THE BUSINESS MAGAZINE FOR RAIL
Issue 02 June 2016
The race is on for high-speed rail
LIGHT RAIL AND METRO Asia’s homegrown maglev pioneer
PEOPLE IN RAIL Singapore’s first chartered rail engineers
RAIL PROJECTS IN ASIA Exciting time for new rail projects
Issue 02 June 2016
THE BUSINESS MAGAZINE FOR RAIL
The race is on for high-speed rail
LIGHT RAIL AND METRO Asia’s homegrown maglev pioneer
PEOPLE IN RAIL Singapore’s first chartered rail engineers
RAIL PROJECTS IN ASIA Exciting time for new rail projects
PUBLISHER RAIL PROFESSIONAL (SOUTH EAST ASIA) LIMITED Hallmark House, Downham Road, Ramsden Heath, Essex CM11 1PU Tel: +44 (0)1268 711811 EDITORIAL EDITOR WANITCHA SUMANAT firstname.lastname@example.org ADVERTISING CHRISTIAN WILES email@example.com BEN WARING firstname.lastname@example.org ELLIOTT GATES email@example.com HANNAH CARRATT firstname.lastname@example.org ADMINISTRATION CHERIE NUGENT email@example.com LISA ETHERINGTON firstname.lastname@example.org JODI PRESSWELL email@example.com DESIGN & PRODUCTION MILES JOHNSTONE firstname.lastname@example.org 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.
n recent weeks, we’ve seen Singapore and Malaysia leading the way in infrastructure technology upgrades and development, especially with the Kuala Lumpur – Singapore high-speed rail project. The rapid growth of population and the preparations for the free movement of the workforce in the near future in Southeast Asia encourages governments in the region to prioritize rail transport infrastructure in particular. It is an exciting time for both countries, and also for the region. The battle among major Asian train makers from Japan, China and South Korea to win this project is heating up. Rail Professional – Asia Pacific speaks with the train makers, discusses their technologies, and also touches on who is pulling ahead in the race and why. Asia is experiencing rapid growth of economies and urbanization, and each city needs to develop their transport services. Rail is an effective way to deliver reliable, readily available mass transit to a large number of people. High-speed rail technology, which is our main focus for this issue, suits longer city-to-city journeys and can compete against air travel. In Thailand, although both high-speed rail projects — the Bangkok-Nong Khai route and the Bangkok-Chiang Mai route — are delayed, the Bangkok-Hua Hin highspeed rail project and the Bangkok-Rayong high-speed rail project have already been given the go ahead. Indonesia has delayed its Jakarta-Bandung high-speed rail project for further environmental study, but the project remains on track. Meanwhile, in India the Mumbai-Ahmedabad high-speed rail project is already in place with the country having more plans for high-speed rail from New Delhi to other major cities. In this issue, PwC details upcoming rail projects in Asia and how to deliver them effectively. They cover all the markets in Asia where PwC has assisted in planning, managing, and delivering large scale railway and transportation projects. We also touch on German-born maglev and China’s home-grown maglev, both whilst independent share a common factor — sophisticated and advanced technology. We talk to Dr. Norman Frisch from Huawei about the importance of high-speed rail in Asia as a whole. And we thank SMRT for sharing a story about their first chartered rail engineers with us. Special thanks go to the National Institute of Advanced Industrial Science and Technology (AIST) in Japan and Hitachi (Japan) for sharing details on their high-speed rail technology. Before turning to the next page, please remember that for our next issue Rail Professional – Asia Pacific will welcome the submission of any editorial featuring technologies and developments in the fields of electrification, signalling, geotechnical engineering and tunnelling. Please do not hesitate to let us know about your projects and their current status or other future projects that will keep our readers up-to-date. Wanitcha Sumanat, Editor email@example.com
No part of this magazine may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without prior permission in writing from the copyright owners. The views and opinions expressed in this publication are not necessarily those of the publisher, nor does it accept liability for any printing errors or otherwise which may occur.
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.
ISSUE 02 • JUNE 2016
MRT awards four contracts for Klang Valley project; Indonesia plans merger; Kelana Jaya LRT Line extension; BTS orders 46 trains from Siemens and CRRC; Canberra Metro consortium to deliver Canberra Light Rail project; India and Japan discussing bullet train; High-speed WiFi; LTA awards contracts; Bullet trains to West Papua; Test track for high-speed trains; Chinese light rail trains put into service; Japan to upgrade Indonesia’s Northern Java rail line; HSR line to link Chennai-New Delhi-Mumbai
Rail Professional interview
China’s maglev: a bright future
Huawei – at the forefront of delivering state of the art transport communications systems to Asia Pacific and the rest of the world - Wanitcha Sumanat caught up with Norman Frisch, Chairman of the eLTE Industry Alliance and Marketing Director, Enterprise Business Group and Transport Sector at Huawei Technologies Co., Ltd. to discuss future developments
Shinkansen - next stop Southeast Asia
For over 50 years Japan has enjoyed the benefits of high-speed rail travel with the introduction of the Shinkansen rail system in the 1960’s. This has improved mass transportation links across the country greatly and they would like to see it extended to other countries within Southeast Asia
High-speed rail set for Southeast Asia
The race is on for high-speed rail systems across Southeast Asia and the proposed Kuala Lumpur-Singapore project is leading the way
In an effort to rely on their own technologies, China is proudly presenting its homegrown magnetic levitation (maglev) trains, which will soon be in operation on the Metro Line S1 in Beijing and Changsha
Passenger information systems in maglev and light rail trains are transforming into connected broadcasting systems with location-based passenger information, news and advertisements
Singapore’s ﬁrst seven chartered Rail Engineers
As Singapore strengthens the professionalism of its rail engineering team it hopes to accredit a further 100 engineers in the very near future
German expertise for the world’s railways
Manufacturing: the future
Making the switch
How Hitachi is bringing rail manufacturing back to its British birthplace
From international to domestic
The rail industry in Asia is booming, with lucrative announcements of new projects, constructions and extensions making the news on a monthly basis
2016 promises to be an interesting and successful year for DB Engineering & Consulting - especially in Asia - as it celebrates 50 years of passing on German railway experience
Findlay Irvine manufactures products that include switch heaters, controllers, data loggers and wireless temperature sensors. The company gives details on what it can offer and its ongoing relationship with Network Rail
Is this seat taken?
A question we hear almost every day on our way to work on public transport. Having a seat in the rush hour is always a bonus, especially first thing in the morning. But do we ever think about what these seats are made from? GURIT gives us an insight in to the latest developments in the manufacture of transport seating
Safe, energy saving switch points
When the Swedish subway company started to revise their energy efficiency costs it was found that most switch point systems were working in-effectively
6 Time to upgrade your wipers? | NEWS
More news at www.railprofessional.com/news
MRT awards four Indonesia plans merger system ... introducing PSV’s new replacement contracts for Klang Valley project
Jakarta – The Indonesian government is finalising the merger of PT Kereta Api Indonesia (KAI) and PT Industri Kereta Api (Inka) with the reason that both companies need to rely on one another and can be stronger by supporting each other. Rini Soemarno, minister of State-owned Enterprises (SOE), said the SOE is now looking into the procedures of the merger between the state-owned enterprises. Soemarno suggested that this could be a merger or a holding company and subsidiary, adding that the synergy could make both companies more internationally competitive and improve their balance sheets. KAI’s need for 1,000 new locomotives and carriages is also one of the reasons for the merger. KAI has been purchasing carriages and locatives from overseas companies, and borrowing from foreign sources. As the result of the merger, KAI is expected to buy products only from Inka, a major rail manufacturer in Indonesia. The Indonesian government is currently drafting a regulation on the establishment of SOE holding companies in various sectors before passing it to the House of Representatives. Image: En.wikipedia.org
Kuala Lumpur – The Mass Rapid Transit Corporation Sdn Bhd (MRT Corp) announced the award of four work package contracts for the construction of the MRT Sungai BulohSerdang-Putrajaya (SSP) Line in May 2016. The awards, which included two Viaduct Work Packages and two Systems Work Packages were made following a One-Stop Procurement Committee Meeting (OSPC) chaired by prime minister Najib Razak. Systems Work Packages SY 203 for the engineering, procurement, construction, testing and commissioning of electric trains and depot equipment for the SSP Line was awarded to HAP Consortium. The consortium comprises South Korean Hyundai Rotem, Malaysia Apex Communications Sdn Bhd and POSCO Engineering Co., Ltd, which is also from South Korea. The price of the contract was RM1.62 billion. The second Systems Work Package was Package SY201 for the engineering, procurement, construction, testing and commission of the and train control system for the SSPreplacement Line, ...signalling introducing PSV’s new system which was awarded to a consortium comprising Bombardier (Malaysia) Sdn Bhd and Global Rail Sdn Bhd. This contract price was RM458.02 million. Bombardier (Malaysia) Sdn Bhd was the Work Package Contractor for the signalling and train control system for the MRT Sungai Buloh-Kajang (SBK) Line. For the Elevated Work Packages, Work Package V203 for the construction and completion of the 4.6-kilomtre viaduct guideway and other associated works from Jinjang to Jalan Ipoh North Portal was awarded to IJM Construction Sdn Bhd. The contract price was RM1.47 billion. IJM was the Work Package Contractor of Viaduct Kuala Lumpur – The Kelana Jaya LRT Line extension is scheduled •Package Arms V5 of the SBK Line for the construction to start operating on 30 June 2016, according to the press office of •of Wiper bladesguideway from the Maluri Portal the elevated Prasarana Malaysia Bhd, allowing commuters from Subang Jaya to travel to their •to Motors and 110v) Taman(24v Connaught in Cheras. It was also the destinations around the Klang Valley. •nominated Linkage systems sub-contractor for Station Package S5 Lim Jin Aun, the group communications and strategic marketing executive vice the construction president of Prasarana Malaysia, said the test runs or testing of the trains started •for Control switches of four elevated stations along same stretch&of the elevated alignment. in February 2016 and is scheduled to complete in mid-June. •the Components spares Whether your trains operate in the heavy snow ofthe tracksWe engineered for train Meanwhile, Malyasian Resources Corporation Lim said fromoffer Lembahrobustly Subang to Putra Heights hadsolutions been electrified Bhd mountains, was the successfulthe tenderer Work accommodate of the trains, adding that only two trains, are the heatforof thePackage desert, or to the harsh the testing builders, and system upgrades forwhich operators V210 for the construction and completion of one two-car train and one four-car train, are being used during the train-testing salty environment of the and coast... a wiper (especially those experiencing a high LCC on the 2.6-kilomtre viaduct guideway other you needperiod. associatedyou works fromrely Persiaran A two-car train canoriginal carry 472 passengers while a four-car train can carry 922 system can on. APEC in Cyberjaya equipment). Looking toSentral. lower Life Costs? PSV can Lim help. to Putarajaya Theyour contract priceCycle was passengers. said rates and fares for this line had been approved by the Land RM648.00 million. Public Transport Commission (SPAD) and had been made public already.
Time • Armsto upgrade your wipers? • Wiper blades • Motors (24v and 110v) • Linkage systems • Control switches • Components & spares
Kelana Jaya LRT Line extension
Looking to lower your Life Cycle Costs? PSV can help.
Time to upgrade your wipers?
We offer robustly engineered solutions for train At PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also has a builders, and system upgrades for operators ... introducing PSV’s new replacement system quality wiper systems for over 35(especially yearsthose (with 20 a high LCC onhighly experienced team of in-house designers experiencing years experience working withinoriginal theequipment). rail industry). and engineers who will work alongside you At PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also has a to meet your individual needs. quality wiper systems for over 35 years (with 20 highly experienced team of in-house designers Weexperience are a proud supplier to international OEM years working within the rail industry). and engineers who will work alongside you to meet your individual needs. train builders, fleet operators and fleet support If you’re looking to replace or upgrade your wiper We are a proud supplier to international OEM train builders, fleet operators and fleet support If you’re looking to replace or upgrade your wiper distributors. systems, we’re just a phone call away. distributors. systems, we’re just asystem phone call away. Introducing PSV’s new replacement Whether your trains operate in the heavy snow of the mountains, the heat of the desert, or the harsh salty environment of the coast... you need a wiper system you can rely on.
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PSV Wipers Ltd., Navigation Road, Diglis, Worcester WR5 3DE Tel. +44 (0)1905 350 500 • firstname.lastname@example.org PSV Wipers Ltd, Navigation Road, Diglis, Worcester WR5 3DE, United Kingdom www.psvwipers.com Tel. +44 (0)1905 350 500 email@example.com www.psvwipers.com Photo reproduced under the Creative Commons Attribution 2.0 Generic license. Credit: eisenbahnfans.ch
• Arms • Wiper blades • Motors (24v and 110v) • Linkage systems • Control switches • Components & spares
Looking to lower your Life Cycle Costs? PSV can help.
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BTS orders 46 trains from Siemens and CRRC Bangkok – The Bangkok Mass Transit System (BTSC), a subsidiary of BTS Group Holding, has signed a THB11-billion contract to buy 46 new trains from CRRC Changchun Railway Vehicles and a consortium of Siemens and the Turkish public transportation vehicle manufacturer Bozankaya. Twenty-two trains will be supplied from Siemens AG, and CRRC Changchun Railway Vehicles will supply 24 trains. The trains are said to allow for increased passenger traffic on both the existing 35.25-kilometre Green Line, which runs above Sukumvit Road and the extension into Samut Prakan. Siemens will also take over their service and maintenance for 16 years. The trains will be manufactured at the Bozankaya factory in Ankara, Turkey. The Siemens scope includes the bogies, traction and braking systems, auxiliary systems, as well as the project management, development, construction and commissioning of the trains. Delivery of the first metro trains is scheduled for 2018, and the order will be completed in the following year. ‘We have enjoyed a successful collaboration with BTSC over many years. With the new trains, we will be seamlessly continuing our success story in Bangkok. Specially designed high-capacity trains will enable the line to transport over one million passengers a day,’ said Jochen Eickholt, CEO of Siemens Mobility Division.
More news at www.railprofessional.com/news
introducing Canberra ... Metro consortium to PSV’s deliver Canberra Light Rail project
Canberra – The Canberra Metro consortium has been awarded the contract to deliver the first stage of Canberra’s light rail project, Capital Metro. The project includes design and construction of a 12 km light rail route from the fast growing area of Gungahlin to the city with 13 stops, depot, road, signalling and preparatory works and the ongoing operation and maintenance of the light rail system. The Canberra Metro consortium, formed by John Holland, Pacific Partnerships, Mitsubishi Corporation, Aberdeen Infrastructure Investments, CPB Contractors, Deutsche Bahn Engineering & Consulting, CAF and the Bank of Tokyo – Mitsubishi UFJ, Ltd., will design, construct, maintain and operate the project for 20 years. Construction will commence in the coming months, with operations expected to begin in early 2019. John Holland will invest in equity funding along with Pacific Partnerships, the Mitsubishi Corporation and Aberdeen. John Holland will also provide operations and maintenance services for 20-years in partnership with Pacific Partnerships and Deutsche Bahn Engineering & Consulting, and deliver the design and construction in a joint venture with CPB Contractors. CAF will supply and maintain the light rail vehicles. Bank of Tokyo-Mitsubishi UFJ, Ltd. is financial advisor with funding provided by local and international banks.
Time • Armsto upgrade your wipers? • Wiper blades ... introducing PSV’s new replacement system • Motors (24v and 110v) • Linkage systems • Control switches • Components & spares
• Arms • Wiper blades • Motors (24v and 110v) • Linkage systems Tokyo – A high-level delegation met Japanese officials in Tokyo to finalise key issues relating • Control switches to the Rs98,000Crore Mumbai high-speed • Components & sparesrail project. your trains operate in the Agency heavy(JICA), snow ofare This project is beingWhether financed by the Japan International Cooperation who providing a soft loan ofthe about Rs79,380Crore, which is 81 percent of the total project cost. mountains, the heat of the desert, or the harsh The Indian government aims to execute the bullet train project under the ‘Make in India’ salty environment the coast... you need a wiper initiative. The event was attended by almost 100 of Japanese firms and 21 Indian firms. India is expected tosystem get the latest version of Shinkansen to cover the 508-kilometre distance you can rely on. between Mumbai and Looking Ahmedabad in two hours a speed of moreCosts? than 300PSV kilometres toabout lower youratLife Cycle can per help. hour. The current fastest train between the two cities takes around seven hours.
India and Looking Japan discussing bullet train to lower your Life
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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.
operators and fleet support distributors. • Arms • Wiper blades • Motors (24v and 110v) • Linkage systems • Control switches • Components & spares
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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 Tel. +44 (0)1905 350 500
Photo reproduced under the Creative Commons Attribution 2.0 Generic license. Credit: eisenbahnfans.ch
9 Time to upgrade your wipers? NEWS |
More news at www.railprofessional.com/news
...High-speed introducingLTA PSV’sawards new replacement contracts system
Time to upgrade your wipers?
construction of Amber and Bedok South stations along Thomson-East Coast Line (TEL) with WiFi a total value of around S$334 million. The construction of Amber station has been awarded to Woh Hup (Private) Limited at a contract sum PSV’s of S$146 million.new Established in 1927, Woh Hup (Private) Limited issystem one of Singapore’s New Delhi – Google ... introducing replacement leading construction and civil engineering specialists with more than eighty years of experience in launched its free highSingapore – The Land Transport Authority (LTA) has awarded two civil contracts for the
speed public WiFi service at another five railway stations: Ujjain, Jaipur, Patna, Guwahati and Allahabad, according to the press office of Indian Railways. The move is Google’s project to provide high-speed public WiFi service at the 100 busiest
the building industry. They were previously involved in several Circle Line (CCL) projects, including the construction of Dhoby Ghaut, Bras Basah, Holland Village and Buona Vista stations.
• Arms • Wiper blades • Arms • Motors (24v and 110v) • Wiper blades • Linkage systems • Motors (24v and 110v) The construction of Bedok South station and its associated tunnels has been awarded to China train stations across India by Jingye Engineering Corporation Limited (Singapore Branch), at a contract sum of S$188 million. • Linkage systems • Control switches the end of this year. With this China Jingye Engineering Corporation Limited (Singapore Branch) is a subsidiary of Metallurgical project, around 10 million users of China Ltd (MCC Group) which is one of the largest construction corporations in • Control switches • Components & sparesCorporation in these stations will be able China.
• surfi Components to enjoy ng the Internet & sparesTogether with Bayshore, Marine Parade, Marine Terrace, Siglap and Tanjong Rhu stations for free while waiting for announced earlier, Bedok South station will serve as the sixth Civil Defence shelter along the East their trains. Coast stretch of Thomson-East Coast Line. The free WiFi will be delivered through extensive fibre networks of Indian Railway’s arm Railtel that provides Internet services as RailWire. The Railtel-Google Jakarta - Commuters in West Papua, a province in the far east of free high-speed public WiFi Indonesia, will be able to enjoy their trips on 390-kilometre bullet trains service is now available at soon as local government has given the go-ahead with its own bullet train Mumbai Central, Pune, Whether your trains operate network. in the heavy snow of We offer robustly engineered solutions for train Bhubaneshwar, Bhopal, Ranchi, According tosnow the Railway of Westrobustly Papua, the fiengineered rst and the Whether your trains operate inthe the heavy of Development We offer solutions for train the mountains, the heat of desert, or the harsh builders, and system for operators Raipur, Vijayawada, etc. In the second phases of the project will take place between 2016 to upgrades 2019. West Papua theRail mountains, the heat of the desert, or the harsh builders, and experiencing system upgrades for salty environment you need a wiper (especially a high LCC operators on impact Budget 2015-16, Suresh of the coast... is expected to conduct all phases, including landthose acquisition, route testing, environmental salty environment ofrely the coast...assessment you need a wiper (especially those experiencing a high LCC on Prabhakar Prabhu, of on. as well as gathering feedback andequipment). recommendations from local leaders and residents. system youminister can original railways, promised to make 400 The high-speed rail line is expected to serve express trains at a maximum speed of up to 250 system you can rely on. original equipment). railway Wi Fi hotspots kilometres per hour from Manowari to Sorng. The train is also believed to run faster than Atstation PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also trains has ain for commuters. Java and Sumatra.
Bullet trains to West Papua
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We offer robustly solutions for train builders, andsupport system upgrades forIfoperators (especially those experiencing a train engineered builders, fleet operators and fleet you’re looking replace orneeds. upgrade your wiper to meet your to individual high LLCare ondistributors. original equipment). We a proud supplier to international OEM systems, we’re just a phone call away. Our manufacturing facility in Worcester also has a highly designers and engineers who will train builders, fleet operators and fleetexperienced support team of in-house If you’re looking to replace work alongside you to meet your individual needs.
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If you’re looking to replace or upgrade your wiper systems, we’re just a phone call away. • Arms • Wiper blades • Motors (24v and 110v) • Linkage systems Why not discover the benefits of a PSV wiper system? • Control switches Components spares Call us today and ask•for our Rail&Specialist, Paul Curry.
PSV Wipers Ltd, Navigation Road, Diglis, Worcester WR5 3DE, United Kingdom Tel. +44 (0)1905 350 500
More news at www.railprofessional.com/news
Test track for high-speed trains New Delhi – Indian Railways will lay a 20-kilometre-long test track near Raipur for trial of highspeed and regular trains it plans to introduce. The test track will also be used for the trialing of high-axle load wagons, new locomotives and coaches. The trial of new trains is currently conducted on the existing rail network causing traffic delays and the tracks are not equipped to help simulation of all test conditions. The 20-kilometre test track, including a 5-kilometre loop line, will be developed at an estimated cost of about Rs100Crore. Indian Railways plans to improve its research unit to handle the scenario that would emerge following the advent of bullet trains and high-axle load double stacker freight service.
Chinese light rail trains put into service Manila – Three Chinese light rail trains have recently began their services in the Philippines, according to the CRRC Dalian Co., Ltd. The three light rail trains are part of the first order that China signed with the Philippines government for urban railway trains. The export contract was signed in June 2014, which is valued at around 540 million yuan. The trains operate on line 3 of Manila’s Light Rail at the maximum operating speed of 65 kilometres per hour. The trains will increase transport capacity along the line by 60 percent, and they have been designed for use in high temperatures and humidity, which helps make the trains more reliable and comfortable for passengers.
Japan to upgrade Indonesia’s Northern Java rail line Indonesia – Indonesia will offer the northern Java railway upgrade project first to Japan, according to the press office of the Indonesia government. Joyce Hutajulu, spokeswoman for director general of railway at Indonesia’s Transport Ministry, confirmed that the Indonesia government has prepared a proposal for the northern Java railway upgrade, and it will be proposed to Japan.
HSR line to link Chennai-New Delhi-Mumbai Beijing – The China Railway Corporation (CRC) is providing India with a high-speed rail line that links Chennai, New Delhi and Mumbai together. Feasibility studies for the high-speed lines have progressed and upon completion, the high-speed railway will serve passengers from Chennai to New Delhi at a distance of 2,200 kilometres and from New Delhi to Mumbai a distance of 1,200 kilometres. When the project is complete, the Chennai – New Delhi corridor will be the second-largest high-speed rail line in the world.
Times House, Bravingtons Walk, Regent Quarter London N1 9AW. Tel: +44 (0) 7042 9961 firstname.lastname@example.org www.rmf.co.uk
We really wanted to highlight to the rail sector in the Asia Pacific region how a fresh ICT approach can help rail operators to operate their networks more efficiently, safely and reliably...
Norman Frisch Huawei – at the forefront of delivering state of the art transport communications systems to Asia Pacific and the rest of the world - Wanitcha Sumanat caught up with Norman Frisch, Chairman of the ELTE Industry Alliance and Marketing Director, Enterprise Business Group and Transport Sector at Huawei Technologies Co., Ltd. to discuss future developments What have you been doing since you joined Huawei in 2009? uawei has been supplying communication systems to the rail transport sector since 2002. When I joined Huawei in 2009, I took responsibility for the business development of the rail transport sector outside of China. In this role, I was supporting regional teams in their engagement with major urban rail and mainline projects. My background in rail transport communication systems in German Railways as Technical Team Leader of the MORANE Project (the organization that created the standards for GSM-R) proved to be a great asset in understanding modern rail operators’ demands for a safe and reliable operational communication solution. Technical standards have evolved with technologies such as 3GPP Mission Critical LTE far surpassing today’s GSM-R and TETRA system capabilities. Personally I have always been convinced LTE (4G) will take over from its predecessor GSM-R (2G) which actively drove Huawei’s strategy and product launch of its first LTE Rail product at Innotrans in Berlin in 2010. Six years later eLTE - the Mission Critical Broadband Trunking Solution- was established in the Enterprise ICT market through standardized 3GPP solutions. Organizations such as the eLTE Industry Alliance an Industry Association of 79 companies joined forces to promote the use of LTE technology in the Mission Critical market.
As the Chairman of the eLTE Industry Alliance I am helping it promote and offer end to end solutions and also guide the company into adapting standard compliant implementations. In addition to my role as spokesperson for Huawei’s Transport Sector and Public Safety sector I also represent Huawei within the TETRACritical Communications Association and other organizations who focus on them for narrow, wide band and 3GPP standardized MC LTE for broadband communications. You have been working at Huawei for 7 years now - what attracted you to the role? I started working for Huawei in early 2009 with over 18 years of experience in the management of wireless telecommunication solutions in the private and government sector. With its wide range of technologies, ranging from wireless & wireline communications systems, IT, Cloud Computing, Intelligent Video Surveillance, IVS and many others, Huawei also offers a great platform to think outside of the box and offer new solutions to known challenges. What are the technologies that Huawei bring to the rail industry in Asia? We really wanted to highlight to the rail sector in the Asia Pacific region how a fresh ICT approach can help rail operators to operate their networks more efficiently, safely and reliably. Solutions that reduce operational costs of Operations and Control Centers through cloud based solutions and
FusionServers or by simply helping their employees to communicate more efficiently through voice and video broadband trunking solutions. For both national and regional railways we offer digital end to end ICT solutions. These include 4G, cloud computing, IoT and other leading new ICT technologies to help build safer future-orientated operation communication systems, as well as a cloudbased service platform to encourage the industry to adopt big data analysis systems that help clients build more efficient and smarter tracks. What has been your impression when delivering technologies to Asia? Asia is a thriving sector where efficient operation and mass transit plays a major role to contribute to growing cities and urbanization of regions. Pressure to deliver professional and reliable services are at their highest levels. Passengers expect to receive up to date information throughout all of their train journeys as well as by smart phones and other devices, much more than we see in any other regions. What projects are Huawei currently involved with at the moment within the rail industry in Asia and what is your role in developing them? As a railway communication system provider, Huawei is involved in rail projects in nearly all countries and regions. It is difficult to breakdown. Some regional projects in Hong Kong, Thailand and Singapore are still in the installing phase
and bidding process. Due to confidentiality agreements, we cannot disclose such projects at this stage. What are the challenges when delivering technologies to Asia? The attitude towards new technology is the same throughout Asia and also globally, in that reliability, safety and stability are the most important considerations for customers. Due to its important role in the public sector and the importance to offer safe and reliable transport systems, clients can have concerns in implementing these new modern technologies like eLTE, cloud computing and other cutting-edge technologies. However, thanks to Huawei’s strong transport sector engagement in many projects across the world, we are in a good position to well understand these concerns, and help them to see the benefits and values of this new advancement within the rail industry.
Do you think all Asia Pacific countries, especially in Southeast Asia, are ready for high-speed trains? The high-speed rail construction in this region is a major contributor to economic growth within the region. Economies are moving closer thanks to high-speed connections, helping to reduce journey times and allowing more time for companies to do business. That in turn improves the economic development of high-speed rail in the region not just for commercial use but for the tourist industry too. In fact we have seen that a number of countries have put high-speed rail construction on their agenda. Huawei Digital Railway solutions are ready to provide safe and reliable communication systems for Asia-Pacific’s high-speed rail operation. What else do you think Huawei can offer the rail industry in Asia? Are there any other projects that the company would
like to undertake in the region? As a leading ICT provider, Huawei is committed to developing and delivering leading new ICT solutions with industry partners to build smarter, open, and more simplified rail transport communications. Leading the new ICT technologies, Huawei’s unique one-stop railway solutions have been deployed by customers across the world to digitalize and modernize rail operations for enhanced efficiency and user experience. Huawei has also been participating in many rail projects in the region, like the China-Thai Railway, China-Lao Railway and Bangkok’s metro which are mostly mainline and urban rail projects. In your opinion, what more could people in both the rail industry and governments do to improve the local infrastructure and connectivity in Asia? Urbanization has put pressure on cities worldwide, and therefore requires city administrators to adapt their existing infrastructure to handle these new challenges. Rail transit in particular will be vital to reducing road congestion, supporting public transit expansion and enabling cities to operate more effectively. Increasing the capacity of urban railways requires a new way of operating and managing isolated rail lines. By using new information and communications technologies (ICT), including cloud computing and Big Data, the operation and management of lines can be simplified and centralized into a single, converged communication network to increase operational efficiency and capacity whilst at the same time improving the management of emergencies. Norman Frisch, chairman of the eLTE Industry Alliance, marketing director, Enterprise Business Group and Transport Sector, Huawei Technologies Co., Ltd.
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Shinkansen - next stop Southeast Asia For over 50 years Japan has enjoyed the benefits of high-speed rail travel with the introduction of the Shinkansen rail system in the 1960’s. This has improved mass transportation links across the country greatly and they would like to see it extended to other countries within Southeast Asia
ithin the last century, the world has seen a mass implementation of efficient, high-speed locomotives which in turn have improved the commerce sector enormously and created an ease of transportation previously impossible in congested metro areas. These trains, some of which can reach speeds of 300 kilometres per hour or more, have and will continue to serve as a solution to many of today’s global transit problems. For several decades, highspeed train systems have operated in many countries around the world, however, those that have gained the most distinction began their operation around some 50 years ago in Japan. Many countries in Southeast Asia have devised plans for high-speed rail links to benefit their economies, improve current infrastructure and reduce travel times between major cities. Japan has made many proposals to governments with a view to using the pioneering Shinkansen highspeed railway system. However, thoughts are likely to arise as to why these types of
systems are more advantageous than the use of airplanes, which can boast speeds of almost three times that of the fastest Shinkansen Series E5 train. Despite the issues of travel time, these train systems’ offer lower safety risks, reduce emissions and also offer a level of convenience and punctuality which airlines are unable to match, due to costs at this time. Japanese bullet trains were the first highspeed rail systems to operate in the history of rail throughout the world and Shinkansen trains were introduced in 1964. They service more than 150 million passengers a year and also enjoy an impeccable track record. To date, Shinkansen has reported zero fatalities in relation to train cars or derailments. This means that for over 50 years and transporting over 10 billion travellers, the railway has kept up with its finely tuned safety regulations. This has translated into better business whilst also ensuring the loyalty of its passengers for the future. Best practice of safety management Southeast Asian countries can endure earthquakes from time to time, so from
very early on, the Shinkansen railway took preventative measures to ensure its now proven history of being the safest railway system, in respect of the train’s structure and passenger’s safety whilst in transit. The Shinkansen train has a precise earthquake detection system, which detects high velocity P-waves; these can cause only a few preliminary earth tremors and are quickly detected via a coastline seismometer, sending a warning signal to the train. The system then cuts the power transmission before the emergency brakes need to be applied. Shinkansen trains operate through dedicated lines with sophisticated signalling and operating systems. Inspection of trains and maintenance equipment are wellprepared and its disaster countermeasures assure utmost safety for all passengers and require constant and thorough maintenance. This in turn demands that sufficient education about the trains and their systems are provided to all staff and personnel. Effects of model shift Even though emissions from the rail sector grew due to increased Shinkansen passenger traffic, fuel emissions from planes decreased substantially, contributing to a total decrease of 15 tonnes a day. According to the Ministry of Land, Infrastructure, Transport and Tourism (MLIT), a transportation shift from an aircraft to a Shinkansen could reduce the amount of CO2 emitted from 102 tonnes to 18 tonnes per day. Reliability and Comfort When comparing the seat pitch in ordinary class, a Shinkansen offers leg room of around 1,040mm while an airplane has roughly 790mm. In terms of its reliability, the number of cancellations and delays are approximately 0.25 trains per day for the Shinkansen compared to 180 flights a day in the airline industry; according to a statistic in 2013. In the accommodation sector, bigger aircraft can accommodate up to just 500 seats compared with Shinkansen’s average of over 730. The maximum number of seats of the E4 series, which consists of 16 bi-level cars, is a staggering 1,634. Rail Professional
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Japan’s experience in HSR projects Rail transport demand has increased significantly since the late 1950s, during Japan’s post-war economic reconstruction era. Half a century ago in October 1964, the Olympics were held in Asia for the first time. In order to serve the Tokyo Olympic Games, the Tokaido Shinkansen, the world’s first high-speed train, started its operation on 1st October 1964. It travelled from Tokyo to Osaka in just four hours at a speed of 210 kilometres per hour and was faster than any other train in the world at the time. The route used 515 kilometres of exclusive tracks with no crossings. Japan owed a lot to the Shinkansen railway system at that time, in terms of the elimination of bottlenecks in their economic development allowing for further growth of its cosmopolitan areas like Tokyo and Osaka. Shinkansen: a backbone line supporting national development Today, Shinkansen trains travel along six main routes in Japan, stretching from the Southern island of Kyushu to the Tohoku region in the north. Shinkansen trains amongst others in eastern Japan, including the nation’s capital, are run by the East Japan Railway Company (JR-East). About 340 Shinkansen trains run every day on JR-East tracks carrying roughly 270,000 passengers daily and travel approximately 2,630 kilometres. Shinkansen trains run at 300 kilometres per hour on the Sanyo line, 260 kilometres per hour on the Hokuroku line, 320 kilometres per hour on the Tohoku line, 285 kilometres per hour on the Tokaido line and 260 kilometres per hour on the Kyushu line. These speeds are among the highest in the world in a localized area and offer a key network component in supporting Japan’s booming export economy. Reduced consumption, speed no compromise With major innovations such as the regeneration brake, variable-frequency
drives, and the weight reduction of its rolling stock, the Shinkansen trains have managed to operate with 33-percent less energy consumption but at rates that are 33-percent faster. The Tohuku Shinkansen Series 200 in 1982 consumed 100 percent energy at the maximum operational speed of 240 kilometres per hour. Years later, they developed the Series E2 which consumed
69 percent of energy at the speed of 275 kilometres per hour, and Series E5 in 2011 consumed 67 percent of energy at the speed of 320 kilometres per hour. Lives in the region will change With the introduction of more Shinkansen trains to other Southeast Asian countries in the future, company owners will be able to expand their business opportunities due to the high grade property development opportunities along the railway lines, which will also draw a large migration to support the businesses that are being established there. As a result, Shinkansen will also expand to commutable areas whereby traffic congestion will be eased and the natural transportation shift will become easier. High-speed rail stations will become the new transit hubs, with entrepreneurs enjoying the lucrative in-station retailing businesses and propelling them into becoming new city centres. Yoshinori Miyazaki, PhD (Superior Innovation Coordinator, Research and Innovation promotion Headquarters)
The National Institute of Advance Industrial, Science and technology (AIST) www.aist.go.jp Rail Professional
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High-speed rail set for Southeast Asia The race is on for high-speed rail systems across Southeast Asia and the proposed Kuala Lumpur-Singapore project is leading the way
ompetition between high-speed train makers who are looking to participate in the Kuala Lumpur – Singapore high-speed rail project are ongoing. Countries including China, Japan and South Korea are beginning to show an interest in these projects and are showcasing at exhibitions to display their own rail technology with a view to impressing local residents and at the same time entice both the Malaysian and Singaporean governments to select this future technology from them. First HSR in Southeast Asia The proposed high-speed railway is going to connect Kuala Lumpur and Singapore at a total length of around 350 kilometres and will cost around US $15 billion. This will be the first highspeed rail project in Southeast Asia and will play an important part in the Trans-Asian Railway System. The project also has a significance towards China’s ‘One Belt, One Road’ strategic policy. Following a recent agreement between leaders of Malaysia and Singapore regarding the construction of the line, Chinese officials also began to express an interest in wishing to be part of the project. Many other international high-speed rail players would also like to compete for this project, including powerhouses like France, Spain, and Germany. Amongst the competition in the high-speed technology sector, a joint venture formed by four subsidiary firms of the Japan Rail Group have taken precedence over the projects: JR Hokkaido, JR East, JR West and JR Kyushu. The Chinese have also formed a consortium of six companies, comprising China Railway Construction Corporation Limited, China Communications Construction Company Ltd., CRRC Corporation Limited, China Investment Corporation, and the ExportImport Bank of China, to participate and weigh in on the competition. Malaysia’s Land Public Transport Commission (SPAD) have told the media the that although many players come with professional proposals to Malaysia, safety is the top priority for these initiatives. As for the tender, a good proposal must be provided along with construction costs and a source of funds. SPAD says Malaysia will consider the
overall value of the project, not just the cost of construction. Key project for economic transformation High-speed rail development will be a major project in Malaysia over the next decade and will bring about many benefits to the nation’s economy. Shorter transport times will encourage people to travel, creating more opportunities for tangible trade, but also for an exchange of ideas. Opening these types of rail lines not only sets in place new routes for immediate business, but also allows this powerful intellectual property to reach places and engage in new dimensions that were not previously possible. As Malaysia has committed to become one of the world’s leading high-income countries by 2020, the high-speed rail project has become one of the driving forces that will determine this goal. A few years ago, the Malaysian government proposed an economic transformation plan with 12 key areas of focus. One was to create Kuala Lumpur as one of the most dynamic cities in the world, which has recently seen bolstering economic reform and development, with very strong livability in terms of its employment. In the economic content, many projects have been mentioned. Among these, two major projects with regards to traffic facility constructions have been identified: one, the MRT subway project (Mass Rapid Transit) and the other, a high-speed railway. The MRT project is to serve the purpose of enhancing the transportation in Kuala Lumpur while the high-speed rail project will increase the transportation between Kuala Lumpur and the south of Malaysia. In this way, these railway initiatives will open doors to investment opportunities, technology and become intellectual breeding grounds for innovative minds to come together. Progress of the project The project is divided into two stages. The first stage is the feasibility analysis, which will last for two and a half years. Both Malaysia and Singapore have agreed to cooperate as part of this. The project has now come to its second stage, which consists of two parts. The first is that both countries need to reach a bilateral agreement; each party will have to reach a consensus on the technical, safety, route plan, terminal location selection and national security of the project. The discussion on this part is currently ongoing between both governments. They hope to reach a consensus in the third quarter of 2016, so the second part of the next stage can be implemented, the preparation of the official tender documents. However, Malaysia and Singapore must first reach
agreement. The tendering preparation will also take time as participating countries will need to understand the details of all tenders and it is estimated it will take between six months and a year. The bidding is expected to be held in the middle of 2017. Malaysia’s SPAD will set up a company that is dedicated to the construction of the high-speed rail service. This company will be under the management of the Ministry of Finance, which is similar to the MRT Company, which promotes the construction of the project. The company will comprise experts of highspeed rail and an internationally renowned technical team to manage any problems. SPAD will connect the regulatory agencies to assist the company and to ensure the safety of high-speed rail projects and its public usefulness. There is no confirmation that the Kuala Lumpur-Singapore high-speed rail project will use the public-private partnership (PPP) business model or built-design and be owned by the government model as both countries have not yet finalized their business logistics. Malaysia also needs to discuss which model is best for the development of the project. The PPP model has advantages mainly in its professionalism. It is the choice of many in the relevant fields of expertise within the private sector. It will prove to demonstrate strong business qualities that can promote the high-speed rail projects and that they are being successfully implemented. The project will be sure to stay within the budget and in addition to meet all safety prerequisites, Malaysia will not get tied up in a huge investment on a useless or poor quality project. > Rail Professional
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As for the government-led design-build high-speed rail model, they may have better control on it overall with the advantage that the government may have certain expectations on the professionalism of the project as well as the relationship between the assets company and the operating company which needs further analysis. Budgets and challenges Figures for the budget have been circulated and investors estimate it costing between US $12 billion and US $15 billion. Malaysia has not yet confirmed the figure as the project remains in the review stage. Malaysia primarily identified a proposed 350-kilometre high-speed rail route plan; however, a comprehensive study on the social and environmental impact has not yet been completed. The related investigations will be completed before the construction begins. By then, this will be adjusted based on certain configurations. From the geological perspective, the project may encounter complex challenges. For example, the Kuala Lumpur railway section could incur heavier traffic, making it more difficult to find a suitable route. It is not easy to balance the geological conditions for the route, but environmental protection is Malaysia’s primary consideration. Despite challenges arising, Malaysia is confident that it has sufficient expertise to provide security for the protection of the environment. Malaysia may invite some experts as an independent party to undertake an environmental assessment. Chinese, Japanese and South Korean competition Malaysia sees the highly competitive situation as an advantage. The Chinese Foreign Minister Wang Yi has recently said at the Boao Forum for Asia that China is willing to actively participate in the Kuala Lumpur-Singapore high-speed rail project bidding. Malaysia sees this as an opportunity to deepen bilateral relations between both countries. Malaysia will however stay as neutral as possible. The opportunity will be open for qualified companies; no country has an absolute advantage or disadvantage in the bidding. Malaysia will ensure that each country has an equal chance to win the project. Currently, Asian countries including China, Japan and South Korea are actively gathering all the information required, whilst European countries such as Spain, Italy, France and Germany remain concerned as to the extent they might be involved in the process. China has formed a joint venture of six companies in accordance with Malaysia’s recommendation, as it may prove to be more cohesive. In Japan’s case, for example, four companies, comprising Japan JR Tokai Railway, East japan, West Japan, and Kyushu, have jointly established the International High Speed Rail Association before China has even integrated its railways and technical resources. The Japanese prime minister Shinzo Abe has recently been promoting the Shinkansen trains in many countries. Japan boasts its trains have a 50-year-long zero fatality record. However, such a safety record may push the construction costs higher. Japan has set up the Shinkansen
Exhibition in Kuala Lumpur to showcase its new model of Shinkansen trains, and allow the local residents to become familiar with them, through visual information and control compartment simulation. Speaking with Rail Professional Asia Pacific magazine at the Rail Solutions Asia event in Kuala Lumpur in May 2016 - Hiroshi Kono, deputy director of the East Japan Railway Company (Singapore Office) said, Japan is promoting the Shinkansen Series E5 and E6 from JR East as they think they are most suitable to local markets and the given geographical conditions of the interested countries. In Japan, the Series E6 is a Shinkansen railcar for through-operations between Shinkansen and conventional line sections. It is coupled with Series E5 for the Tohoku Shinkansen line section and operated on its own for the Akita Shinkansen line section, a converted conventional line. It operates at speeds of 320 kilometres per hour, which is Japan’s fastest maximum speed on a Shinkansen line. Series E6 employs the latest technologies for superior environmental performance and ride quality, leading the evolution of railways. It improves environmental efficiency, running performance and reliability, with more passenger comfort. But Japan’s favorite for the Kuala LumpurSingapore high-speed rail project is the Series E5. It is capable of running up to 320 kilometres per hour, similar to the Series E6. JR East boasts the Series E5 as the train that links to the railways of the future, not only in Japan, but to the rest of the world. Chinese high-speed rail has a complete set of low-cost sales models for assisting strategies. Lau Wei Ye, Malaysia manager and representative for the Overseas Business Division of the CRRC Zhuzhou Locomotive Co, Ltd., said China would be proposing highspeed trains under the CRH series that operate at a speed of up to 350 kilometres per hour or more, although the exact models have not yet been finalized. The train set is the same as that proposed to Thailand, so that Thailand and Malaysia could connect to each other easier by high-speed trains. When looking into each model under the same series, CRH380A is interesting in the Kuala Lumpur-Singapore high-speed rail project. It operates at a maximum speed of 380 kilometres per hour and is developed by CSR Corporation Limited – all manufactured by Sifang Locomotive and Rolling Stock. The trains entered service in 2010. CRH380B is an upgraded version of CRH3, operating at a maximum speed of 380 kilometres per hour and manufactured by Tangshan Railway Vehicle and Changchun Railway Vehicles. It began its service in 2011. South Korea has also increased its effort to bag this billion-dollar project. Its KTX Exhibition opened in Kuala Lumpur earlier this year to showcase the technology to local residents at the NU Sentral shopping mall, located in Kuala Lumpur Sentral railway station. The exhibition was established in Singapore last year and now commuters in Kuala Lumpur can experience high-speed rail technology
from South Korea. KTX-Sancheon and KTXSancheon II are the series that South Korea is promoting for the Kuala Lumpur-Singapore high-speed rail project. Both are manufactured by Hyundai Rotem. High-speed rail technology from all three countries has its own advantages and disadvantages. For Malaysia, security is the first priority. With regard to expenses, officials said costs include subsequent operation, maintenance and repairing. Malaysia believes that these rail makers can improve on the various criteria mentioned above. Another most important factor is a good bidding document, including engineering costs and sources of funding. These factors are vital because Malaysia has to consider the overall value of the project as a whole, not just one particular cost. Malaysia needs a HSR system that is safe and the best value. A model for the market Not only does Japan promote its Shinkansen system in Japan, but it also promotes the train system within the Malaysian media networks as well. For example, it has established the Shinkansen Exhibition where the media and the public can go to study and learn about the train system. South Korea has set up the KTX Exhibition near the central railway, in an accessible location, while the Chinese are rarely seen in public. Through the Kuala Lumpur-Singapore highspeed railway, there will be seven stops, namely Kuala Lumpur, Putrajaya, Negeri Sembilan Seremban, Ayer Keroh Malacca, Johor Muar, BatuPahat and Nusajaya. Each stop will offer huge social and economic opportunities, such as special economic zones, industrial parks, new towns, and more. In Europe, high-speed rail lines have the longest tracks while China and Japan closely follow. Now we are going to start seeing the same in India and Indonesia. The most practical high-speed rail market could be seen in Malaysia within 20 years. Therefore the choices that Malaysia is going to make will reflect the experiences of these countries that entered the market early. The competition between China, Japan and South Korea plays a vital role in future development in this region, as it becomes a model that countries can look up to. Malaysia ensures openness so it can choose the best overall project, encouraging all potential competitors to come up with their best program, which offers technical and financial solutions along with professionalism and potential investment plans. Malaysia can see the importance of this project for all competitors and all countries have made great efforts and come up with their best solutions. For more information: Suruhanjaya Pengangkutan Awam Darat (SPAD) www.spad.gov.my Korean Train eXpress (KTX) exhibition www.kr.or.kr High Speed Rail Shinkansen Exhibition www.jreast.co.jp CRRC Zhuzhou Locomotive www.crrcckm.com Rail Professional
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Manufacturing: the future How Hitachi is bringing rail manufacturing back to its British birthplace
n December 2015, Japanese Transport Minister Keiichi Ishii told reporters in Tokyo that the government has full support to bid on contracts to sell bullet trains to a high-speed line being planned between Singapore and the Malaysian capital, Kuala Lumpur. This line is expected to be the first high-speed rail line in the Southeast Asian region, and will open up a new market for a high-speed train maker like Hitachi. In March 2016, Hitachi showcased its high-speed rail technology in Bangkok during a presentation to the Faculty of Engineering at Chulalongkorn University. Bangkok has become a leading business centre in Asia, and faces a challenge in ensuring the mobility of a rapidly growing population. Without effective rapid transportation, Thailand’s capital will likely grind to a standstill. The Southeast Asian region must prepare a high-speed rail system in order to support the increasing mobility demands, especially with the newly integrated ASEAN Economic Community (AEC). Under the AEC, the Asian workforce will be able to freely flow between countries in the very near future. Similar to the AEC, millions of people travel to and from the UK, and rapid transportation systems are needed to ease congestion while at the same time offering new experiences to commuters. Bringing rapid transportation systems, especially bullet trains, to the UK (which is the birthplace of trains) is challenging. In fact, bringing bullet train technology to any community where it is new to local people is difficult, even in its hometown in Japan. Challenges in bringing high-speed rail technology to the UK Take the UK market for instance, since the privatization of the British Railway in 1994, serious safety issues and accidents have occurred frequently. The Ladbroke Grove head-on train collision in 1999, and the vehicle derailment in Hatfield in 2000 are just two examples. Since the UK Department for Transport initiated the Railway regeneration plan, the superior safety and reliability of Japanese Railways became the focus of the UK market. Thus, the demand for the replacement of thousands of cars in the near future has been recognized through official and unofficial sources. In both December 2009 and 2010, the UK experienced record snowfall and the majority of trains, including Eurostar trains, were unable to function. Meanwhile, Class395 was able to maintain operation, and improve its reputation in the region.
In February 2011, Class395 achieved the best monthly reliability of all British trains with trouble-free mileage totalling 260,000 kilometres. A British train’s average troublefree mileage is 46,000 kilometres. For the purpose of improving the Eurostar infrastructure, a new line that connects Central London at St Pancras Station to the Channel Tunnel was constructed with the use of the Class395. This travel route shortens traveling time between London and Paris from a range of two hours and 55 minutes down to 2 hours 15 minutes. It also helps improve commuting for town residents in Kent with high acceleration and high deceleration vehicles. The Class395 uses a new highspeed line, which was originally called Channel Tunnel Rail Link (CTRL), but is currently referred to as High-Speed One. The high-speed train is capable of running on the old conventional lines (Network Rail DC) and with this train, commuters can travel from Ashford to St. Pancras in just 37 minutes. The Class395 entered the UK market around the end of December 2009. The order was made for 174 cars of Class395, which were 6 cars per unit. The main supply, procurement and production were primarily in Europe and Japan. For example, car bodies, bogies, and door units were produced in Japan, while toilets, seats, and wheels were ordered from Spain, Germany and the UK, respectively. It is unavoidable that many supplies must be manufactured near the operating site in case of emergency use. When the Class395 originally entered the UK, the voice of the market was reflected by the bid participation in the first few projects. The Japanese brand was questioned, as it was unfamiliar in the UK market at that
time. The Class395 established a railway brand profile through the consumer electronics brand profile and participation in various seminars and exhibitions in local markets helped to increase brand awareness significantly. The high-speed train was showcased at Innotrans, Railtex, UITP and Eurail Speed. The bid participation each time was definitely not just for show, to the contrary, the Japanese train was putting down its roots in the UK market. Another challenging and important obstacle is to prove the ‘Japan Quality’ in the UK by breaking away from the ‘Paper Train’ evaluation. Conveniently, Japanese quality, safety and business type appealed to the local market’s ‘Must Do Philosophy’. The Japanese quality was also demonstrated amongst various simulations and verification tests. In 2004, the propulsion equipment on-vehicle test (V-train project) was conducted along with the accident-free test and infrastructure data acquisition. Safety cases and proactive-response-tostandard protocol were also implemented. It was difficult when the brand lacked a thorough understanding of the UK railway industry, where operation and infrastructure were separated. There are multiple train operating companies, but the infrastructure
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to replace aged vehicles, high-speed trains produced over 40 years ago in the former British Rail era have been selected for replacement on the Great Western Main Line and East Coast Main Line. Engaging the UK Engaging with local communities can add more value to the business, especially under the corporate social responsibility (CSR) philosophy. Hitachi Rail Europe has collaborated with the Royal College of Art in London since 2012 by giving students ranging in age from 21-40 commercial projects that directly relate to bidding. Students are required to provide conceptual designs. The collaboration promotes knowledge sharing and fosters young design talent within the UK transportation industry.
example, had supporters from JR East Japan while penetrating the UK market.
is collectively owned by Network Rail. Train operation companies receive 7-10 years of franchise rights from the Department for Transport, splitting franchise rights by route (20-25) instead of area. Vehicle assets are owned by leasing companies, and leased to train operation companies. With vehicle maintenance business packages, vehicle manufacturers ensure vehicle life and reliability of their assets. Local employees who could create appropriate sales and activities to stakeholders were hired to stamp out these misunderstandings about the nature of the market. Partnering with a leading rail maker was vital, the Class395 for Rail Professional
Challenging the PPP Project and lessons learned The private-public-partnership project had numerous details to look into. Vehicle leasing operates through the investment in Agility Train; Hitachi Rail Europe invests 70 percent, while another 30 percent comes from John Liang. The concession was a guarantee of around 30 years from the UK government. Loan support is from JBIC developed countries investment finance, NEXI overseas business loan insurance, European Investment Bank (EIB) and Japanese and European private banks. In terms of the vehicle manufacturing sector, 369 cars are scheduled to operate on the Great Western Main Lines starting in 2017, and 497 cars are scheduled to operate on the East Coast Main Line starting in 2018. Bi-mode type trains are to operate in the electrified and non-electrified sections while the EMU type trains will operate on the electrified section only. Since the UK Department for Transportation initiative
Values from approaching each of the local markets It is important to highlight core values when approaching local markets. While global business can be the main focus, social innovation and advanced technologies should be driven together. When combined with collaboration, this business model shift can lead to new innovation. For instance, when rolling stock manufacturers collaborate with train operating companies, an advantageous relationship forms that supports both businesses. Projects stuck inside the conventional business model can be challenging, but arranging and cultivating a variety of project schemes can help businesses further develop vehicle life. The UK is now enjoying the service of the Class395 (Javelin), which is the first high-speed passenger train to be introduced in the country. The train has dramatically reduced journey times between London and Kent at a maximum speed of 225 kilometres per hour. The Javelin preview service was launched six months ahead of schedule in June 2009, and the full service started since December of the same year. Even the Javelin contract was challenging to achieve because it was Hitachiâ€™s first rollover contract in the UK. The Javelin is also the most complex train in the UK as a result of the dual voltage and multiple signaling systems. Following a series of difficult obstacles, the Japanese high-speed rail technology remains trusted in the UK, as well as many other countries. By Yasunari Oka - Unit manager (Unit-6), Business Development & Sales Dept., International Business Development & Sales Division, Hitachi, Ltd. Rail Systems Company
From international to domestic The rail industry in Asia is booming, with lucrative announcements of new projects, constructions and extensions making the news on a monthly basis
n recent years, train engineering and development companies from China, South Korea and Japan have been wooing governments throughout the region in an effort to put their technology and expertise into operation. 2016 saw many Asian governments take major steps forward in getting their rail projects off the ground and actualized; this can been seen as a compliance with the ASEAN connectivity initiative and the rise of Chinese rail networks. ASEAN governments share the common goal of connecting with each other, forging links between themselves and other countries. The race is on for high-speed rail In 2015, Indonesia, Laos and Thailand signed agreements with China to develop several new rail projects. Indonesia chose the high-speed rail (HSR) technology delivered by China for their proposed Jakarta-Bandung line. These HSR trains are expected to travel at 250-300 kilometres per hour. Laos also chose Chinese technology for their Boten-Vientiane line, with the HSR trains expected to travel at a slightly slower 160-200 kilometres per hour. Despite the delays, Thailand will still go ahead with Chinese-imported technology for the vast Nongkai-Bangkok rail route, with trains expected to reach speeds of around 180 kilometres per hour (although in the framework of cooperation, the exact speed has not yet been confirmed). Indonesian and Laotian governments have already kicked off some of these projects while the HSR project in Thailand remains delayed due to disagreements surrounding benefits and investments between Thailand and China. In May 2016, Indonesia announced plans to bring bullet trains - that can travel at speeds of up to 390-kilometres per hour - to the eastern province of West Java; the local government has already endorsed its own bullet train network. According to the Railway Development of West Papua, the first and the second phases of the project will take place between 2016 and 2019. West Papua is expected to be in charge of all phases, including the land acquisition, route testing, environmental impact assessment as well as gathering feedback and recommendations from local leaders and residents. The high-speed rail line is expected to serve express trains at speeds of up to 250 kilometres per hour, heading
from Manowari to Sorng. The train is also believed to run faster than trains in Java and Sumatera. In May 2016, Thailand asked Japan to expedite the development of several rail projects, most notably the high-speed train project that is set to link Bangkok to Chiang Mai, according to Thailandâ€™s Ministry of Transport. Thailand signed a memorandum of understanding (MOU) with Japan in 2015 in order to establish a joint venture to invest in various projects, including the 635-kilometre high-speed rail line from Bangkok to Chiang Mai. Other projects include a 319-kilometre double-track rail line from Bangkok to Laem Chabang and to Kanchanaburi, and a 225-kilometre railway from Bangkok to Sa Kaeo. The development of these projects is yet to start. In the same month, Malaysian prime minister Najib Razak said at the Invest Malaysia Kuala Lumpur conference, held at the Shangri-La Hotel in Kuala Lumpur on 12 April 2016, that the Memorandum of Understanding (MOU) on the HSR will be signed in the middle of 2016, and the bilateral agreement will be signed early 2017. In this connection, Japan, South Korea and China will be showcasing their technology in the Malaysian capital in hope of securing a deal for the fast train service. In May 2016, East Japan Railway (JREAST) showcased its latest model in the E5 train series at the High Speed Rail Shinkansen exhibition in Kuala Lumpur
in an effort to entice Malaysian and Singaporean governments to choose their technology. Japanâ€™s latest bullet train model is capable of travelling between Kuala Lumpur and Singapore in just 90 minutes, whereas the existing train service normally takes 8 hours for the same route. Japan is hoping that if Malaysia and Singapore choose its technology, the project will also act as a model for other Southeast Asian countries, further boosting the alreadybooming industry. At the same time, China Railway Group (CREC) is also eager to present its HSR technology on a global platform in an effort to become a front-runner in the railway industry in Malaysia. In 2015, China Railway and its joint-venture partner Iskandar Waterfront Holdings acquired a 60-percent stake in Bandar Malaysia, paving the way to future railway projects throughout Malaysia. Meanwhile, South Korea has revealed a strong interest in the Malaysia-Singapore HSR project by showing off its new HSR system KTX. Malaysia has a habit of emphasizing technology that brings safety to commuters in the country; thus, quality and a proven technical track record in regards to safety definitely seem to be working in favour of South Korean development companies. China is also seen as one of the top trainmakers in the Asian railway infrastructure industry thanks to a strong financial backing through key bodies such as China
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Development Bank, the Asian Infrastructure Investment Bank (AIIB), etc. Southern economic corridor brings improved rail connectivity The year 2016 is shaping up to be a rather auspicious year for India’s long-standing rail industry. The China Railway Corporation (CRC) will be providing India with a HSR line that links Chennai, New Delhi and Mumbai together, with the feasibility studies for the project already underway. Upon completion, the high-speed railway will serve passengers from Chennai to New Delhi across 2,200 kilometres of track while the route from New Delhi to Mumbai is set to cover a distance of 1,200 kilometres. When the project is complete, the Chennai – New Delhi corridor will be the second-largest high-speed rail line in the world. India’s current HSR projects include a line that links the western part of Mumbai with the southeastern part of Chennai, and another that links the northern part of New Delhi to the eastern part of Kolkata. These projects are perfectly positioned to eventually link India with the west ASEAN corridor from Dawei deep-sea port in Myanmar, which is another gate to further ASEAN countries. Dawei Port is under development with the tri-corporation between Myanmar, Thailand and Japan. This rail line will be constructed with 1.435-metre standardgauge double tracks from Dawei Port to Thailand. Thailand’s Ministry of Transport said the full phase of this 141-kilometre project will cost approximately US$1.85 billion. Many projects in Asia are already underway, but the next 4-5 years of development throughout the region is really expected to reshape the way in which people travel both domestically and internationally. The size of the railway gauge remains different in each country, and that raises
the question of whether railways will be able to link all countries in the region together. Most believe that all depends on the will and eagerness of each country to make it come true. Expansion of key projects across Asia According to PwC, the ‘megatrend’ of railway expansions has been seen since 2000-2010, when World Bank data shows that almost 200 million people moved to urban areas in East Asia alone. This figure would probably be the world’s sixth-largest population for any single country. The urban areas include eight ‘megacities’ with populations of over 10 million, 123 large cities with one to 10 million people, and 753 medium and small cities with 100,000 to one million residents. According to PwC, Asia Pacific will remain the largest transportation infrastructure market, with investments increasing from US$557 billion per annum to nearly US$900 billion per annum by 2025. For railway projects alone, investments are set to hit the US$2.4 trillion mark in total by 2025. When looking into specific countries,
all nations in the region are planning to invest more in railways. Not only do the investment plans cover capital cities in each country, but they also cover secondtier cities and intercity routes that will be connected to major cities and other countries. Indonesia is another highlight when talking about railway developments. Constructions are underway on Indonesia’s first HSR project, notably the JakartaBandung route, which a joint Indonesia – Chinese consortium has been awarded. Indonesia has also sped up progress on other projects such as the Jakarta Mass Rapid Transit (MRT) system and other Light Rail Transit (LRT) lines to further urbanise the capital. Indonesia has prioritized infrastructure investment and a large part of the investment is allocated to railway projects. New MRT lines are open for passenger services already while other lines remain in the planning and construction phases. Thailand has expedited its highly ambitious HSR project that is set to stretch throughout Southeast Asia. Without HSR technology in place, Thailand has opened the door for foreign investors and expertise in leveraging the project. Thailand is currently partnering with Japan for the Bangkok Chiang Mai line and China for the Nong Kai – Bangkok route. The nation is still looking for funding and investments in order to develop the lines in the southern and western regions of the country. The growth rate of Chinese HSR networks has been unprecedented. China pays more attention to its urban rail networks and it is looking to implement new procurements and operating models such as a public-private partnership (PPPs). This means more opportunities for investors to enter the market as well as international operators to play their own part in the proposed mega projects throughout the country. The Philippines’s Department of Transportation and Communications (DOTC) has awarded its first rail PPP to the Light Rail Manila Consortium, including the Rail Professional
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LRT 1 extension. It also has numerous rail PPP projects in the pipeline including the North South Railway Line and LRT Lines 2, 4 and 6 as well as MRT Line 7. This also means improved opportunities for both local and international investors as well. The huge railway infrastructure under the management of Indian Railways is facing capacity constraints and is certainly in need of further investment. The Indian Cabinet recently gave the nod to Japanâ€™s proposal to build the first HSR in India, and the new rail budget has given top priority to building the Dedicated Freight Corridors across the nation. Apart from these HSR and freight rail projects, many cities in India are expediting metro line projects - looking to implement different commercial structures for real estate and station developments. This could mean huge a huge growth in market potential for investors. Challenges for rail leaders Rail projects are complex and expensive. The effort in developing these projects successfully is far from straight forward. Thus, development bodies must ensure that local conditions, regulations and market factors are considered when taking on a new project. Common challenges that developers encounter include land acquisition, sufficient preparation of the project and integration on a multitude of levels. Land acquisition is usually required when implementing a large-scale project. This also deals with the displacement of homes and businesses of residents along the rail lines. Local or national governments may have authority to acquire land when needed; however, where clear land acquisition laws are not present, complications and controversy often occurs as the future costs may be much higher than just a monetary compensation package. Transparent and tested land acquisition laws and agreements between stakeholders over fair compensation are vital to the success and completion of the projects within the given time frame. This can become even more crucial when the projects are funded by private investors due to risks of uncertainty of the project timeline. Slow land acquisition and land clearance issues are often major factors, which create delays or even the cancellation of some railway projects. In terms of having a robust preparation plan in place, projects should be thoroughly prepared prior to the commencement of tendering and construction. This includes technical preparation of the project and an appropriate risk allocation and commercial structuring. In fact, the private sector has a role to play too, as governments cannot deliver all the components essential for completing line the railway projects on their own. The private sector participation can be through construction companies, systems suppliers, rolling-stock manufactures, operating companies or private finance. In the areas of integration, the success of new rail lines depends on how the lines under evaluation are integrated with the
existing transport infrastructure and network. Economic growth and increasing pressure in urban areas of Asia urge countries to opt for public transportation. Different modes of mass transit may be more appropriate depending on the area of the city. By having a successful strategy in providing urban public transportation it needs to be convenient to the public in order for them to gain access to other modes of transportation. They, too, must be willing to switch modes of transport from public to private. In this connection, integration of transportation modes shall cover both hard infrastructure (such as interchanges that are co-located for bus, rail and cycle networks) and soft infrastructure (such as common ticketing systems and fare policies). This will enable the lines to become more user-friendly and encourage the shift of commuters from private to public transport. Singapore and Hong Kong are often seen as good examples of the successful integration and development of public transportation networks. Financial support It is unavoidable that rail projects require some degree of financial support from governments. Normally, the level of financial support depends on the financial viability of the project and the amount of private sector funding that can be leveraged. A few funding mechanisms can be considered, such as overseas development assistance, railproperty development model and private finance. Overseas development assistance can include direct grants and soft loans that are provided on terms which are better than commercial loans with low interest rates, long tenors and upfront grace periods. The Japanese and Chinese governments - as well as several companies - often use this approach to finance the developments of rail projects in other countries. Major railway projects in Asian countries have been financed using this official development assistance. The Japan International Cooperation Agency (JICA), for instance, largely funds Jakartaâ€™s MRT. The Hanoi Metro was constructed and still receives financial assistance from JICA, the French Development Agency, Asian Development
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Bank and the European Investment Bank. In terms of rail-property development models, it is opted for largely by MTR that transfers the increase in value of land resulting from the development of a rail line back into the project. Under this model, transportation systems are developed; the value of land in the area increases. Some schemes that can be used under this method include sale of development rights, land sales, joint development of infrastructure with the private sector, and development impact fees. One good example can be seen in the case study of Hong Kong MTR, that makes Hong Kong a pioneer in employing such an approach. It engages in property development that leads to the generation of revenue to finance railway development and also increases the population catchment areas that contribute to the patronage of the railway. In this case, the Hong Kong government grants exclusive property development rights of the station areas to the MTR that are lower than the market rates. There is another option for the private sector to invest when the banks opt out of large-scale projects. The approach involves a large pool of capital stock in the financial markets including pension funds, sovereign wealth funds, insurance companies and other institutional investors that can be tapped into for railway projects. These organizations manage US$50 trillion of global capital stock, while infrastructure accounts for only 0.8 percent of the pool. With this approach, there is the potential for attracting capital from the financial markets to support infrastructure investments as well. Governments across Asia have shown ambitious signs in the effort to connect to one another, especially under the ASEAN integration and Chinese president Xi Jinpingâ€™s One-Belt-One-Road initiative. Many international railway infrastructure projects in Asia are underway, while more projects are still in the pipeline. This means more opportunities for rail leaders adding to the already-stimulated industry thanks to completed urban rail lines in each country. PricewaterhouseCoopers, Singapore www.pwc.com/sg Rail Professional
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China’s maglev: a bright future In an effort to rely on their own technologies, China is proudly presenting its homegrown magnetic levitation (maglev) trains, which will soon be in operation on the Metro Line S1 in Beijing and Changsha
t is the CRRC’s goal to showcase its technology to the international market by initially pioneering the project at home, as it was always thought that only Germany, Japan and South Korea had mastered the use of maglev technology, but now China has entered the arena. The medium-and-low speed maglev train, which is the first completely independent intellectual property of China, had a trial run on 26 December 2015 in Changsha. The eventual operating venue will be the Beijing subway lines, which are currently under construction and are expected to be in operation towards the end of 2016. The total distance travelled by the Changsha maglev express is 18.55 kilometres, making it the longest mediumlow commercial maglev to date and is also the fourth maglev express and the third medium-low maglev express in use globally. The medium-low maglev train No.CF102 has 3 cars and has a total length of 48 metres and is the same width as the metro B type train. It has a maximum capacity of 363
passengers, and operational top speeds of 100 kilometres per hour. The development of this train took nearly 10 years of technical construction with an additional year to complete its systematic integration. This Changsha maglev employs the ‘hugging-rail’ design, which joins the train to the railway and completely eliminates the risk of it derailing or overturning. Various other emergency rescue methods have also been incorporated to ensure safety. Moreover, this type of maglev has advantages including; increased cost efficiency, an absence of noise, vibration and radiation. The train and railway is free from wheel friction and vibration; thus, its noise level is around 70dB when operating at a speed of 80 kilometres per hour. Its minimum turning radius is 50 metres, which is half the value of the metro and is sufficient to travel through urban areas. Its grade ability is double that of other common mass transit systems maximum capabilities, with the ability to climb the equivalent of two floors within a distance of 100 metres. The comprehensive cost of construction is
only a third to half of the metro and much lower than light rail. In terms of its traction system, key technology focuses on the lightweight traction converter, linear motor stable slip frequency control, DTEC network control and diagnosis, high frequency insulation, linear induction velocity measurement, and dynamic current equalize technology, etc. The Changsha medium-low maglev showcases China’s medium-low maglev integrated technology. The successful development of this train also included independent levitation system with an intellectual property of a levitation frame capable of adapting to 1860mm gauge and an entire highly reliable electric vehicle system. Finally, the train brings China into the ranks of only a handful of countries offering world-class medium-low maglev train technology. On 6 May 2016, the first Chinese medium-to-low speed magnetically levitated rail line came into operation. The train shuttled between Changsha’s south railway station and the local airport, with one stop
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in between. It takes only 19 minutes and 30 seconds to complete the 18.55-kilometre trip. The train has a seating capacity of 363 passengers with a maximum speed of 100 kilometres per hour. A one-way trip costs US$3. At the railway station passengers will be able to check in and deposit their luggage at the new terminal. Developments to bring out the best of the domestically designed maglev are ongoing. Train number CF1003 has been showcased in international markets via the CRRC information centre in several countries to entice other governments to opt for this Chinese technology. The CF1003 is said to be the future of public transportation. This 3-car train is 46.4 metres in length, 2.8 metres wide and 3.61 metres tall. Its seating capacity is 432 passengers, and the maximum gradient capability is 70 percent. It operates at 100 kilometres per hour with a minimum turning radius of 75 metres. The CF1003 that is being proposed to the international market has many technical advantages including a total lack of operational friction, low noise, no vibration and ride comfort. Its electromagnetic radiation output is no more than that of many common household appliances. Its sophisticated rail-holding design grants it superior safety and zero risk of derailment. The CF1003 is highly adaptable to various environments including steep gradients and small curves. The comprehensive cost of construction is a third of metro vehicles or light rail vehicles. Its design is simple and fits perfectly with a plainly built viaduct. The CF1003 will be used in China as a show model first. China would also like more homemade maglev trains to be used as domestic models in other countries to highlight that this Chinese technology offers an option that will help support their local economies. On 16 May 2016, a low-speed maglev train was showcased in a trial operation in Changsha.
The research on linear electro motors and electromagnetics began in 2003, and in 2011 the motors and systems were developed for a 1.58-kilometre experimental line. This prototype train ran along a line named ‘Zhuifengzhe’, which means ‘wind pursuer’. To date, the train has run approximately 30,000 kilometres without incident, whilst simultaneously accumulating a large amount of technical data for later commercial use. When the Changsha maglev project was launched in 2014, the linear electric motors and suspension electromagnet systems were optimized to further improve reliability and stability in all weather conditions. Both the motor and suspension electromagnet systems needed to be lightweight and highly adaptable to the environment in order to resist wind, sand, rain, snow and ultraviolet radiation. The Changsha maglev project has made innovations in the motor’s driving and protection methods, including the insulation structure and processing. Eighteen patent applications have been filled out for these techniques, including four invention patents. The project has developed motors
The Changsha line features an improved performanceprice ratio, better safety, lower noise emission and superior climbing capability when compared to maglev technology from other countries with a maximum thrust of 3.3kN to allow the maglev train to carry more passengers, whereas the Japanese low-speed maglev rail system uses 2.7-kN motors. In addition, the suspension electromagnet that is used on the Changsha line can provide a buoyant force of up to 33kN, nearly 20 percent higher than its Japanese peer. As a result of special insulation techniques the line is able to operate normally even if the electromagnet is submerged in water for 24 hours. The research project team has assured sufficient balance between the thrust and buoyant force to guarantee the train runs smoothly. The Changsha line features an improved performance-price ratio, better safety, lower noise emission and superior climbing capability when compared to maglev technology from other countries. The maglev train is environmentally friendly not only because of the shift to public transportation, but also because it creates a more harmonious relationship between cities and the environment. Lau Wei Ye. Manager, Malaysia Representative Overseas Business Division CRRC Zhuzhou Locomotive Co., Ltd. Rail Professional
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Onboard infotainment Passenger information systems in maglev and light rail trains are transforming into connected broadcasting systems with location-based passenger information, news and advertisements
o looking to the future what can we next expect? 4k? Facial recognition for targeting advertisements? Video door surveillance? All-in-one systems with digital ticketing? Difficult to foresee, but railway infotainment engineers can be prepared for all these scenarios, if they opt for modular state-ofthe-art platforms! With the availability of both low-power small form factor System-on-Chip (SoC) processor technologies as well as high bandwidth cellular connectivity, standard passenger information that was mainly distributed by human voice in the past is undergoing a massive transformation process. Multi-functional, multi-display, in-seat infotainment systems that are always connected and that distribute location-based information, news and advertisements have taken over. And with display technologies shifting towards 4k, operators will soon be carrying out updates, thus enabling stunning graphics as used in the latest TVs, computer monitors and smartphones. On
top of this, advertisement systems with facial recognition will improve overall campaign performance and, once a video stream is captured, why not exploit this in video surveillance installations? With integrated wireless ticketing readers for Near Field Communication (NFC), RadioFrequency Identification (RFID) or barcodes, an infotainment system located at the door can â€˜mutateâ€™ to an all-in-one system which advertisers could even use for product sales via wireless cash tools.
CAGR, the market will grow to a value of US$39.20 billion by the end of 2018. Rising expenses on overall rail spending, regional economic booms, for example, in Asia Pacific, Europe, Middle East and Africa will also create a strong upsurge in demand and innovation within the global market. The mature markets of North America
A global growth market These scenarios demonstrate quite clearly how railway infotainment systems are undergoing a massive transformation process and that the future looks bright for smart wagon technologies. This outlook is seconded by reports from market researchers such as Markets and Markets. They estimate that the global smart railway market will grow at an impressive compound annual growth rate (CAGR) of over 26% from 2013 to 2018. At the projected
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what are the precise benefits of computer modules for railway engineers? They can use these modules to build their own dedicated systems that fit their applications. There is no need to lay hands on the computing core, so they can concentrate on engineering their own specific infotainment systems will, on the other hand, look to upgrading existing infrastructures, in order to promote sustainability and environmental awareness. China in a leading position Growth of the high-speed train market in China and South Korea represents one of the biggest drivers of the railway market in the Asia Pacific region. China’s rollout of its high-speed rail network started in 2007. Today, China can boast of having more than half of the world’s 23,000 kilometres of high-speed rail track. Chinese engineering experts have redesigned major components of foreign high-speed trains; they can now position themselves as one of the major global vendors in this market and promote their own rolling stock with maximum operating speeds up to 380 kilometres per hour. In April 2015, Indonesia and China, for example, signed a memorandum of understanding for a high-speed rail link between Jakarta and Bandung that, according to local media, will cost US$6.7 billion to construct. Cambodia has also contracted the China Railway Group with a 400 kilometre link between a steel facility in the northern Preah Vihear province to a proposed port on southern Koh Kong that is expected to cost around US$10 billion. So massive investments are currently taking place. Requirement analysis If we consider the highly dynamic transformation of applications and businesses, what is the best basic technology to rely on for building latest state-of-theart infotainment systems? It goes without saying that this technology has to deliver
latest state-of-the-art graphics performance and interfaces. Plus, it must cater for future demands by being multi-functional and freely programmable. In addition, system designers want a clearly defined roadmap towards future heterogeneous system architectures. Furthermore, this technology needs to fulfil all the demands required for operation in harsh railway environments. This includes, for instance, high vibration and shock resistance, extended temperature range support for railway operation and very low power consumption for fanless 24/7 operation. Finally, long-term sustainability of all these solutions is essential and must also come at a reasonable price. Design options Technologies that do cater for all these benefits are computer modules based on the COM Express standard that integrate processor technologies and are designed for harsh environments. The multifunctional layout of the COM Express technology published by the vendor independent PICMG (PCI Industrial Computer Manufacturers Group) makes this possible. The form factor is small and the interfaces are individually customizable by deploying individual carrier boards which makes them highly multi-functional owing to their 440 pin counting connectors to the baseboard. Therefore fewer interfaces are needed so the Qseven form factor from SGET (Standardization Group for Embedded Technologies e.V.) provides an interesting alternative as it offers smaller and fewer interfaces.COM Express can also target the PC, notebook, Qseven tablet and smartphone with the same technology as they all use an embedded type of system. In conclusion therefore, what are the precise benefits of computer modules for railway engineers? They can use these modules to build their own dedicated systems that fit their applications. There is no need to lay hands on the computing core, so they can concentrate on engineering their own specific infotainment systems. The modular approach also offers an upgrade path towards future power and performance classes so that existing designs can easily be upgraded by switching the module. Plus, standardized computer modules are also deployed in very varied application areas, so engineers benefit from a huge economy of scale compared to full custom designs. They have access to a large ecosystem with components, design guides, trainings and second sources. State-of-the-art SoC graphics Once the decision on the right form factor standard for the infotainment system platform has been made, the next important choices are the right processor technology and the preferred module vendor. AMD Embedded G-Series SoC processors present one of the best choices available in the market today. At congatec, these are available in extended temperature
configurations (-40 to +85°) on both computer module form factors. The integrated, high-performance AMD Radeon Graphics are what make these AMD SoC processors so attractive. A further factor is that AMD was the very first x86 vendor to integrate the CPU, graphics and chipset components - which until then were separately operated – onto one single SoC. The high level of SoC integration of the AMD Embedded G-Series opens a window to new solutions, which reach new performance levels with minimum energy requirements. Despite the low power consumption of just a few watts, the AMD Embedded G-Series supports 4k resolutions, multiple screens and the latest graphics codecs. For video broadcasting, the integrated graphics also allow the decoding of streams directly on the decentralized system, saving valuable bandwidth. The low power requirements of the AMD Embedded G-Series SoCs enable fanless, completely sealed designs without any notable waste heat. Another practical feature is the configurable maximum power consumption (Thermal Design Power). This gives designers the freedom to optimize the layout of the cooling solution and power supply, ultimately the overall system costs, according to application-specific needs. Alternatively, they can adapt an application to any existing system design. The AMD Embedded G-Series combines all this with industrial robustness and real-time capability including extended temperature ranges as well as a long-term availability of up to 10 years.
Crysta Lee is a marketing specialist at congatec Asia (Taiwan)
Email: firstname.lastname@example.org Rail Professional
Seven SMRT engineers lauded as Singapore’s first chartered Rail Engineers As Singapore strengthens the professionalism of its rail engineering team it hopes to accredit a further 100 engineers in the very near future
he SMRT’s engineering workforce received a boost on 11 March 2016 with the accreditation of seven staff as Singapore’s pioneer batch of Chartered Engineers in Railway and Transportation Engineering. Carrying the prestigious ‘CEng’ title, the accreditation is awarded by The Institution of Engineers Singapore (IES) and is recognised by the railway industry as an indication of the deep expertise in a specialised field of engineering. In this instance, earning the coveted CEng title emphasises the seven SMRT engineers have demonstrated their professional expertise, experience and contributions to the railway sector. A panel of rail experts assessed them for their CEng title. SMRT’s engineering staff are presently spearheading the renewal of Singapore’s North-South and East-West Lines in an integrated multi-year project effort. Currently, the capacity on all SMRT lines including the North-South East-West Lines
(NSEWL), the Circle Line and Bukit Panjang LRT is being increased with additional trains. The chartership is a timely affirmation that SMRT ensures it has a workforce of engineers with the professional expertise and experience to cope with ongoing projects, as well as the projected expansion and increasing complexity of the MRT network in the years ahead. For young railway engineers, the attainment is a major milestone in their professional development and understanding and will enable career development and progression based on competency and mastery of rail engineering skills. For experienced engineers in the railway industry, it is an endorsement of their extensive expertise, experience and contribution to rail. The seven SMRT engineers who successfully qualified were Ang Chia Wei, Jason Ng Boon King, Chua Hock Seng, Azizah Sapari, Edelene Ee Si Ya, Wilson Lew Hong Howa and Ng Chong Joo. Edelene Ee, the youngest engineer in Singapore to attain the CEng in Railway and Transportation Engineering, said, ‘The chartership is an endorsement of the hard work that we have put in, and also reflects well on the invaluable training and work experience that SMRT has provided for us. I am glad that they are creating new opportunities and pathways for its engineering staff to continually improve their skills and I am thankful for the guidance and mentorship that has been provided.’ Edelene graduated from the National University of Singapore with a Bachelor of Electrical Engineering and joined SMRT in 2009. Since then she has undertaken various roles within the Electrical, Mechanical & Fire Engineering (EMF) branch. Her current role which she took up in 2013 is as a senior manager in power and building services. She has also completed a study and review of the electrical system design of the network, which has resulted in implementing several improvement projects. Edelene also leads a team of more than 100 maintenance
managers, engineers and technical officers to oversee the safety and reliability of the power system along the network. Having graduated with a Bachelor of Civil and Structural Engineering from the National University of Singapore, Wilson Lew Chong Howa joined SMRT in 1999 as a maintenance engineer in Permanent Way (track) and has more than 15 years experience in track and infrastructure maintenance. In his current role as a senior principal engineer for Permanent Way, Infrastructure and Facilities Management he is responsible for overseeing a team of managers, supervisors and staff who maintain, upkeep and manage underground tunnels, elevated viaducts and stations Ng Boon King Jason, manager for Power and Building Services, joined SMRT in 2008 as a senior engineer with the Engineering and Maintenance team. He was promoted to manager for Power and Building Services in 2014 to lead a team of technicians in the Bukit Panjang LRT Gap Breaker replacement project to improve the network’s reliability. Jason graduated with a Bachelor of Science in Electrical Engineering from Louisiana State University (USA) and holds a Master of Science in Power Engineering from Nanyang Technology University and is accredited as a professional engineer in Electrical Engineering. Ng Chong Joo, chief engineer for Permanent Way, Infrastructure and Facilities Management, joined SMRT in 1997 as a maintenance engineer in Permanent Way (track) and has extensive experience in different aspects of maintenance of tracks and other critical infrastructure. In his current appointment, he is responsible for the implementation of the track system replacement projects, such as the Third Rail system change-out and sleeper replacement work on the East-West Line. Chong Joo is a Singapore-registered professional engineer in Civil Engineering and he graduated with a Bachelor of Civil Engineering from the
National University of Singapore. Ang Chia Wei, branch manager for Operations Maintenance, joined SMRT in 2005 as an executive engineer in Maintenance and Planning and has 10 years of experience in trains and station facilities management. She took on her current role as branch manager in 2011, managing a team of over 100 staff who are in charge of the operations and the maintenance of escalators, platform screen doors and lifts at MRT stations. She also oversees the procurement process for maintenance services and spare parts. Chia Wei holds both a Bachelor of Mechanical Engineering and a Masters of Mechanical Engineering from the National University of Singapore. Azizah Sapari, lead project engineer, Singapore Rail Engineering (SRE), joined SMRT in 1990 and has 25 years of experience working with trains and rail networks. She took on her current appointment as lead project engineer with SRE (a subsidiary of SMRT Corp Ltd) in 2014 to develop and grow an indigenous rail engineering capability in Singapore. She is a core team member of SRE for the mid-life upgrade of C651 Siemens trains which include the design, supply and validation of the refurbished trains. Azizah graduated with a Bachelor of Mechanical Engineering from the National University of Singapore. SMRT has almost doubled its engineering workforce since December 2011 to 342, and plans to further increase the number of engineers to around 400 in 2017. By end of
2017, SMRT expects to see more than 100 of its engineers (this is about a quarter of its engineering workforce) attain the CEng in Railway and Transportation Engineering. In the future, SMRT aims to have all its remaining engineers attain the chartership by 2020. This includes many fresh engineering graduates who joined the profession recently. In conjunction with increasing its engineering staff strength, SMRT has also been working hard to strengthen the professionalism of its engineers. Last year, the SMRT Trains and Human Resources teams mapped out a career development plan for its rail engineers through the introduction of an Engineer Professional Career Roadmap, a competency-based career scheme. This was introduced to nurture a sustainable team of engineering professionals with specialised skillsets in various fields of railway and transportation engineering, as well as managerial experience, which will allow the engineering staff to support the push for better reliability and the growth of SMRT’s rail network. Ng Bor Kiat, senior vice president for Systems & Technology at SMRT Trains Ltd, said, ‘The MRT rail network does not renew or maintain itself. A professional, experienced and committed engineering team is key to SMRT’s efforts to serve train commuters better through higher reliability and improved maintenance processes. Even as we improve our rail network, we will ensure the rejuvenated MRT network will be well-maintained by nurturing a core of rail
professionals with the right blend of technical and managerial skills offering operational exposure, training and a passion for rail engineering. We have invested significantly to train and educate our engineers so that every individual can maximise his or her potential and raise their professional competencies to be in line with international set standards. By nurturing a strong engineering core, SMRT is poised to meet the growing demands of the local rail network which is set to double by 2030.’ SMRT is raising its engineering workforce ahead of the anticipated increase in demand for engineering expertise as its network and train fleet expands this year, with the opening of the East-West Line extension towards Tuas and the commencement of operations of new trains on the NSEWL later this year. As and when the MRT renewal and upgrade projects are completed, the expanded engineering team will oversee maintenance requirements needed to keep the network in top condition. SMRT Corporation - www.smrt.com.sg Rail Professional
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German expertise for the world’s railways 2016 promises to be an interesting and successful year for DB Engineering & Consulting especially in Asia - as it celebrates 50 years of passing on German railway experience
n 1966 Deutsche Bank and Deutsche Bundesbahn (State Railways of the Federal Republic of Germany) formed the consulting firm Deutsche Eisenbahn-Consulting, short name DE-Consult. Since then the company has successfully completed a vast number of projects running into their thousands in over 100 countries. One of the first assignements was a study to improve bus transport services in Ho Chi Minh City, Vietnam. Other projects have included the supervision of E&M works for the Metro Shanghai Line 1, the system engineering for the Bangkok Transit System including metro depots and several extensions of the initial line and the trackwork basic design for Kaohsiung Metro in Taiwan, and many more. In 2007 DE-Consult was renamed DB International. Since 1st April this year the international consulting and engineering arm of DB merged with DB ProjektBau, the
national planning and project managing company for infrastructure of DB Group, under the name DB Engineering & Consulting. The two companies now bring together a high level of expertise and experience in building railway projects and can draw on a bigger pool of engineering resources for international rail-related projects more than ever before. Employing 4000 employees from 66 nations, with offices in almost every major city in Germany and a further 20 countries around the globe, the company’s experienced railway experts are on-hand at the customer’s site offering their worldwide acknowledged know-how of the German Railway (Deutsche Bahn) from conception through to operation, along with technically sophisticated and customised rail infrastructure, mobility and transport solutions. With sustainable concepts in mind DB Enginnering & Consulting supports the future success of economic
regions and continues to make important contributions to the protection of the environment which will help shape the railway of the future. The company holds a major role in the Kochi metro project in the southern province of Kerala, India. Work on this project includes the preparation of a quality and safety monitoring plan, review of operations, maintenance and disaster management manual and testing as well as commissioning support for the 26-km elevated line. The fully locally managed branch in India brings German expertise in project management, design, construction, supervision, safety and quality management to India through the use of local resources with the backup support of the company. Other new involvements in Asia include the review of design drawings for the Ankeng LRT in Taiwan including feasibility studies and tender documents for the Dark Green Line of MRTA in Bangkok.
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2016 promises to be an interesting and successful year for the restructured company, especially in Asia: with its offices in China, India, Thailand and Australia, DB Engineering & Consulting is set to fulfill the customers’ needs on site. Only recently, they were awarded the tender for the first metro line in Canberra, Australia, as part of the Capital Metro consortium, which also includes one of Australia’s leading construction firms and the Spanish tram manufacturer CAF. The employees will
contribute their globally proven experience of consulting services in operations and maintenance. Works have already begun and the metro, which will comprise 13 overground stations, is planned to be operational in 2019. Following its 12km extention the Canberra metro will connect the fast-growing suburb of Gungahlin with the centre of the capital. A subsidiary of the DB Group won its first contract in Australia in August 2014, which included project management
Other new involvements in Asia include the review of design drawings for the Ankeng LRT in Taiwan and the review of feasibility studies and tender documents for the Dark Green Line of MRTA in Bangkok services for rail systems, vehicles, approval/ initialization, and operation for the major mass transit infrastructure project Sydney Metro Northwest - Australia‘s first fully automatic metro system, which is scheduled to start running in the first six months of 2019. With its proven international strategy and success, DB Engineering & Consulting opened its first office in Australia in Sydney at the end of last year. Tel: +49 69 6319-239 E-mail: iva-katharina.hartmann@ deutschebahn.com Web: www.deutschebahn.com Rail Professional
Beyond the Solution...
Rowe Hankins new Split-Core NIC Has been designed for use in rail condition monitoring systems, allowing engineers to ﬁx problems before failure. Designed for trackside application to assist Network Rail’s preventative maintenance programme, having many beneﬁts, including its retro-ﬁt installation.
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0161 765 3005
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Making the switch Findlay Irvine manufactures products that include switch heaters, controllers, data loggers and wireless temperature sensors. The company gives details on what it can offer and its ongoing relationship with Network Rail
o many in the UK rail industry, Findlay Irvine is known for the switch heating controllers that the Scotland-based company has been manufacturing for thirty years. However, thanks in part to Findlay Irvine’s success in supplying loggers to Network Rail’s Intelligent Infrastructure Project, the company has become a major equipment supplier and development partner to the project team. Now that intelligent infrastructure increases the scope of the asset types being monitored across the whole network, Findlay Irvine is also increasing its product range to help and assist Network Rail in its quest to improve reliability and efficiency by taking a strategic approach to asset management. This has led Findlay Irvine to develop innovative solutions with Network Rail for difficult monitoring problems, providing cutting-edge equipment that cover signalling, power, track and civil applications. It is a working relationship that looks set to continue long into the future. Multidisciplinary approach There are a number of reasons why this relationship has been so successful in recent years, not least Findlay Irvine’s ability to adapt and deliver economical systems, owing to its multidisciplinary approach to engineering design. The company also offers in-house production facilities that have the ability to service and maintain equipment on-site.
Retaining the ability to provide hardware that can directly feed into an operator’s existing display software, or can provide a top-end software management package, is an attractive offering for any rail operator. It is this capability that has so strongly lent itself to Network Rail. It has taken advantage of Findlay Irvine’s ability to provide a turnkey solution (including hosting management systems) until the Network Rail Intelligent Infrastructure system is ready to support the application, at which point it will then be transferred over. This approach to design and manufacturing allows new solutions to be trialled, tested and proven before being implemented, with the Intelligent Infrastructure helping to ensure solutions are rolled out correctly first time – a process that has been successfully developed over a number of years. Growing reputation Findlay Irvine may be one of the lesserknown organisations in the rail industry but as specialist, bespoke manufacturers its reputation is growing quickly. This is particularly true in signalling, an area where Findlay Irvine has been involved with multiple applications over the years. In the 1990s the company developed a cost-effective solution for the clamp lock (the mechanism that locks points by directly clamping the closed switch rail to the stock rail), which only required an interface to the built-in pressure transducers and not the signalling system. Due to the simplicity of the solution, the stock rail was a successful innovation that led to many others being developed. The development of a general purpose logger for signalling remote condition monitoring (RCM) applications led to the creation of a wireless interface for the HPSS (high-performance switch system) point machine, allowing machine-generated data and logs to be reported back to the Network Rail management system. Utilising these wireless communications has created a solution that is not only cost-effective but also extremely reliable and easy to maintain. Owing to the success from the creation of the general purpose logger a number of other data collection opportunities arose. These included the development of a unique Rail Professional
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manager for Findlay Irvine, firmly believes that this latest innovation could be ground breaking for the industry. ‘With the introduction of a low-cost, solarpowered logger that has the ability to operate cameras where the engineer can see the asset being monitored has the potential to open all sorts of doors for other applications,’ he said. ‘The potential for automated, remote monitoring of assets and potential areas of failures could change the way that the industry operates and strengthen rail operators’ abilities to offer a safe, reliable and economical service.’ In the future, Findlay Irvine hopes to continue working closely with Network Rail and other partners to develop new solutions with integrated technology systems. Findlay Irvine believes that helping prove new technology and increasing the capability of the intelligent infrastructure platform can only be a good thing for Network Rail and suppliers in this area. The company is always looking for new projects and problems to develop solutions for and will continue for many years to come.
AC point machine monitoring system for the non-DC market. The technology has helped to prove that it is possible to monitor level crossings using standard loggers and configurations. Another spin-off project has been to help improve point operating equipment testing and commissioning, which although still a pilot project has significant potential to improve installation reliability and become a valuable ongoing maintenance check. Switch heating monitoring Outside of the signalling world, Findlay Irvine developed a logger more suited to switch heating applications. It achieved this by repackaging the existing functionality in a form that could be easily mounted on back panels, had more suitable inputs/outputs and was substantially cheaper, making it an extremely economical solution particularly in whole-life cost terms. Due to these innovations and a close working development partnership, Network Rail was able to build a strong business case for implementing switch heating Rail Professional
monitoring, which has proven to be a very useful long-term project. Thanks in part to the experience and key learnings from the switch heating monitoring project, as well as a longstanding experience with weather monitoring systems for roads and airports, Findlay Irvine was tasked to innovate solutions for other problems being faced by Network Rail, surrounding critical rail applications. This led to the inception of the wireless rail temperature sensor. The device has the ability to record rail temperature and report it back to the Network Rail Intelligent Infrastructure system, or Findlay Irvine’s personal online management system that can then be easily viewed on internetenabled devices. The next sensor to be developed along these lines is the track flood sensor, which has the capability to highlight rising water that could pose a threat to services. It is in this area that Findlay Irvine believes there are more innovations that can be developed, delivering cost-effective solutions to ongoing issues and threats. National Contract for Earthworks Monitoring Now though, Findlay Irvine is branching out even further, offering civils applications after it won a contract for the supply of earthworks monitoring equipment. The system currently being installed across the UK has further extended the proven capability of wireless sensors, while also offering the added benefit of including a new solar-powered logger with day/night infrared cameras. Mike Mustard, business development
About the company Findlay Irvine is a UK company that provides electo-mechanical and software products primarily for the transport industry. After it was established in 1960, the company earned a reputation for developing innovative products and for working with clients to provide costeffective practical solutions. The company’s facilities near Edinburgh consist of three dedicated buildings: research and development, administration and production and service. Most design projects are undertaken in-house but the company has projects with local establishments including Edinburgh and Heriot Watt Universities. Findlay Irvine’s design staff include degree-level electronic, mechanical, mathematics and software engineers, enabling the company to be able to take designs from concept through to finished products. The company’s production facilities include a fully CNC (computer numerical design)-equipped machine shop and electronic assembly facilities, as well as an automatic pick and place machine and reflow oven to surface-mount electronic components. Together with its service department, sales and marketing team, Findlay Irvine can offer customers an end-to-end solution.
Tel: +44 (0)1968 671200 Email: email@example.com Visit www.findlayirvine.com
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Swietelsky Construction Company Ltd Holybrook House, 63 Castle Street, Reading, Berkshire, RG1 7SN, United Kingdom. +44 (0) 118 950 3380
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Is this seat taken? A question we hear almost every day on our way to work on public transport. Having a seat in the rush hour is always a bonus, especially first thing in the morning. But do we ever think about what these seats are made from? GURIT gives us an insight in to the latest developments in the manufacture of transport seating
hilst advanced composites have already made an entrance into niche applications within the rail industry globally, the interest and growth across the Asia Pacific region is gaining more and more momentum due to the benefits these composites can offer. Modern mass transportation needs to be fast, efficient, comfortable and safe. Velocity, energy efficiency, passenger comfort and safety have a lot to do with the design concept, smart components and the materials used: the lighter train carriages are made, the faster a train can accelerate, move and brake. A lighter train also uses less energy per passenger distance covered. Stronger, more durable and easy to clean materials translate into lower maintenance cost over the whole life span of a train.Â Passenger comfort also requires lightweight, compact and durable materials. Designers can make train car interiors, or seat structures that offer passengers the maximum individual space and leg room as well as a friendly and clean environment along with excellent noise and pressure protection during high-speed motion.
These have been important parameters in other industries long before a pioneer in composites accepted the challenge and transferred its knowledge from other mass transportation means to the rail sector.
Gurit has enjoyed over 30 years of experience as a leading global advanced composite materials supplier and engineering partner to a broad array of industrial markets. These include highend applications in todayâ€™s most advanced passenger aircraft plus award-winning high-performance boats, super-premium and premium cars and weight/performance optimised composite wind turbine blades, and it understands the most pressing needs of the rail market. What makes Gurit special as a supplier is the broad range of capabilities united under one roof, offering structural engineering and design, tooling, experience in the practical application of composites across various market sectors and projects, combined with a professional approach to product development and processing techniques. That is not to say that the challenge of introducing materials into this sector where iron and steel have been dominant for decades has been easy by any means. However, utilising successes and expertise from the wider transportation sector with similar demands has advanced this process and provided composites with a trusted platform to target rail applications focusing on passenger safety and overall performance. The key parameters for success within
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rail transportation are: significant weight reduction, cost efficient production methods, tailor made mechanical properties to allow for maximum design freedom and also outstanding passenger safety in relation to fire, smoke and toxicity performance of the chosen materials. Gurit has optimised phenol prepreg sandwich construction for rail interior projects, with proven components such as window boards, roof sections, baggage holders and most recently passenger seats in collaboration with dk Composites (Malaysia) for the Klang Valley Mass Rapid Transit (KVMRT) scheme. The new KVMRT project is the largest public transport project in Malaysia. The first branch of this line is scheduled for completion in 2017, with an initial fleet of state of the art automated trains from Siemens. Designed for both, tunnel and elevated operation, the interior components required a composite solution that would meet the highest FST requirements, whilst at the same time being able to provide a lightweight and robust interior. Each train is made up of 4 cars allowing a total capacity of 1554 people of which 174 can be seated. The trains are fitted with extensive fire detection and CCTV equipment to ensure passenger safety on the driverless trains, but the Cat 1a/HL3 FST requirement meant that a specialised solution was going to be needed for the seating. The ‘Inspiro’ series of Siemens trains are also designed for optimised energy consumption and to be a low maintenance solution. The design for the trains known as ‘guiding light’ was completed by Designworks, USA, and reflects modern Malaysia as a dynamic and technological country. This included light blue colouring to the interior and for the seating elements which were cantilevered off the wall
with energy efficient LED lighting from underneath. The solution selected by dk Composites was a Gurit Phenolic Resin PH 840 combined as a prepreg form with E-glass reinforcements and Gurit® G-PET™ FR core materials to make a lightweight and cost effective composite solution. Gurit’s Engineered Structures team provided the engineering design and verification of the composite seats and leaning bars, aluminium support structures and bolting details that form the seating system. dk Composites selected the Gurit T series of Epoxy tooling resins and gelcoats. This is an epoxy system specially formulated to make FRP tooling suited for elevated temperature cures such as those required
for phenolic prepreg. The system has been formulated with a Tg (glass transition temperature) of 130 c when fully post cured. This ensures maximum surface quality is retained even after repeat cure cycles. Composite tooling provides a cost effective way of achieving the required production rates of 20-30 units per day. In addition the FST requires that all necessary structural standards are in place within seating systems to ensure both passenger safety and longevity. The basic design called for a moulded composite seat bolted to an aluminium cross bar, which was internally supported by a cantilevered bracket that is attached to the side wall of the stainless car body. The upper edge of the seat is also attached with a lightweight bracket. The seats are designed to be assembled in multiple configurations from single seat to 7 seat configurations. The composite seat itself is constructed from two components, the sandwich seat shell, and monolithic top hat stringers which use an adhesive and are bonded to the underside. The full seating system also incorporates a leaning rest bar (also in Phenolic composite, with aluminium brackets) and a pair of folding seats per train which have a composite seat on a steel frame. In total, the interior components concept perfectly aligns the needs for a safe yet efficient transportation concept without compromising on passenger comfort and convenience. Reduced energy consumption and maintenance effort as compared to traditional materials also clearly benefit both – passengers and operators. Gurit (Asia Pacific) Limited Tel: +64 9 415 6262 ext.541 Email: firstname.lastname@example.org Web: www.gurit.com
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Safe, energy saving switch points When the Swedish subway company started to revise their energy efficiency costs it was found that most switch point systems were working in-effectively
witchPoint Heating AB is a Swedish company and as most people know the country has a long harsh winter season. This is why they have worked on developing energy saving solutions for keeping rail traffic running safely through the winter for over 25 years. It began when the Swedish subway company started to revise their energy efficiency costs and found that most systems were working in-effectively at a high rate power consumption - this presented difficulties to maintenance personnel who, when operating rail sweeping machinery, would damage the track elements. From listening to their customers’ requirements, they have improved the systems flexibility, handling and function and at the same time reduced the required power by heating rails with separate elements at direct contact. Now these solutions are adaptable to most railway systems around the world, but the journey doesn’t end there for SwitchPoint Heating AB, as the company continues to explore new options to meet the ever growing needs of its customers and acknowledges that there are always improvements that can be made. The biggest advantages with their switch point heating system are: • Low power consumption - To install one element at each rail with low power instead of only heating the stock rail and depending on radiation of heat over to the moving rail which demands rather high power to work. • Long elements - Each element can be made up to 20 meters • Rapid installation - All systems can be
installed in about an hour • Flexibility -While it is delivered as a readymade system with all parts included with custom length, elements can be cut and resealed on site with simple tools. • Easy to transport - Complete kits or spare parts never bigger then 1m can be carried in a normal car for easy maintenance. • Control - All elements are monitored and logged by system computer accessible by the internet and have remote surveillance with 3G communication. Delivered in a turnkey ready control panel built in a polyester fiberglass reinforced cabinet with integrated dig down ground stand With our dependence on the planet to provide support with fresh air, clean water and sufficient food, all countries need to participate in reducing the pollution
destroying the environment, using this switch point heating system can be part of achieving that reduction. It is quite common to turn on a heating system with 400-700W/m at first snowfall and keep it running until such time as the snow disappears. There have been many attempts to run heating systems by weather stations, snow sensors, and thermostats but when these functions fail, rough weather safety overrules economics and having the manual option always ‘on’ seems to dominate. It has been found, however by using this system which is not offered by any other supplier, of maintaining a +1°C rail temperature with the combination of a sophisticated regulator and snow sensor during the cold season, of brining on the heating at 100% during precipitation below +3°C using one element of 100W/m at each rail, keeps the rails the clean and consumes a lower amount of energy. Railway companies in Great Britain have become the biggest export market for switch heating systems having recognised the need to change from outdated rigid energy style systems and to seek more modern solutions to the age old problem of rail heating needs in winter. They have welcomed this new technology offering the benefit of remote controlled surveillance control systems which reduces power consumption by up to 50%. So at the next revision of your switch point systems consider the modern rapid system that saves energy, time and money. Tel: +46 (0)301-418 50 Email: email@example.com Web: www.värmekabelteknik.se/switchpointheating
SMART SWITCH POINT HEATING HEATING SMART SWITCH POINT SwitchPoint HeatingSWITCH AB delivers a complete custom adapt turnkey SMART POINT HEATING SwitchPoint Heating AB delivers a complete custom adapt turnkey heating system for rapid installation with plug connected elements SwitchPoint delivers awith complete custom adapt turnkey heating systemHeating for rapidAB installation plug connected elements 4-Way connector with Control panels with heating system for rapid installation with plug connected elements 4-Way connector with Control panels with software controlled plugs and molded in software controlled plugs4-Way and in with cables IP68molded triac and remotewith connector panels Control Fast installation with stainless steel cables IP68 triac and controlremote by the software controlled plugs and molded inFast installation with stainless steel protective channels and knock on clips in control by the cables IP68 triac and remote internet built in protective channels knock on clips Fast spring installation with stainless steelin stainless steeland with barbs internet built in control by the polyester enclosure stainless springchannels steel withand barbs protective knock on clips polyester in enclosure Flexible custom internet built with dig down ground in Flexible custom stainless spring steel with barbs with dig down ground polyester enclosure length elements stand elements length stand Flexible custom with dig down ground with plugs IP68 withlength plugs elements IP68 stand
with plugs IP68 For Thomas Thorin Thorin Formore moreinformation informationand and quotations quotations contact contact Thomas For more information and quotations contact Thomas Thorin Phone Phone+46 +46(0)703(0)703-30 3030 30 35 35 firstname.lastname@example.org email@example.com Phone +46 (0)703- 30 30 35 firstname.lastname@example.org
Broad range of DC/DC converters that meet the stringent requirements for mobile and stationary railway application in accordance to EN50155.
Reliable. Available. Now.
RAIL PROFESSIONAL ASIA PACIFIC - JUNE 2016