specification and regulatory landscape. Current legacy ticketing specifications such as Calypso, UK ITSO, VDV Core Application, Dutch SDOA will be impacted. Data anonymization and encryption operations will be added to the transactions. Web Customer Portal Account Based Ticketing requires to authenticate securely the customers and to protect their data during the exchanges and storages.
A typical scenario Pharming – a fake website where the customer is invited to give his personal data to enter his account remote access trojans – where criminals take advantage of high-profile security breaches to get in touch with individuals and trick them into installing remote access trojans cross-site scripting – where criminals use client-side code injection to execute malicious
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Personal Data protection is ruled by local laws and each country has its own privacy rules. In addition, some laws, such as those in European countries, protect citizen data even if they are outside their territory. Cryptography Cryptography can be used to create trusted digital credentials to strongly authenticate users, devices and applications. It can also render data unreadable by only allowing access to authorized, dedicated users. Where other security technologies such as anti-virus, firewalls and monitoring systems protect data indirectly by protecting the IT infrastructure, cryptography, and in particular encryption, goes deeper and protects the data itself within the data centre, within the cloud and everywhere in between.
scripts into a public transport agency website. The attacker exploits vulnerabilities within the website or web application as a vehicle to deliver a malicious script to the victimâ€™s browser. Targeted attack A targeted attack is often more damaging. It is specifically tailored to attack a dedicated system with the most popular being a technique called spear-phishing. This is where the attacker sends an email to a targeted individual that contains an attachment with malicious software, or a link that downloads malicious software. An attack on a rail service would be a DDOS (distributed denial of service) with the aim of creating revenue loss or safety issues. For example, all access gates being blocked at peak time in the most crowded station. Security tips First, it is a question of design. At any step of the development, state of the art design rules must be applied. Applications and programming interfaces (APIs) shall be designed, developed, deployed, and tested in accordance with leading industry standards (e.g., OWASP for web applications) and adhere to applicable legal, statutory, or regulatory compliance obligations. Web applications enable new avenues of attacks by making use of complex, asynchronous client side-scripts, and by combining services across domains. It is far more effective to test web applications through end-to-end checks, rather than through various intermediate checks. Secure the network by managing passwords, securing privileged access, ciphering the exchanges, and tracing connections. Key management and key usage should be separated duties. Keys should not be stored in the cloud but maintained by the cloud
Most transport companies are simply waiting for the their MiFare systems to expire before replacing them. In many cases, they have already selected a new type of smartcard, implemented a new data layout and are ready to deploy their new system in case they detect a massive attack consumer or trusted key management provider. Financial data protection Fare collection systems need to be PCI-DSS certified to accept contactless bank cards as fare media. It is recommended to limit the scope of the audit by using anonymization technics (tokenization) and encryption methods. This would minimize costs, effort and risk.
Cloud security Cloud access security brokers (CASBs) are placed between cloud service consumers and cloud service providers to combine and interject client security policies as the cloud-based resources are accessed. CASBs consolidate multiple types of security policy enforcement including authentication, single sign on, authorization, credential mapping, device profiling and encryption. Applied individually or together, these techniques provide solutions for many of the major threats to cloud security. At the heart of any system that relies on the use of cryptography is the topic of key management â€“ the processes for protecting, administering and controlling the use of cryptographic keys. Suitable business model In 2008 the most popular MiFare Classic chip was hacked. Today, millions of MiFare Classic cards are in use in bus and metro systems across the world. Most transport companies are simply waiting for the their MiFare systems to expire before replacing them. In many cases, they have already selected a new type of smartcard, implemented a new data layout and are ready to deploy their new system in case they detect a massive attack. This example shows that investments in security are usually always aligned with risk mitigation. Privacy rules are becoming stricter, however, with possible high penalties, applicable standards are more and more costly and cyber-attacks are rising. Conclusion It is time to reassess the importance of cyber security, analyse the risks, the costs and the benefits and decide on where to invest. There is no zero-risk system, but cyber insurances can offer protection against security failures or privacy breaches by combatting the ever-evolving nature of cyberattacks. Etienne Chevreau - Thales Rail Professional
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Fire safety advantages of composite technology Construction design and technology is constantly developing within the rail industry resulting in lighter and therefore faster, more efficient trains, with greater capacity. With passenger numbers at an all-time high, train safety is paramount and composite materials can play a significant part in the safety solution
range of composite materials have been designed to meet these safety standards, indeed exceeding fire, smoke and toxicity requirements, while providing design and build advantages, such as weight savings and higher strength. As population densities continue to increase within urban centres, the use of mass transit is on the rise. To cater for this, cities are incorporating underground and elevated tracks into rail designs, and trains are becoming larger and progressively more automated. The use of driverless and conductor-less trains has potential for efficiency benefits however poses an increased risk to fire and vandals. Usage of elevated and underground tracks provide significant advantages for cities however unfortunately impede passenger time taken to escape in an emergency. These factors
cement the importance of why fire resistant materials capable of preventing toxic fumes and dense smoke are paramount in ensuring passenger safety. Improving fire safety is not a new concept and its significance has not diminished over time; however, the materials used to meet fire, smoke and toxicity requirements have advanced. Composite materials have moved into the spotlight replacing steel and aluminium. With a range developed to exceed requirements and provide light weight solutions in place of historically used steel and aluminium, trains are provided with significant weight savings and strength benefits. Increased strength, less weight Composite materials offer manufacturers within the rail market significant advantages over traditional materials. Composite
materials offer high mechanical stiffness and strength properties, allowing for greater durability, effectively reducing maintenance and operating costs. Significant weight savings in comparison to traditional metal products allow for faster speed and acceleration, fuel consumption advantages and the potential to increase passenger capacity. Passenger comfort can also be improved with composite materials offering architectural flexibility allowing for spacious and aesthetically pleasing interior designs. The same principle can be applied to the exterior enabling greater design freedom to provide performance benefits through improved aerodynamics. Passenger safety can also be improved with suitable composite materials benchmarked against the most stringent fire and fumes standards. As an established supplier of composite materials for interior and structural
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aerospace applications, Gurit has leveraged its experience in other applications to develop a proven range of prepreg systems and structural core materials. Ideally suited to manufacture weight-optimised laminate structures, sandwich or crushed-core components that exceed the customers’ performance criteria and the most stringent safety requirements of the global rail market. The company’s range of materials designed for the rail industry have been developed to provide manufacturers with favourable mechanical properties while the chemical features of the material provides assurance that relevant fire safety requirements are met. Gurit’s range of core materials has been designed to withstand high temperature chemical reactions up to 150°C/300°F and offer outstanding fatigue properties, chemical resistance, good adhesion and mechanical properties. Similarly, Gurit’s range of phenolic and epoxy prepregs offer short burn lengths, lowest smoke densities and smoke toxicities, and very low heat release values. The epoxy and phenolic prepregs offer an excellent balance between fire retardation and mechanical performance, meeting the most stringent passenger safety requirements, including fire and fumes regulation EN45545. Specific equipment The Gurit G-PET FR is a highly versatile core material with a good balance of mechanical properties, temperature resistance,
density and cost, enabling an economical use for a wide range of applications and processes. G-PET FR has been developed to meet the growing demand for structural core materials with excellent fire, smoke and toxicity properties; while, achieving significant weight saving advantages over traditionally used steel and aluminium. For manufacturers this enables lighter trains capable of travelling and accelerating faster and more efficiently without any compromise in strength or fire resistance. G-PET FR is available in a range of various densities and suited to a number of processing techniques making it suitable for a wide range of applications. The range is available in standard sheet sizes, benchmarked to meet relevant density, strength and shear standards. Gurit’s range of epoxy and phenolic prepregs have been designed to complement the mechanical and chemical advantages provided by the G-PET FR range. Gurit’s phenolic prepreg, PH 840 was developed for use in global rail applications where manufacturers require strong mechanical properties combined with ultimate fire retardation. Similarly, Gurit’s range of fire
resistant epoxies provide manufacturers strong mechanical properties while exhibiting good flame spreading properties, allowing for greater use within structural components such as flooring panels. With a range of processing techniques available for both resins, manufacturers are able to achieve high performance; minimum weight laminates with excellent fire and chemical resistance. Overall benefits Benefits of composite materials have been proven and traction continues to grow within the global rail market as manufacturers continue to realise the benefits of composite materials. Over traditional steel and aluminium materials, composites offer significant weight savings enabling trains to travel and accelerate faster, hold more passengers and operate more efficiently. Fire safety advantages have been developed, meeting regulations and maintaining a weight advantage traditional products cannot match. Contact Tanja Moehler firstname.lastname@example.org www.gurit.com Rail Professional
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Modern axle counters The Western Dedicated Freight corridor DFC is one of India’s most important and prestigious railway undertakings for decades
t is a freight corridor under construction by Indian Railways, which will connect the national and the commercial capital of India – Delhi and Mumbai – over a distance of approximately 1,500 kilometres. One of the biggest rolling stock firms in the world, Hitachi, has selected Frauscher to supply its axle counters as a part of the integrated signalling solution for the Western Dedicated Freight Corridor project. The company will be contributing to the DFC’s infrastructure by delivering its latest axle counter generation, the Frauscher Advanced Counter FAdC. More than 6,500 detection points will be set across 31 stations and 140 outdoor location huts. Besides delivering products for immediate installation, Frauscher ensures the supply of spare parts for commissioning and maintenance as well as direct support for all engineers who are involved. Establishing a joint venture with Hitachi: Frauscher Rail Signalling Systems In order to support Hitachi to the best extent and to fulfil all projects requirements Frauscher and Hitachi have established a joint venture company called Frauscher Rail Signalling Systems India Private Limited. The shares are divided to Hitachi, Japan as well as to Frauscher India, who holds controlling interest. Michael Thiel, CEO Frauscher Sensor Technology, is looking forward to this collaboration. He believes that establishing a joint venture company is the correct approach to address the Western DFC
project: ‘Hitachi is definitely a perfect partner. Together we will be able to meet the high expectation of Indian Railways by providing them with state-of-the-art technology for this important and breakthrough project. After the project is completed we can secure a dedicated long term maintenance support.’ For Alok Sinha, Managing Director Frauscher Sensor Technology India, the Western DFC is another example for Frauscher’s global recipe of success: ‘Frauscher is proud to support Hitachi
with specific know-how to fulfil their customer requirements in the most efficient way. This also establishes the flexibility of our business model to adapt to each customer’s requirements with remarkable solutions. This project will also play an important role in fulfilling our aspiration to be the market leader in India as an independent solution provider for train tracking, axle counting and wheel detection. Together with our existing achievements this distinctly demonstrates that Frauscher is the preferred partner for railway signalling projects within and beyond the Indian subcontinent.’ Frauscher Rail Signalling Systems will handle all activities related to the Western DFC project, which is planned to be implemented during the next successive years. It is already executing the STP5 project – a part of the Western DFC – which will cover the 915 kilometre distance between Rewari, Haryana and Vadodara, Gujarat. Local knowledge ensures constant growth Only three years after foundation, Frauscher India is providing customers throughout the South East Asian railway market with support from their head office in Bangalore, further representations in Delhi, Bangladesh as well as Malaysia. In numerous projects and meetings Frauscher experts on-site
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identified special local requirements which are met by adopting existing products or by developing new equipment. Its own production plant in Mysore ensures that all relevant standardisations are met. This makes Frauscher India a reliable and competent partner for railway signalling projects throughout the whole region. So far the Austrian based companyâ€™s subsidiary carried out significant projects within the metro segment, such as the Delhi
Metro Line 8, Kochi Metro, Navi Mumbai or the Skypark Project in Malysia. In their first mainline project Frauscher India will equip tracks of Indian Railways with ACS2000 and Wheel Sensors RSR180. Services provided by Frauscher include project design, manufacturing and supply of products as well as supervision of the installation works. Email: email@example.com Visit: www.frauscher.in/
So far the Austrian based companyâ€™s subsidiary carried out significant projects within the metro segment, such as the Delhi Metro Line 8, Kochi Metro, Navi Mumbai or the Skypark Project in Malysia. In their first mainline project Frauscher India will equip tracks of Indian Railways with ACS2000 and Wheel Sensors RSR180
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Integrated operational control centres Half of the Earthâ€™s current population of 7 billion lives in towns and cities. Such high concentrations of people pose many challenges to transit agencies
ntegration at Operational Control Centre offers solutions for efficient citywide mobility management in a more and more complex environment. By 2050, according to UN forecasts, the global population will have reached 9 billion and 70 per cent of that number will live in cities. By investing in and developing transport and security infrastructure in a sustainable fashion, any city can improve their citizenâ€™s quality of life, and become a leading global destination for business and leisure. Transit agencies are now facing two major challenges: the necessity for greater accountability and operational efficiency in moving people, on the one hand; the quality of services of their passengers, on the other. This has gradually generated the need for an increased level of information sharing and coordination among operational stakeholders of different areas (train supervision, traction power, fixed asset management, security), while operational requirements are more stringent.
opportunities for policymakers and operators. Connected assets and the emergence of next generation technology should enable fully open and interoperable city-wide systems that provide an urban environment where citizens can travel easily using private or public transport, in cities where they feel safer, in an eco-friendlier environment. Bringing city integration to the next stage means delivering even greater synergies by leveraging concepts such as interoperability, connectivity, and the widespread availability of data. The ability to harness the power of data through advances in data mining and closed integration shall allow operators and administrators to better plan, operationally and strategically, for the future development of the city. Integration enables closer operation and cooperation between not only the individual road transport systems but also rail, tram, bus, parking and other service operators for multi-modal transport. Interoperable systems often materialize through a centralized
Based on 40 years of experience in transport and security, Thales aims to pull together all the systems used to manage city operations through its smart mobility platforms. The company provides an expanding range of operational and passenger services, aiming to enhance the performance and safety of transit networks.
operational control centre, which is made not only to supervise and manage the in-city mobility mode but also to prioritize public transport and, in specific cases, emergency services against high carbon emission vehicles.
Smart mobility The range of technology solutions available today addresses the entire need for a city-wide mobility management. But they can only be effective when combined together to ensure the success of smart city planning and a smart mobility policy. Recent advances in technology that interconnect urban systems open up new Rail Professional
Data flow and cyber security The Operational Control centre (OCC) is at the heart of any transportation system. It is the place where all the information is gathered and distributed from. Millions of passengers, riding hundreds of trains, trams or buses, supported by thousands of staff rely for their safety, security and punctuality on an efficient OCC management. In case of crisis, the OCC becomes the place where decisions are made. All collected information can be filtered
and distributed to local authorities, operators, or citizens alike, through automatically generated dashboards that include global indicators, such as air quality, emissions, as well as quantifying subjective improvements such as traffic fluidity using average journey times and traffic density. Nevertheless, cyber-attacks are an increasing reality. The damage that cyber events can pose to an operatorâ€™s profits, reputation, competitive position and even operational ability is potentially vast. A comprehensible cyber protection strategy shall be built along with the implementation of any large critical IT-based system. Along with its integrated OCC suite, Thales offers its unique expertise in cyber security to preserve the key assets of the transit agencies. Functional coordination and decision aid Integration enables the implementation of advanced functions between subsystems improving the overall flow of operation procedures and reducing the interactions of the operational staff. An integrated OCC facilitates the implementation of an ever larger number of processes underlying the activity of people in more complex organization. Operators can focus on new missions to improve the quality of services to passengers. Automation of routine jobs and coordination of functions discharges operators during normal operation. They can focus on anticipation of events and incident management. Early detection through video analytics and machine learning favours reactions efficiently and in a timely manner to neutralize potential threats to avoid situations that may lead to more severe accidents. Operators are guided in the resolution through predefined computer aided procedures. Incidents are solved faster, which increases passenger security and satisfaction. The operation becomes more resilient as it becomes less subject to human factors. Advanced ergonomics An integrated OCC also means ease of use and advanced ergonomics. Operators are no more confused by the variety of devices, such as keyboards or human machine interfaces. One mouse and one keyboard are sufficient to operate any subsystem. The look-and-feel is harmonized between the subsystems. Generic operator positions allow flexibility in dimensioning the number of operators according to context. For instance, several roles can be grouped into one or a few
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operator positions during non-peak hours. A single login is also sufficient for all operations following best practice access management. The rights are granted depending on the operatorsâ€™ profile. Thanks to browser/client architecture, operators and maintainers are also able to gain access via their mobile devices. Passenger benefits Passengers benefit from real time accurate information on waiting times at the platform, or through their personal connected devices. Thanks to the direct communication channel between the operation and passenger information systems, any delay or change is communicated immediately, without any operator intervention. All data collected at the OCC is structured and published for processing from multiple business applications. Service quality is
exponentially enhanced through real time and intuitive analysis of the network. Key performance indicators are provided to operators to complete the picture of the overall health of the system, as well as the actual journey patterns and crowd movements in certain stations. Big data add-ons also take the strain off reporting and make analysing and designing new operational processes much easier. This also offers genuine decision making tools for any transit agency to better plan train services and dispatch staff according the number of passengers being served. On top of that it can also improve the organization of a marketing campaign and a review of fare policy to attract new passengers. A final bonus is asset condition monitoring, which improves the maintenance of the railway. The solution constantly monitors the performance of key
infrastructure assets, raises alerts and alarms when equipment is trending towards failure, enabling corrective action to be taken to avoid any service disruption. Risk of delay is mitigated thanks to prediction of fault. An integrated OCC significantly improves the availability and the reliability of the service. Combined with a predictive maintenance module, it gives infrastructure managers the opportunity to plan timely recovery actions before a complete failure causes disruption to travelling. About Thales Thales is a global technology leader in the Aerospace, Transport, Defense and Security markets. With 62,000 employees in 56 countries, including 22,000 researchers, Thales has a unique capability to design and deploy equipment, systems and services to meet the most complex mission-critical requirements. With a proven track record spanning more than 40 years in the rail industry, a detailed understanding of its customersâ€™ activities and a broad portfolio of solutions and credentials, Thales has the expertise to meet the concerns of city authorities, with a particular focus on mobility. Tel: +33 1 57 77 91 60 Email: firstname.lastname@example.org Visit: www.thalesgroup.com
Times House, Bravingtons Walk, Regent Quarter London N1 9AW. Tel: +44 (0) 7042 9961 email@example.com www.rmf.co.uk
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Ensuring reliability and quality TomĂĄĹĄ Hantek, international application manager for railway at Dormer Pramet, discusses the measures a company can take to meet consistently high standards
ailway wheels and rails are the most important components in any rail operation, as they represent the interface between vehicle and track. Therefore, both rail and wheel surfaces must always be of the highest quality. Any roughness or irregularity in surface quality can create undesirable forces, friction, vibrations and wear, developing unwanted effects on the vehicle and infrastructure. In the case of passenger vehicles, this can influence not only the comfort of the occupants, but also their safety. As an established partner to the rail industry in many locations around the world, Dormer Pramet supports the manufacture and re-profiling of wheels, as well as machining of axles, chassis, rail profiles and renovation, switches, base plates, mounted axles, junctions and other rolling stock components. With any contact between the vehicle
wheels and rail surfaces, the materials must be strong enough to resist the normal (vertical) forces exerted by regular and heavy loads. The forces in the contact zone must be low enough to allow heavy loads to move at speed with little resistance and also large enough to generate acceleration, braking, and guidance of vehicles. Rail treatment The most common mechanical noise from a train is generated between the wheel and rail contact. These vibrations are transmitted through the ground and can even be felt in nearby buildings. To combat against this constant force between track and vehicle, there is a need to make sure the rail remains in a good condition. There are several reasons for Rail Professional
rail treatment, but primarily it is an issue of operational safety. With the mechanical stresses in wheel and rail contact, cracks can appear on the surface of the rail. These have to be removed quickly before they spread and destroy the track area. A regular assessment of the rail profile is important for limiting damage to the track and rolling stock. Also, another objective is to enable modern high speed trains to use existing lines, while maintaining reliability and safety standards. Rail treatment can be performed in several ways. The most time-consuming involves the use of track relaying machines, which replace old rails with new. It is also possible to subject
the existing rails to grinding operation, however, the disadvantage with this is that it offers a small depth of cut and can create sparks, presenting a potential fire hazard. However, an alternative option is dynamic rail milling. The re-profiling of a railway line without removing the tracks represents significant time and financial savings. It is therefore no surprise that dynamic milling of rails has become one of the most popular methods. But this mobile application requires specialised equipment to achieve optimum results. Dynamic milling can be performed by specially designed trains, operating at a constant speed of 700 meters per hour. Rails made of R350HT steel have good abrasion resistance, with a hardness of between 900 and 1,200 MPa. Sometimes the passage of trains results in the rail head being hardened up to 1,500 MPa. To re-profile the rails, two milling units are used. The first roughens the surface, the second one finishes it, and the two units act on both rails simultaneously. The final rail profile and high quality surface finish are ensured by the grinding units, while metal chips produced during
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be changed it is only necessary to replace two out of the eleven inserts in each cassette. Railway wheels As well as re-profiling of rails, Dormer Pramet has experience in the machining of railway wheels, and is constantly looking to meet customersâ€™ requirements for reliability and productivity. Similar to rails, railway wheels have to be treated regularly. It helps to improve running behaviour, noise level and safety. Machining of railway wheels also requires specific technology based on the principle of copy forming with a round cutting edge. One of the main challenges is to determine the optimum chip thickness and heat distribution. By cooperating with manufacturers around the world with a combined annual production of more than eight million wheels, Dormer Pramet is close at hand to provide technical support and expertise in this area.
milling are transferred to a nearby container, making sure no debris or swarf is left on the track. Safety It is standard practice that during the reprofiling of rails, insert indexing due to wear is done on board the train performing the milling. To reduce down time, operators often change the whole milling cutter, and to do this, they must leave the train. However, renovation of railway infrastructure is usually done at night when there is less traffic. To improve safety, it is advisable to avoid changing the cutter during a shift, especially at night. The normal distance covered when milling during a standard shift is between 3,000 and 3,500 metres. Dormer Prametâ€™s rail milling inserts and cutters have a durability of more than
3,700 metres, meaning staff can stay on the train for the whole shift. Our range for the rail industry includes disk mills, cartridges and indexable inserts for dynamic rail milling. Prametâ€™s rail milling cutters, for example, have a diameter of 600mm, a cutting speed of between 220 and 280m/min, and each cutting tooth can deal with between 3.5 - 5mm of rail length, cutting to a depth of between 0.5 and 1.5mm. A variety of universal and removable cassettes are also available, with each consisting of a casing which is identical for left and right hand rails, supporting both roughing and finishing applications. These cassettes are also used for different rail profiles: the AHC (Anti-Head-Check, for rails used by trains operating at speeds up to 160 km/h) and the UIC 60E2 profile for high speed lines. When the profile needs to
Future development A continuous dialogue over many years between ourselves, manufacturers and suppliers ensures Dormer Pramet is ideally placed to meet growing industry demands for quality and reliability. While the company already has a large number of products in this segment, more are added to its assortment every year. However, before being released to the market, all its new tools must meet a strict list of key requirements. This includes the ability to offer reliability in the cutting process, longevity and productivity for the customer, optimum chip fractionation, dimensional accuracy and stability and high surface quality. Only when these features are guaranteed, will Dormer Pramet offer them to manufacturers, ensuring continuous development for the railway sector as a whole for years to come. Tel: 00 44 1246 571338 E-mail: firstname.lastname@example.org Visit:www.dormerpramet.com Rail Professional
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Speed sensors for heavyduty applications In today’s rail infrastructure, speed sensor failures are frequent and are mainly due to the extremely harsh operating conditions encountered in rail vehicles. However, there are high performance safety critical speed and direction sensors that are designed for heavyduty applications such as this
eliable speed sensors are vital for providing high-quality dependable signals to on-train systems allowing early detection of faults, resulting in better control of asset utilisation and maintenance scheduling. A reliable solution Designed for high reliability and to operate in harsh rail environments, Rowe Hankins’ safety critical multi-channel sensors are robust in design and have a long life expectancy, resulting in a cost effective solution for speed and direction measurement. In the UK, the company’s speed sensors have proven a reliable solution for world leading train companies, including the London Underground, Alstom, Bombardier and Siemens. For most applications the speed sensors are designed to work against a ferromagnetic steel target wheel by using hall effect sensor technology. However, sensors can also be designed for magnetic target wheels with alternating north and south poles. Magnetic speed sensor technology is developing at a rapid pace. Comprising of a permanent magnet and hall elements that scan a ferromagnetic target wheel, speed is measured by the magnetic field in the sensor, which changes due the rotating tooth wheel and modulation of the hall voltage. Custom-made to meet requirements The speed sensor can have single, dual or multiple output channels, of which specific channels can be isolated to be powered from a different power supply. Single channel sensors generally benefit older rolling stock vehicles with traction control systems. Dual channel sensors are mainly used in network management; it provides improved brake and traction control, direction sensing and protection against redundancy in case of signal failure. Output channel drive circuits are Rail Professional
available as open collector, supply tracking, push-pull or 2 wire. Speed sensors can be mounted directly onto the bogie, usually one sensor per bogie, or can be located on the motor drive. This is to either sense the speed of the axial or the speed of the motor. The company’s engineers are experts in speed sensor technology and its applications and can provide bespoke speed sensing solutions. Speed sensors are capable of
measuring from 0 to 20 kHz and are reverse supply voltage protected. Various terminal connection or connectors can be selected to meet customer requirements and relevant fire and smoke certification. Customer first approach Rowe Hankins is recognised globally as a specialist in the design and manufacture of components used within safety critical systems, and the worldwide distribution of electromechanical products for railways. The customer first approach and its belief that anything is possible has kept it relevant in the rail industry for the last 30 years. The company now employs more than 50 members of staff in various roles, including production engineers, research & development, sales, admin, marketing, electromechanical service and repair, with sales outlets both in the UK and also overseas in France, China and America. Today, its products are making vast improvements to the rail industry, not only making safety cheaper but more efficient, reliable and attainable. The company continues to invest in new rail technologies
and is currently carrying out extensive research and development to ensure its speed sensor solutions respond to the demand for rail technology which both increases utilisation and improves safety. Global and regional position Rowe Hankins provides innovative ontrain and trackside safety products and components to the world’s railways. Manufactured products include speed sensors, current monitoring products, intelligent wheel flange lubrication and earth leakage detection units. Globally, Rowe Hankins has a significant presence, a strong track record and established history, and it feels it is an exciting time to enter the Asia Pacific market. Tel: +44 (0)161 7653005 Email: Deborah.Wilkinson@rowehankins.com Visit: http://www.rowehankins.com
Protect your infrastructure and avoid accidents FLIR Systems offers thermal imaging cameras for obstacle detection in a public transport environment. They do not need light to operate, but use the thermal energy emitted from obstacles. This enables them to detect vehicles on level crossings, or
Thermal imaging cameras can detect people walking on the tracks and trigger a message on a VMS panel in order to alert the tram driver of a potential dangerous situation
people on tracks in the darkest of nights, over a long range and in the most difficult weather conditions. Via detection outputs or via TCP/IP, a warning signal can be transmitted to a railway operations center so that appropriate measures can be taken and accidents avoided. Vehicle detection at a level crossing
F o r m o r e inF o r m at i o n: F l ir . c o m .hk / t d hr a il Images for illustrative purposes only.
Broad range of DC/DC converters that meet the stringent requirements for mobile and stationary railway application in accordance to EN50155.
Reliable. Available. Now.