Issue 128 April 2016
Revealed A glimpse of the future at King’s Cross
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Singapore - the first in our new series on rail worldwide Improving security need not mean slowing throughput Getting to grips with co-innovation and cooperation
NEWS
Shaw Review recommends Network Rail remains intact
FEATURE
Storm Katie fails to disrupt Easter engineering
Arriva wins ÂŁ1.5bn contract for London Overground
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From the Editor
Chairman Andrew Schofield Editor Gay Sutton editor@railwaystrategies.co.uk Managing Editor Libbie Hammond Art Editor Gerard Roadley-Battin Advertisement Designer David Howard Profile Editor Ben Clark Staff Writers Jo Cooper Ben Clark Andrew Dann Advertisement Sales Mark Cawston Darren Jolliffe Dave King Rob Wagner Sales Director Joe Woolsgrove Operations Director Philip Monument Editorial Researchers Keith Hope Tarj Kaur-D’Silva Mark Cowles Administration Tracy Chynoweth
Defining the future
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his month has been a significant one for rail. It began with George Osborne’s budget in which he gave a resounding commitment to investment in rail infrastructure, supporting a new HS3 and Crossrail 2 as well as promising £4 million to improve Manchester Piccadilly, Manchester Airport and Leeds stations. Details about the funding and delivery of the new lines were lacking. Governments are also likely to come and go before any work begins and they can be notoriously fickle in changing their minds, but it was an encouraging mark in the ground. The budget was closely followed by publication of the Shaw Report which recommended, among other things, a welcome hands off approach to Network Rail - ‘let’s do what we do in the railways, but do it better’. It also recommended clarifying the role of Government in the railway and Network Rail. The trio of milestones was completed by publication of the long awaited National Infrastructure Delivery Plan, setting out plans for investment in rail. All three together bode well for projects currently in progress, and several ambitious ones for the future. No month is complete without its challenges though, and the Brussels bombings have once again focused attention on the difficulty of identifying and removing well concealed threats in large public spaces such as railway stations, and on trains. In this month’s magazine we look at some options for screening the public in such a way that the throughout flow of passengers in these busy and congested locations is not jeopardised. Finally, we are pleased to announce that we have launched the Rail Professionals Network on LinkedIn. It’s a great way to discuss the latest news, views and challenges. So please join us there: www.linkedin.com/groups/Rail-Management-8480954/about
Railway Strategies as you want it
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Railway Strategies is available by email as a digital magazine, or by post in print format. This means you can read the magazine in the format that is most convenient to you. To secure your supply of Railway Strategies in the format you require, contact our subscriptions manage Iain Kidd: ikidd@schofieldpublishing.co.uk We are continuing the expansion of our digital offering. The new and refreshed Railway Strategies website can be found at: www.railway-strategies.com. We are on Twitter: @Rail_Strats, and have now launched the Rail Professionals Network on LinkedIn. Go to www.linkedin.com/groups/Rail-Management-8480954/about to take part in the discussions. No part of this publication can be reproduced, stored in a retrieval system or transmitted in any form or by any means (electronic, mechanical, photocopying, recording or other) without prior written permission being obtained from the publisher. While every care has been taken to ensure the accuracy of the editorial content, the publishers cannot be held responsible for any errors or omissions. Views expressed by the contributors are not necessarily those of the editor or the publisher.
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Features The new Unitary Patent system 9 Explaining what Europe’s new Unitary Patent system entails, and the impact of a possible Brexit ROSIE HARDY Singapore special 10 In the first of our world series we examine plans to expand Singapore’s rail network and build a high speed line to Kuala Lumpur Metro railways 14 The five challenges facing urban railways as they strive to transform public mobility and improve urban living RICK EAGAR, RUSSELL PELL, PHILIP WEBSTER Countdown to Infrarail 2016 20 Railway Strategies takes a look at some of the exhibitors and products that can be found at this year’s Infrarail
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News Industry Infrastructure Stations Worldwide Rolling stock Appointments Conferences & exhibitions
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Focus on Security Spotting the terrorist threat 18 In the wake of the Brussels and Paris bombings, how can rail companies improve security without reducing throughput? COLIN EVANS
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Profiles 24 30 36 39 41
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Qatar Rail Telent Birchwood Price Tools Datum RTA
IN BRIEF New Northern franchise management team assembled l Arriva has appointed nine directors to lead the new Northern rail franchise from 1 April. Managing director Alex Hynes will be joined by Rob Phillips, Richard Allan, Rob Warnes, Alan Chaplin and Andrea Jacobs cross finance, operational, people and customer roles. Sharon Keith, Liam Sumpter, Paul Barnfield, and Mike Paterson become regional directors.
Earlybird Boarding introduced at Euston l Virgin has become the first UK company to offer a text-messaging service sending personalised and customised platform and boarding information to passengers before customer information screens are updated. The Earlybird Boarding system, launched at Euston in March, will enable Virgin to stagger boarding times on busier trains. Passengers requiring more time to board will be alerted first.
RAIB to investigate District line derailment l A District line train carrying 19 passengers was derailed in the early hours of 2 March outside Ealing Broadway station. The train had been held for an hour at a red signal caused by a track circuit failure. Staff had secured points 38 on route to the platform. However points 39A were not set correctly and the train derailed. The incident is to be investigated by the Rail Accident Investigation Branch. No one was hurt.
Compensation for delays still tardy l Responding to the super-complaint from consumer watchdog Which?, ORR is recommending a package of measures to compensate rail passengers affected by delays. At present, 80% of passengers do not claim. The measures include a national campaign to increase passenger awareness of compensation available, better information, clearer claims forms and processes, and stronger monitoring of standards.
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Legislation for HS2 passes its third reading in the Commons l MPs have approved the hybrid Bill for Phase 1 of HS2, between London and Birmingham. The third reading was successfully passed by 399 votes in favour with just 42 against. The Bill will now pass to the House of Lords and, subject to completing its parliamentary passage, construction will begin next year. Phase 1 is due for completion in 10 years, and the extension to Manchester and Leeds
should be finished by 2032. Transport Secretary Patrick McLoughlin said: “Once again Parliament has backed HS2 and brought this vital new railway one step closer to reality. As we enter this new phase I make three pledges: we will work closely with those communities affected by the HS2 route, we will keep a firm grip on costs and we will drive maximum value for money from this new railway.”
Arriva wins £1.5bn contract to operate the London Overground l Arriva has been named the new operator for London Overground, and will be taking over from existing operator LOROL (London Overground Rail Operations Ltd) in November 2016. The £1.5bn contract from TfL will cover 7.5 years with an option to extend for up to two additional years. Arriva is tasked with delivering further station modernisation and more frequent services, the first of which will be on the North London line. New trains are to be introduced in 2018 on routes out of Liverpool Street and on the Gospel Oak to Barking line. Under the new concession, Arriva is expected to deliver sustained improvements in performance levels, which have improved hugely since TfL took responsibility for London Overground in 2007. New incentives incorporated into the contract include financially penalising Arriva
should incidents caused by Network Rail, or train and freight operators impact on London Overground services, along with the tightening of the measurement for punctuality on commuter services to within 3 minutes of scheduled arrival time. This is to encourage closer collaboration with Network Rail and Bombardier to improve reliability and quality of services. Transformation of London Overground since 2007 has seen passenger numbers rise by 400% and the network is now one of the most reliable in the UK. Current operator LOROL is a joint venture between MTR and Arriva.
NEWS I Industry
ORR lifts prohibition notice on West Coast Railways l The Office of Rail and Road (ORR) has lifted the Prohibition Notice that it served on the West Coast Railway Company (WCRC) on 17 February. The notice prevented the company operating trains on the main line network until it had improved its governance, and its operations met industry standard practice. ORR says it is now satisfied that steps have been taken to remedy the issues it had identified. These included: the introduction of clearer governance structures with proper accountability for safety; more robust risk assessments; and enhanced processes for managing staff, with a focus
on safety culture. ORR director of railway safety and HM chief inspector of railways, Ian Prosser said: “A decision to stop any train operator from running rail services is never taken lightly. I am satisfied that WCRC has now taken all the necessary steps to address the issues of concern on safety, such that I am now able to lift the prohibition. “We shall continue to closely monitor WCRC over the coming period to ensure that their approach is embedded into the culture of the company and that they fully comply with all the commitments they have made.”
Significant support for rail in the National Infrastructure Delivery Plan 2016
Shaw review supports Network Rail’s approach
l The Government’s National Infrastructure Delivery Plan, published on 23 March, brings together wide ranging plans for investment in the nation’s economic infrastructure over the duration of this Parliament. The plan sets out the largest rail modernisation since Victorian times. This includes a total spend of £53bn on HS2 line between London, Birmingham, Manchester and Leeds, and £38bn for 95 other rail projects including completing Crossrail, initiating Crossrail 2 and the Northern Hub, and Network Rail’s enhancement programme. This incorporates widespread electrification, signalling and capacity improvements including introduction of ERTMS on the Thameslink core, Great Western and East Coast Main Lines, as well as construction of the East West Rail line. Nick Baveystock, Institution of Civil Engineers (ICE) director general, said: “The National Infrastructure Plan has evolved steadily since 2010, and this new iteration of the plan and pipeline builds on the progress made, improving visibility for investors and the supply chain. The shift in focus to delivery over 5 years sets a fresh tone – one of ‘spades in the ground’ - and we welcome the recognition that this must be complemented by a vision for the longer term.”
l Threats to privatise and break up Network Rail have been rejected by Nicola Shaw’s review into the future shape and financing of Network Rail from the start of Control Period 6. She states: “The report team has dismissed privatisation of the whole company, and instead has focused on solutions that may be appropriate for certain parts of Network Rail as well as for specific enhancement projects.” The recommendations from the review are to: Place the needs of passengers and freight shippers at the heart of rail infrastructure management. Focus on the customer through deeper route devolution, supported by independent regulation. Create a route for the North. Clarify the government’s role in the railway and Network Rail. Plan the railway based on customer, passenger and freight needs. Explore new ways of paying for the growth in passengers and freight on the railway. And develop industry-wide plans to develop skills and improve diversity. Network Rail chief executive Mark Carne said: “I’m pleased that she has concluded that the reforms we are introducing in Network Rail are the right ones. Our devolved business model will put decisions in the routes closer to the passengers and train companies. I also endorse her desire to see more private finance coming into the railways. We have been successful with this in the past.”
IN FACT Passenger satisfaction · 7% l Passenger satisfaction has marginally increased over the last 10 years, according to new analysis from Which?. Satisfaction on how delays are dealt with has increased from 35% to 39% since 2006. Satisfaction with value for money, however, has risen by 7% across the decade - from 41% to 48%. This is against a backdrop of a 54% rise in ticket prices.
Advertising contract promises £1.1bn for TfL l TfL aims to generate £3.4bn in commercial revenue by 2023, and a new partnership with Exterion Media could contribute £1.1bn. The deal is to sell advertising spaces on trains and at over 400 stations across London Underground, London Overground, Tramlink, Docklands Light Railway, Victoria Coach Station and the Elizabeth line. It is believed to be the world’s largest outdoor advertising contract.
Rail injects £670m into Scottish economy l Scotland’s rail industry contributes up to £670m to the Scottish economy each year, according to research by Oxera Consulting for the RDG. Rail passengers and freight customers in Scotland benefit by up to £1bn from the railway which also prevents up to 89 fatal and serious accidents a year by reducing traffic on Scotland’s road network.
Slough to Heathrow in 7 minutes? l A proposed new rail link between Great Western Main Line and Heathrow Terminal 5 through a 5km tunnel, should enable passengers from the west to travel directly to Heathrow from Reading, Twyford, Maidenhead, Slough and the west without going into London first. Travel times could be just 7 minutes from Slough and around 26 minutes from Reading.
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IN BRIEF
London Waterloo - artist’s impression
Ordsall Chord challenge thrown out l The Court of Appeal has dismissed a legal challenge to the process by which permission was granted for The Ordsall Chord. Network Rail can now continue to implement the Ordsall Chord Order. The Ordsall Chord is a new viaduct that will link Manchester’s three main railway stations, enabling hundreds more trains to operate through the city each day.
HS2 appoints phase one engineering delivery partner l A team comprising CH2M, Atkins and SENER have been awarded the 10 year Phase One Engineering Delivery Partner contract for HS2. They will provide expert engineering and construction management support, and assist with preparation for the procurement of the main civils contracts for the London to Birmingham stage of the route.
East West Rail route clarified l The Bedford-Sandy-Cambridge corridor has been chosen as the preferred option for the central section of the new East West Rail line linking Oxford and Cambridge. Network Rail is to publish the methodology behind the decision in May, and further analysis and consultation will then take place to determine options for the ‘line on a map’ route.
The choices for Wales’ rail future l Network Rail has published the Welsh Route Study, identifying the choices investors face if they are to meet future growth in passenger and freight journeys in Wales and the borders. The document will inform funding decisions for the period 2019 to 2024, and outlines choices such as redevelopment of Cardiff Central station, modernisation of the railway across North Wales, and improved rail links throughout Wales and the borders.
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Over £800m to be ploughed into Waterloo and South West Trains l More than £800m is to be spent over the next three years, increasing capacity at London Waterloo and on South West Trains’ services. London Waterloo is Britain’s busiest railway station and the terminus for South West Trains, one of the busiest railways in the country. In the biggest investment since Victorian times, the former Waterloo International Terminal will be rebuilt to bring platforms 2024 back into use, with an accessible modern station concourse, new track and signalling, and a layout suitable for thousands of passengers. Platforms 1-4 are to be extended to accommodate ten-car trains for the London suburban services. These improvements at Waterloo will be complemented by enhancements at Vauxhall and Surbiton stations to increase capacity and improve passenger journeys. As part of the investment, a fleet of brand new Siemens Desiro City Class 707 trains are to enter service between London Waterloo and Windsor & Eton Riverside from mid2017 to mid 2018. Comprising 150 carriages configured as 30x5-car units they can also be run as 10-car units. The trains they replace will then cascade to other routes, taking the total number of carriages on the network to 1,599,
up from just 1,022 in 1996. In preparation for the longer trains, platforms are being extended at 10 stations on the Reading line and the power supply is being upgraded. When the full rollout of the 707s is completed, all trains to Reading will be the new 458/5 carriages which have been introduced as part of the HLOS programme. DC traction equipment on all Class 455 units is being replaced with modern three-phase AC traction equipment and solid state inverters with regenerative braking. Maintenance facilities are being upgraded to handle the expanding train fleet, and the GreenSpeed Driver Advisory System is being introduced to improve punctuality and reduce impact on environment. These initiative should provide a 30% increase in peak time capacity by 2019. Transport Secretary Patrick McLoughlin said: “From 2017, passengers will benefit from a bigger and better London Waterloo station and 150 new train carriages providing more space for passengers arriving at London Waterloo over the three-hour morning peak – this is in addition to the 108 extra carriages that have already been added since 2013.
Severn and Patchway tunnels to close for 6 weeks to prepare for electrification l Plans are being put in place for a programme of work on the 130-year-old Severn and Patchway tunnels culminating in a six week closure of the tunnels while conductor rail is installed and the historic structures prepared for electrification. Ahead of the upgrade, a significant amount of preparation work is being undertaken, with four tonnes of soot being removed from the Severn tunnel alone, as well as repairs to the brick work. During the six-week closure, Network
Rail will install over eight miles of conductor rail. The scale of the engineering challenge together with the type of machinery required to carry out the work means both tunnels will be closed over a six week period from 12 September to 21 October. Paul McMahon, route managing director for Network Rail Wales, said: “Without a solid six-week closure, it would take engineers up to five years to complete the upgrade, causing long-term disruption for passengers and delaying the new electric trains until 2021.
NEWS I Infrastructure
Opening of the Norton Bridge flyover removes major bottleneck on West Coast main line
The Norton Bridge flyover in action l A £250m scheme to improve the rail infrastructure in the Stafford area has been delivered on budget and 18 months ahead of schedule. The Stafford area improvement programme has been delivered over the last four years by the Staffordshire Alliance – a partnership of Atkins, Laing O’Rourke, Network Rail and VolkerRail, and has been managed in 3 phases. Linespeed improvements between Crewe and Norton Bridge were completed in March 2014, and included modifying overhead line equipment and installing four new signals. The second phase began in spring 2014 and was commission in August 2015, and comprised installing a new freight loop and
replacing old signalling, telecoms and power supplies. Signalling control was also transferred from the existing Stafford No4 and No5 signal boxes to Rugby. The final phase involved the construction of a grade-separated junction (flyover) at Norton Bridge and six miles of new 100mph railway. The new section of track and flyover, opened in March 2016, removes one of the last major bottlenecks on the West Coast main line by allowing trains travelling to Manchester from the south and West Midlands to travel over, rather than across, the existing tracks. The first train over the new flyover at Norton Bridge was the 5.11am CrossCountry service from Manchester to Bournemouth.
Easter engineering works are completed on time in spite of Storm Katie l As Storm Katie battered Britain on Bank Holiday Monday, overhead electrical wires were damaged on the East Coast mainline, a wall collapsed onto the tracks in north-west London, part of the roof was blown off a station in Bognor and over 100 trees were blown onto the railway in the south east of England. Engineers were drafted in overnight to clear lines and make repairs. Despite these pressures, Network Rail completed a record-breaking 450 engineering projects over the Easter bank holiday, delivering them on time. The £60m Easter investment programme, included the construction of new station facilities, longer platforms, extra tracks, new junctions and the installation of thousands of
pieces of new, more reliable equipment. In and around London, overhead lines were renewed and Crossrail work was completed on the Great Eastern Main Line, while old track was replaced near Waterloo. In Manchester, a major nine-day programme of work was started, to improve the track layout at Manchester Victoria station as part of Network Rail’s Northern Hub project. In Scotland, work continued to replace 1,800m of ageing track leading up to Glasgow Queen Street station to allow faster, longer trains to run between Glasgow and Edinburgh. Between Reading and London, work was completed to make way for electric trains and Crossrail, and in Kent signals were upgraded to improve the reliability of the railway.
£340m of rail improvements announced for Liverpool over the next three years l Network Rail and the Liverpool City Region are to invest £340m on a series of upgrades and improvements to help meet an expected 100% increase in demand for rail travel across the region. The improvements will also pave the way for additional services, such as planned new First Transpennine Express services from Liverpool to Glasgow in 2019, and Liverpoolto-Chester services. Track, signalling and platform upgrades at Liverpool Lime Street station will cater for longer trains and more frequent services, creating the potential for three extra services per hour. The station is to close in autumn 2017 and again in 2018 while work is carried out. The final phase of the riverbed and loop line slab track renewal – on the Wirral line and underground loop section of the Merseyrail network - will take place between January and June 2017. This will improve the safety and reliability on the underground, which was built in the 1970s. Extra track is to be built between Huyton and Roby stations to enable faster services to overtake local stopping services. The full business case for the re-opening of the Halton Curve for the New Liverpool to Chester service is to be considered by the Liverpool City Region Combined Authority at its meeting in April. If approved, work will take place between June 2017 and May 2018. A new station is to be built between Maghull and Town Green Stations on the Liverpool Central to Ormskirk branch, and Newton le Willows station is to be revamped. www.networkrail.co.uk/lcr
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NEWS I Stations Holborn Tube station to pilot a new escalator regime that goes counter to tradition
Artist’s impression of the options for the Belfast Transport Hub
Demolition begins in preparation for the Belfast Transport Hub regeneration project l Translink has entered an important phase of the Belfast Transport Hub regeneration project with the start of demolition works on the main construction site area in the city centre. The Transport Hub is to be located across a 20 acre site that includes the existing Great Victoria Street train station and Europa Bus Centre. Around 7m passengers already use these facilities each year and this is estimated to increase to around 13m by 2030. The transport hub will combine bus and rail termini with interfaces for car, cycle, taxi and Belfast Rapid Transit. There are also plans to bring cross-border trains into the new facility, improving connectivity and access between Belfast and Dublin. Large old warehouse buildings are to be demolished on site as part of the first stage of enabling works. The Hub design team and architects comprise of Arup, lead architect Fanos Panayides and John McAslan and Partners, who also worked on the iconic Kings Cross station redevelopment in London. Translink group chief executive Chris Conway said: “We continue to engage closely with a range of community, business and political stakeholders to consider project masterplan options. Their input will influence the operational and functional features of the Hub.” www.translink.co.uk/thehub
The new Hatfield station
Hatfield station is officially opened after £12.5m of redevelopment work l The £12.5m redevelopment of Hatfield station has been completed and officially opened by Lord Salisbury, whose residence lies close by at Hatfield House. Work at the station includes a £6.9m 7-storey car park with 378 new spaces, 75% energysaving LED lighting and automatic number plate recognition. A large retail extension has been added to the station building, the booking hall has been refurbished and access improved with a new footbridge and lifts to all platforms. A new station forecourt has been constructed over the site of the old car park, with a bus interchange, covered cycle parking and improved links to the A1000. To mark the occasion Hatfield House is entering into a station partnership with Great Northern, part of which includes the head gardener adopting the flower beds at the front of the station.
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l An new six month pilot scheme is to go into operation on 18 April at Holburn Tube station, aimed at improving capacity on the escalators and reducing congestion at the station. The London Underground convention is for customers to stand on the right of escalators, allowing others to walk on the left. However, at stations with very long escalators, such as Holborn, few customers choose to walk, meaning that much of left-hand-side of the escalator is unused. A previous test held in November and December 2015, proved that as many as 30% more customers could use an escalator in the busiest parts of the day if they stood on both sides. During that experiment, extra staff were brought in to ask customers to stand on both sides. A similar arrangement will be in place at the start of the new trial, after which the staff will not be present and LU will be testing whether customers will change their behaviour in the longer term through use of the signs and messages and force of habit. A variety of messages, developed with the help of the behavioural science department at the London School of Economics, will be tested at different times to see which work best. These include standard instructions to customers and light messages that play on words about standing. The new standing only convention will be applied to the two up escalators closest to Central line platforms. The other up escalator will still be available for people who want to walk. Peter McNaught, operations director at London Underground, said: “It may not seem right that you can go quicker by standing still, but our experiments at Holborn have proved that it can be true. This new pilot will help us find out if we can influence customers to stand on both sides in the long term, using just signage and information. Anyone who wants to walk on the other escalators will be free to do so, but we hope that with record numbers using the Tube, customers will enjoy being part of this experiment to find the most efficient ways of getting around.”
Innovation
European Patent 1697 196
The new Unitary Patent system With the new Unitary Patent system due to be launched in 2017, patent attorney Rosie Hardy explains what it entails, how it sits alongside existing schemes, and the impact of possible Brexit
Rosie Hardy is a patent attorney at leading intellectual property firm, Withers & Rogers
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eviating from the usual Patent of the Month, it might be timely to shed some light on the incoming Unitary Patent package for the European Union. The new Unitary Patent package promises many benefits to businesses in the rail sector. When launched in 2017, the Unitary Patent package will allow businesses to protect innovation with a single patent that has a unitary effect across most of the European Union and any patent litigation will take place in a single, unified court. This single patent right will be called the Unitary Patent and the court will be known as the Unified Patent Court. Given that the European Union has the largest market in the world and is responsible for 20 per cent of Gross World Product (GWP) covering 500 million people, a Unitary Patent will be a commercially-valuable monopoly. It will ring-fence innovation across the majority of the European Union for up to 20 years. With a Unitary Patent, a business will be able to control its innovation through sales and/or licensing agreements to build a market share and restrict its competitors.
Explaining the patent options At present, there are three different types of patent protection available in Europe. A traditional European Patent provides a bundle of national patent rights in up to 38 different states across Europe and the wider region. National patents are available per state. Utility Models are a short-term type of patent available in certain states such as Germany and France. These patent rights can only be enforced in the National Patent Courts within each state. When the new system comes into effect, Unitary Patents will sit alongside these existing patent rights, thereby providing even greater flexibility. The Unitary Patent will be available from the European Patent Office (EPO) using the current European patent application procedure. When the European Patent Office is ready to grant a patent, the owner will have to elect for a traditional European Patent and/or a new Unitary Patent. The election can be tailored to suit the required
patent coverage and budget available. The proposed renewal fees and translation requirements for the Unitary Patent will mean it is a cheaper option for businesses that require patent protection in several European Union states. However, for businesses that only seek patent protection in two or three states, the traditional European Patent may be preferred. Depending on the key markets and location of competitors, a mixed approach may be sensible and professional advice should be sought in order to implement the correct strategy.
The Unified Patent Court The Unified Patent Court is intended to provide a simpler and more cost-effective enforcement of patent rights throughout Europe. It will consider the infringement and validity of a Unitary Patent. For patent owners, this court will be able to award pan-European damages for patent infringement of a Unitary Patent. In direct contrast, competitors may be able to centrally attack a Unitary Patent. Subsequently, pan-European patent protection will be lost if the Unified Patent Court finds the Unitary Patent is invalid. After a transitional period, the Unified Patent Court will also decide on the infringement and validity of traditional European Patents in Unitary Patent states. This means that the new system will have a direct effect on existing European patent rights and pending European patent applications. However, a patent owner can choose to opt-out if they still want their European Patents to be enforced in the National Courts of a specific state. The UK is a key signatory to the new Unitary Patent package and will host a branch of the Unified Patent Court specialising in chemistry and pharmaceuticals. So, regardless of the Brexit debate, UK businesses should be confident in our participation in the new system and the benefits they can derive as a result. They should, therefore, start to prepare now to ensure they acquire the most appropriate patent protection and decide if they want their existing European Patents to be opted out of Unified Court System or not.
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WORLD FOCUS - Singapore
Singapore special Extensive plans are in place to expand the rail network in Singapore, not only to provide the capacity needed to meet demand as the city grows, but also to build a high speed rail link with Kuala Lumpur. Railway Strategies reports
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ingapore, located at the southernmost tip of the Malay peninsula, is a global commerce and finance centre, and a transport hub for Southeast Asia. Often referred to as the Lion City, or Garden City, it is the world’s only island city-state and, according to a study by London-based consulting firm Credo, has one of the most cost-efficient public transport networks in the world. One of the factors contributing to this, was the long-term vision and planning which would see the network upgraded and expanded over the coming years to more than meet the predicted increase in demand. The Mass Rapid Transit network forms the backbone of Singapore’s public transport system. The current network comprises approximately 200km of MRT and LRT lines, but plans are in place to expand this to about 360km. This will result in a new train line or extension opening almost every year from now to 2025.
Existing lines The North-South-East-West Line (NSEWL), North East Line (NEL), Circle Line (CCL) and Downtown Line (DTL) are the current operational lines. The first section of the North-South Line started in
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1987 with five stations connecting Yio Chu Kang to Toa Payoh. The rest of the system, including the East-West Line connecting Boon Lay to Pasir Ris was then opened in stages. In 2014, a new station, Marina South Pier, was added to the North-South Line. The new station will serve the Marina Bay Cruise Centre, Marina South Pier, as well as future developments in the Marina Bay Downtown area, and will benefit commuters and cruise passengers travelling to and from the cruise centre. With future developments planned for northern Singapore, a new Canberra station between Yishun and Sembawang stations will be added to the line in 2019. In 2003, the newly constructed NEL line began operating, connecting 16 stations from HarbourFront to Punggol with fully automated underground driverless heavy rail rapid transit trains. In 2009, the first stretch of the CCL opened with five stations. The rest of the Line was gradually opened and by 2011, the orbital circle route linking Harbour Front to Dhoby Ghaut was complete. An extension of the CCL, from Promenade to Bayfront was completed in 2012. The newest line in town is DTL. The first six stations, from Bugis to Chinatown opened in December 2013, and
12 more stations from Bukit Panjang to Rochor opened in December 2015. The remaining 16 stations from Fort Canning to Expo are currently under construction and will open in 2017. The DTL will connect the north-west and central-east regions to the new downtown area.
Rail Lines Under Construction Another rail line – the Thomson-East Coast Line (TEL) – is currently under construction. Separately, LTA is also adding four more stations on the Tuas West extension. Thomson-East Coast Line (TEL) is a 43km underground train line that is expected to be fully completed in 2024. The MRT line will have 31 stations and seven interchange stations which will link to all the other rail lines. Commuters can start enjoying the TEL from 2019 when three stations from Woodlands North to Woodlands South will be completed. The second stretch of six stations from Springleaf to Caldecott will be completed in 2020, while the third stretch from Mount Pleasant to Gardens will complete in 2021. Commuters along the east coast can look forward to using the TEL in 2023 and 2024 when more stations are completed. The stations from Tanjong Rhu to Bayshore will complete in 2023, while Bedok South and Sungei Bedok will complete in 2024. Tuas West Extension will serve the heavy industrial district in the western part of Singapore. The new rail segment will provide better public transport connectivity and accessibility particularly to the employment pockets of Jurong and Tuas industrial estates. Workers who currently rely on public buses to get to work can shave as much as 35 minutes off their commute timing when the MRT line opens. The extension will be completed in 2016.
New Rail Lines In January 2013, two new rail lines and three extensions were announced. LTA will build two major MRT lines, the 50-km Cross Island Line (CRL) and the 20-km Jurong Region Line (JRL) to support Singapore’s long term development and to ensure that the rail network will have more than the capacity needed to meet the expected increase in public transport ridership. In addition, three more lines, the Circle Line, North East Line and the Downtown Line, will be extended to improve connectivity, accessibility and coverage of the rail network. New lines are planned to expand the rail network to new areas not previously served by the network, and augment the capacity of existing rail lines. In planning the alignment and capacity of new rail lines, LTA works closely with relevant planning agencies. Factors considered include travel patterns resulting from the longterm projections of the distribution of residential dwelling units and employment sectors, the network effect of an
expanding rail network, and mode shift with more people taking public transport, taking into account the various Land Transport Masterplan initiatives. When completed, the new lines and extensions will significantly expand the coverage of Singapore’s rail network to about 360km in 2030, which will bring eight in 10 households within a 10-minute walk of a rail station.
Above DTL2 Little India station Left DTL2 Tan Kah Kee station
Rail Lines to Malaysia On the international front, Singapore and Malaysia are jointly seeking views in connection with the Singapore – Kuala Lumpur High Speed Rail project through a Request for Information (RFI) exercise. With terminus stations in Kuala Lumpur’s Bandar Malaysia and Singapore’s Jurong East, the HSR is expected to cut the travel time between the two cities to 90 minutes. Separately, Singapore and Malaysia are also jointly developing a Rapid Transit System (RTS) Link aimed at enhancing connectivity between Johor Bahru and Singapore. The terminating stations of the RTS link will be in Bukit Changar, Johor Bahru and in the vicinity of Republic Polytechnic, Singapore. It will have a co-located Customs, Immigration and Quarantine (CIQ) facility in Singapore with a similar facility in Johor Bahru so that commuters need only clear immigration at a single location each way.
Upgrading of the Current Rail Network In addition to the construction of new stations, there are continuous improvements and enhancements to the current network.
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WORLD FOCUS - Singapore
smoother and faster train rides. Between 1.30am to 4.30am, after the end of revenue service, over 300 concrete sleepers are installed by various teams working hard within the few available hours before train service resumes the following morning. The replacement of timber sleepers with concrete sleepers on the NSL was completed at the end of April 2015, with all 96,000 timber sleepers replaced with concrete ones. From end-May onwards, sleeper replacement works on the EWL will progressively commence. In total, more than 92,000 timber sleepers between Boon Lay and Tiong Bahru, as well as between Lavender and Pasir Ris, will be replaced with concrete sleepers. Third rail replacement Commuters can look forward to a more reliable system From August 2015, works to replace the third rail system along the tunnel stretch of the EWL commenced. Replacing the third rail will further improve the reliability of the system, and the target for completion the first quarter of 2017.
Above Re-signalling works Bottom right Resleepering works
Upgrading of the signalling system for North South East West Line (NSEWL) To further improve train frequencies, the signalling system for the NSEWL is undergoing a major upgrading programme that started in 2012. This upgrade will allow trains to run at intervals of 100 seconds at peak periods, compared to the existing intervals of 120 seconds. This would translate to shorter waiting times for commuters and a 20 per cent improvement to the existing capacity with six trains every 10 minutes instead of the current five trains. Given the complexity of upgrading the signalling system on a line that is in operation, the improved signalling system will be completed in stages, with works on the North-South Line expected to be completed first in 2016, followed by the East-West Line about two years later. This will enable the operator to meet the higher commuter traffic in the medium to long-term.
Sleeper replacement Commuters can look forward to more comfortable and less crowded journeys. Since November 2012, LTA and SMRT have been working together to progressively replace rail sleepers along the NSEWL, as part of an overall system upgrading plan to achieve a more reliable train network. New sleepers will allow trains to move along the tracks smoothly and passengers can look forward to safer,
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Adding more trains More rolling stock is also on order, and will be arriving every year between 2015 and 2019 for use on the existing lines. There will be 57 new trains for the NSEWL, 18 for the NEL and 24 for the Circle Line CCL. This will increase the train fleet of the existing network by 40 per cent for NSEWL, 70 per cent for NEL and 60 per cent for CCL.
NEWS I Worldwide SYSTRA acquires Dalco Elteknik to develop its footprint in Scandanavia
Artist’s impression of an elevated section of the new MRT line
Turner & Townsend to oversee cost risk assessment on new Kuala Lumpur MRT construction project l Construction work on MRT Sungai BulohSerdang-Putrajaya Line, the second of three mass rapid transit (MRT) railway systems to be constructed in the Kuala Lumpur area of Malaysia, is expected to start in Spring 2016. The 52.2km railway line, which is being developed by Mass Rapid Transit Corporation, will be fully operational by 2022, and will include 37 stations, with 26 of them elevated and eleven underground. Global programme management and construction consultancy, Turner & Townsend has been appointed to deliver
quantitative cost risk assessment every six months for the initial three years, with an extension for the full duration of the project subject to a review. The railway line, which will operate trains at speeds of 100km/h, will enable an endto-end journey time of 85 minutes and will eventually serve a population of two million with an estimated 533,000 passengers using the system daily. It is part of a government initiative to alleviate road traffic congestion, contribute to a cleaner environment, boost the economy and raise living standards.
Maryland Purple Line light rail transit project progresses to design-build stage
l Public transport infrastructure specialist, SYSTRA, has acquired the Swedish engineering company Dalco Elteknik AB, which specialises in railway systems and is one of the market leaders in railway signalling. The move will enable SYSTRA to offer comprehensive railway system services to both the Swedish and wider Scandinavian markets. Founded in 1987, Dalco Elteknik employs 52 people, working in 9 offices throughout Sweden. Specialising in railway signalling, the company’s services include design services, planning, assessment, reviewing, capacity analysis and project management. The company has managed more than 1,200 projects, particularly for Trafikverket, the Swedish road and railway infrastructure manager, Stockholms läns landsting, the transit organiser for the Stockholm area, as well as for manufacturers. Pascal Mercier, SYSTRA’s senior vice-president for Northern Europe, said: “Today, SYSTRA is working on the Ostlänken high speed railway project, and Dalco Elteknik AB specialises in signalling for conventional railways. Tomorrow, together, we will have all the resources in hand to become a leader in railway engineering systems in the Swedish market. With Dalco Elteknik AB, SYSTRA also gains a platform to expand our activities throughout the Scandinavian countries.”
l The new 16-mile Maryland Purple Line light rail transit system planned for the Washington Metropolitan Region has come a step closer. Purple Line Transit Partners has been selected to design-build, finance, operate and maintain the line on behalf of the Maryland Department of Transportation and the Maryland Transit Administration. The partnership comprises of Fluor Enterprises, Meridiam Infrastructure Purple Line, LLC, and Star America Purple Line, LLC. The $2bn Purple Line Light Rail system includes 21 stations along a l The Istanbul subway system in Turkey is undergoing a 16-mile alignment that extends from Bethesda in Montgomery County significant expansion programme involving 900 kilometres of new to New Carrollton in Prince George’s County. It will connect with several routes that are due for completion by 2023. Tunnels on the new existing transit providers and improve mobility to major economic and job routes are fitted with ventilation dampers in sizes up to 2m square. centres, as well as the University of Maryland in College Park. The project To meet stringent safety standards, the actuators operating these will support community revitalisation and transit-oriented development dampers must be able to rapidly close them and shut off the along the corridor. airflow in the event of a fire. The Purple Line Transit Constructors team will begin design and High temperature specification Rotork RC200 scotch-yoke construction later this year with passenger service scheduled for early pneumatic actuators have been selected for this application 2022. Following the construction, Purple Line Transit Operators, comprising due to their compact design, fast operating capability, long term Fluor Enterprises, Alternate Concepts, and CAF USA, will provide 30 years reliability and minimum maintenance requirement. In addition, of operations and maintenance services. the actuators had to pass the stringent temperature and cycling Hans Dekker, president of Fluor’s infrastructure business, said: “We are tests required to meet the high level of safety demanded by the proud to enter into a long-term partnership with the state of Maryland and application. will design, build, finance, operate and maintain this world-class transit link
Rotork to fulfil vital fire safety role on the Istanbul Metro
using our proven integrated life-cycle approach and experience.”
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STRATEGY
Metro railways ...A journey of transformation. Rick Eagar, Russell Pell, Philip Webster of Arthur D Little discuss the five key challenges for urban railways as they strive to meet future mobility needs Above The new Crossrail station at Canary Wharf
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or those of us who live and work in big cities – well over half the world’s population today, a figure projected to increase to 70 per cent by 2050 – metro railways are an ever-present part of daily life. Today there are 148 cities with metro operations carrying over 150 million passengers per day, with about one-third in Asia, one-third in Europe, and the rest split between the Americas, the Middle East and Eurasia. Metros are critically important assets for the world’s cities in order to meet the huge challenges of maintaining urban mobility in the coming decades.
be usefully categorised in terms of what we would call the Five Cs. The first three of these, customers, capacity and cost, represent the well-established central concerns of any public transport service provider – but all of them need to be managed differently to meet the demands of the future. The last two, co-innovation and cooperation, represent newer areas of focus that most metros still need to get to grips with.
Key issues and solutions for metros
Customer centricity is becoming the top priority for metro operators in the developed world. Customers have more choices around preferred modes of transport, travel
In our work with metro companies we find that the key issues and solutions to drive the necessary changes can
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Customers – becoming truly customer centric
clear vision and strategy, aligned across the organisation and implemented through a set of principles and actions aimed at building a world-class sustainable offering. This includes: • Designing the experience – what the passenger experiences is the heart of it, based on demographics, segmentation, persona analysis, and getting a full understanding of the end-to-end customer journey, critical touch points, and hot spots where issues need resolving • Voice of the customer – having a dynamic approach to gaining genuine customer insight. Traditional methods of market research should be integrated with other techniques • Organisation and governance – having one team responsible for driving forward the customer agenda, along with the right metrics and governance structures, to ensure the rest of the organisation is aligned and working with them to deliver change, and • Customer-oriented culture – everyone in the organisation should feel they can influence the customer experience.
Capacity – managing patronage and network growth
more frequently, and are increasingly digitally savvy and connected to the world around them. No longer do they just expect trains to run on time. They now have much higher expectations around a seamless journey, comfort and facilities. They now have many more channels to voice perceptions, make complaints and influence each other, and in many cities, such as Hong Kong, metro disruptions become literally front-page news. Consistent poor performance can even result in a loss of a license to operate – metros typically have performance standards set by their respective governing bodies. For example, the Hong Kong government requires a minimum of 98.5 per cent ‘passenger journeys on time’ from metro operator MTR, a level it consistently exceeds. Creating a favourable customer experience requires a
Managing the growth in metro networks is a key challenge for many operators. As network capacity is more highly utilised, there is less margin for error and operators are forced to work smarter, predicting and reacting faster to changing needs or operational challenges. It is important not only to make optimal use of existing assets and lines, but also to effectively manage the development of line extensions and new lines, including their integration with the existing railway. In terms of managing existing capacity, there are several factors to consider, such as focusing on maintaining capacity availability and looking for smart ways to improve capacity, especially during peak hours. And it is not just the train service itself. Stations need to be designed to manage passenger flows on a day-to-day basis, and there is an array of new tools and innovative technologies available to help operators do this.
Cost – achieving cost-effective operations In building new metro capacity, new assets need to incorporate future demands and customer requirements. In the past the response was simply to build something that was fit for purpose with sufficient capacity. However, today this is much more about optimisation, achieving a balance with the needs of customers and other stakeholders. It means being much more explicit about trade-offs between meeting ever-increasing expectations and providing a cost-effective metro railway: • F ull automation is one key way to achieve costeffective operations, provided that customer
Top Rick Eagar, Partner, chief innovation officer and global practice leader, technology & innovation management, Arthur D Little Middle Russell Pell, partner and UK practice leader, operations management, Arthur D Little Bottom Phil Webster, principal – technology & innovation management, Arthur D Little
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STRATEGY
Above Artist’s impression of the new catenary-free tram service proposed for Manchester’s historic Victoria Square
expectations and operational risk can be adequately managed • Value engineering is crucial. Effectively replacing assets at the optimal time with value-based, costeffective solutions, while considering all the options, is critical for those metros with aging asset bases, for which asset replacement costs can mount up, and • The way maintenance is delivered, and who delivers it, can make a substantial difference. There may be different options available to outsource maintenance, and these should be fully evaluated.
Co-innovation – progressively co-develop new technologies to maximise effectiveness Metro rail operators continually need to replace assets that are life expired or becoming obsolete, as well as build new infrastructure to support network expansion. Given the costs and complexities of asset installation and replacement programs, obtaining the right technology at the right time which delivers the best solution the first time around, is critical. In most cases, metro operators do not conduct their own research and development, and are reliant on procuring new technologies from original equipment manufacturers (OEMs). A turn-key, off-the-shelf solution is seldom available, and considerable testing and trialing may be needed before a metro operator is confident that a technology is fully ready for operational use. As a result, the pace of technology evolution in the metro rail sector has historically been slow, though this is now changing. Digital technologies in particular are becoming increasingly important to the modern metro, which have much faster technology development cycles and obsolescence rates. To overcome this growing challenge, the world’s leading metros are becoming very good at being intelligent customers for new technologies. They have done this by: • Taking a whole-systems approach to planning for new technologies by drawing together the needs of
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different parts of the operating railway into a single overview, and understanding where synergies and trade-offs lie • B ecoming very good at proactively engaging with OEMs to help jointly set technology direction, so that new assets are ready on time and fit for purpose • Progressively building up new capabilities in both organisations so that the skills are already in place for when the technology arrives • E nsuring a single point of coordination for describing technology needs • P utting in place in-house R&D and technology management resources, and • Conducting technology-scanning activities, in particular to identify partially developed technologies from adjacent sectors such as aerospace.
Cooperation – developing an integrated approach with transport providers The urban mobility challenges of the future require closely coordinated and integrated action from a variety of stakeholders, including transport authorities, planning authorities, transport providers, telecoms providers, utility/ infrastructure companies, property developers, retailers and businesses. A strategic approach is needed which takes into account both transport demand and transport supply. Metro operators differ considerably in their ownership and governance structures. Whatever the structure, metro operators are having to significantly change the way they approach their strategies for the future, for example: • Becoming much smarter at managing multiple stakeholder relationships, including both authorities and peer companies • B uilding capability in multiple transport modes beyond metro, including bus, personal transport, bike, etc, and • Acquiring entrepreneurial and technology skills to work with external partners and innovators to develop new and innovative end-to-end journey solutions, especially in the digital sphere.
NEWS I Rolling stock
The new Virgin Azuma at King’s Cross station
Richard Branson unveils the new Virgin Azuma train l Virgin Trains has unveiled the first of its new fleet of Virgin Azuma trains in a ceremony at King’s Cross. Set to revolutionise travel on the East Coast from 2018, the Virgin Azumas are being made by Hitachi at its rail vehicle manufacturing facility in Newton Aycliffe, County Durham. The order of 65 new trains will provide an extra 12,200 seats for a new and expanded timetable, increasing capacity into King’s Cross by 28% during peak time. The trains will initially reach speeds of up to 125mph, but Virgin Trains has announced the creation of a cross-industry working group, including Network Rail, to investigate the potential for them to operate at 140mph on the East Coast route. The new trains will accelerate from 0-125mph around a minute quicker than the current fleet, slicing up to 22 minutes off East Coast journeys and making 4hr London-Edinburgh journeys, and 2hr London-
Leeds journeys, the norm. Faster journeys will make direct routes to new destinations such as Middlesbrough and Huddersfield possible, as well as a big increase in through services to places such as Harrogate and Lincoln. The trains will have some of the best leg-room on the rail network, as well as ergonomically designed seats. They are more energy efficient, and will provide faster free Wi-Fi, an improved traffic-light reservation system, power sockets for every seat and more overhead luggage space. Sir Richard Branson, founder of the Virgin Group, said: “This is a hugely important moment for passengers on the East Coast. A line which has witnessed the historic Flying Scotsman and Mallard will now see passenger services transformed with the UK’s most advanced long distance trains.”
The use of robotics and autonomous systems in rail maintenance comes a step closer
Predicting the shape and growth of the next generation of trains
l RSSB has selected four winners in the Application of Robotics and Autonomous Systems to Rolling Stock Maintenance feasibility studies competition. They will now share £250,000 of funding to investigate the feasibility of their proposals, and in some cases to develop demonstrator prototypes for review. Launched in November 2015, the competition called for blue-sky ideas for robotic and/or autonomous (RAS) systems that could carry out rolling stock maintenance, servicing and inspections. The aim was to address key challenges in rolling stock maintenance, reduce maintenance time and cost, and increase the reliability. The winners are: a cab front cleaning robot, from Cranfield University and Heriot Watt University; a system for enhancing and automating non-destructive testing techniques for railway wheel-sets led by Southampton Solent University; autonomous robotic systems for wheelset reworking from the University of Birmingham; and automated servicing of passenger train fluids, led by Brunel University. RAS technology has been successfully applied in a number of sectors to replace or assist humans in activities that fall under the ‘4Ds’ – dangerous, difficult, dirty and dull – but has yet to be used in rolling stock maintenance. Luisa Moisio, RSSB head of research and development and RRUKA industry cochair commented: “We received a large number of high calibre proposals and look forward to seeing how the four chosen projects develop.” For further information visit: www.rruka.org
l Britain’s train fleet could almost double by 2045 to meet rising passenger demand, according to rail industry forecasts in the fourth Long Term Passenger Rolling Stock Strategy. The strategy is produced by the Rolling Stock Strategy Steering Group (RSSSG), which brings together rolling stock companies and the Rail Delivery Group. It estimates that: • The national fleet is forecast to grow by between 51% and 99% over 30 years • On average 17 vehicles a week will be built between now and 2020 • The average age of our trains is estimated to fall from 21 years to 16 years over the next 5 years • The proportion of electrically-powered vehicles will rise from 70% to more than 90% by 2034 • Between 13,000 and 20,000 new electric vehicles will be needed by 2045, and • Around half of the 4,500 new trains – worth £7.5bn – already under construction or on order are being built in Britain.
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SECURITY
Spotting the terrorist threat Colin Evans, COO of Digital Barriers, outlines the measures rail companies can take to protect their passengers without reducing station throughput
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Below Colin Evans, COO of Digital Barriers
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n light of recent events in Egypt, Paris and Brussels our busiest railway stations must be considered an attractive target for a terrorist attack. Yet station staff don’t have the luxury of demanding the level and inconvenience of security measures that is commonplace within airports. So how are they addressing the issues without jeopardising the efficiency of their operations? It’s a major challenge for security personnel at any large scale rail mass transit hub: how to effectively screen people for concealed weapons and explosives whilst maintaining a good passenger experience. It is both impractical and undesirable to use an airport style security solution whereby every passenger has to enter an x-ray scanner due to the congestion this would cause and disruption to free movement around the station. However, as highlighted by the 2015 Thalys train attack, the 2004 Madrid bombings and even the 7/7 London bombings, this state of affairs has led terrorists to view rail infrastructure as a soft target.
It is important to counter this perception by outlining some of the technologies that are available and already in use at stations to protect rail passengers and staff. Not all security measures have to be visible but it is important that users retain a high degree of trust that systems are in place to deliver them to their destination safely and securely.
Passive screening technologies Recent security incidents have highlighted the growing danger of person-borne threats, typically hidden weapons and explosives. This includes metal and non-metal objects such as plastics, liquids, ceramics etc – indeed anything that could be considered an offensive weapon and that your typical rail user would be unlikely to be carrying. Screening for such items within large rail terminals presents unique challenges because of the sheer area encompassed by the hub and the passenger flow, not just in terms of numbers but also from the multiple routes that passengers can take from entering the hub to boarding a train. However, there are natural screening points or pinch points throughout a rail hub that can be utilised, giving the ability to screen passengers multiple times prior to boarding. For example, entrance ways, ticket offices, passenger information screens, turnstiles and gates. At such points it is relatively easy to introduce a passive screening technology that alerts station security staff to any passengers of interest that could warrant further investigation. For example, the compact and mobile ThruVis can screen people at a distance of up to 15m in real time. It can be invisible to the public and has minimal impact on station throughput as it does not require passengers to slow down any more than they already are doing when passing through such entrance points. Whilst there is much confusion in the mainstream media, passive screening technologies come without the public health implications of active systems such as X-rays. They don’t require a dedicated security area to be set-up and they also carry the added benefit of bringing an element of unpredictability to when and where an individual can expect to be screened. After all with up to 57,000 people an hour passing through our busiest train stations, crowds gather everywhere, not just on the platform. Some of the UK’s most popular train stations are also retail and leisure destinations in their own right. Therefore we need station security staff to be alerted to any potential security threats from the moment people enter the terminal doors, not just when they are about to board a train. This type of technology is also proven having been deployed in multiple countries around the world.
Increasing security and reducing response times Security personnel require accurate information quickly in order to make the correct decisions and initiate the appropriate response to alerts. Yet it is rare for security staff on the ground to sit in front of a video or computer screen. After all, while there are advantages to deploying screening technologies covertly, it is more reassuring to passengers if the guards themselves have a visible presence on the concourse. For this reason, we are increasingly seeing the outputs from cameras, body screening devices and other security
apparel streamed live to team members’ mobiles and tablets on demand in real time. We are also seeing the increased use of analytics to assist rapid object recognition and alerting for security staff. For example, if the analytics software detects a known shape, such as that of a gun or suicide vest it will highlight it on the screen. This has been shown to reduce operator fatigue and minimise the chances of missed detections, which in certain scenarios could mean the difference between life and death.
In such situations the ability to see real time video from moving trains and public transport in general streamed to security personnel mobile devices or control rooms allow the correct response to be given if and when a situation occurs. Most video surveillance traditionally is static (fixed CCTV) and is therefore only really useful after the event but by deploying the latest real time video streaming solutions that work over cellular networks; security personnel can see what is going on in real time as if they were there. The security measures deployed within rail stations cannot and should not be as overt or as intrusive as those we are accustomed to within airports. Nevertheless, there is no reason why the terminals themselves can’t be every bit as secure. With the right technology, cleverly deployed, it is possible to put the necessary protections in place without slowing down station throughput or negatively impacting upon the passenger experience.
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INFRARAIL PREVIEW
Countdown to Infrarail 2016
With less than one month to go, Railway Strategies takes a look at some of the exhibitors and products on view at this year’s Infrarail
Above Installation of Sekisui longitudinal FFU bridge baulks on the AshfordHastings line Below Marshalls’ Combined Platform Coping Tactile Unit has been used in the redevelopment of London Bridge station
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M
ore than 200 companies from across the rail supply industry will be taking part in the eleventh Infrarail show at ExCeL London from 12 to 14 April. Around 75 of those will be exhibiting at the event for the first time, many bringing new products and new ideas to the market. It has now been confirmed that Infrarail 2016 will be formally opened on 12 April by Claire Perry MP, Parliamentary Under-Secretary of State at the Department for Transport. The minister will also deliver a keynote speech the same day as part of an extensive and informative programme during the show that includes technical seminars, project updates and discussion forums. The exhibition focuses on the systems, equipment and skills needed for building, managing and maintaining all elements of the railway’s fixed assets. Firms taking part will be showcasing technologies and services covering track construction and maintenance, signalling, communications and electrification as well as installations such as stations and depots. Also present will be companies specialising in recruitment and training, occupational health and security. This article provides just a snapshot of some of the companies taking part. A full list of exhibitors is available at www.infrarail.com.
Track Sector In the track products and construction sector, Tata Steel will be present. The company is also providing sections of track inside the exhibition hall to form a display setting for smaller items of plant and equipment. Exhibitors featured here will include 3M UK, Quietstone, Rosehill Rail and Sperry Rail International. Among other exhibitors from the track sector will be rail manufacturer ArcelorMittal Europe – Long Products, German track construction firm and slab track specialist Max Bogl Stiftung, and track products suppliers Direct Track Solutions and Schwihag. Innovative track construction products manufactured in Japan from fibre-reinforced foamed urethane (FFU) will be on show by Sekisui Chemical Co. FFU longitudinal baulks and cross-sleepers have been installed as a trial at two Network Rail bridge sites on the Ashford-Hastings line. Suppliers of track drainage products will include CUBIS, showcasing its FLEXI Pit system which utilises the company’s STAKKAbox™ Ultima access chamber, and Aqua Group with its GRP Catchpit System. In the field of track tools, Infrarail will see the UK launch by Cembre of new generation models of both its benchmark Pandrol clip insertion/extraction machines and a battery-powered variant of its rail drill.
Composites Access Design & Engineering (ADE) plans to highlight its GRP station platforms, as well as structures such as GRP ballast retention walls, location cabinets, drivers’ walkways, debris screens and end-of-platform gates and fences. New from Dura Composites will be Dura Slab Structural Stair Treads with a built-in riser for rapid installation, fibre-reinforced plastic (FRP) dagger boards for platform canopies and FRP solutions for screening and height adjustments of parapets. AATi (Antislip Antiwear Treads International) will focus on the continuing development of the traditional London Underground cast stair tread designs adopted after its formation in 1984. Tactile paving specialist Visul Systems is this year launching a new tile embossed with the brand name ‘Visul’, making it easily identifiable and marking it out from competing products. The Marshalls stand will feature station upgrading products that include single coping units and a combined platform coping tactile unit designed to Network Rail and London Underground specifications. The benefits of using of galvanizing steel for rail projects including station upgrades will be explained by Wedge Group Galvanizing, and AJT Engineering will be exhibiting for the first time at Infrarail to outline its capabilities as a comprehensive subcontract engineering services provider. New from ScottParnell Rail will be a lightweight GRP elevated cable troughing system used commonly throughout Europe and now available in the UK. And Natural Cement Distribution will explain how its Shotcrete 430F dry spray was used to refurbish Colwall New Tunnel under the Malvern Hills. Lighting specialists exhibiting include Abacus Lighting. Its raise & lower columns have been used as part of the Thameslink project and by London Underground. Aluminium Lighting Company will also feature raise & lower lighting columns incorporating its Echalon Hinge.
Signalling and train control Among exhibitors providing signalling and train control technology and products will be Park Signalling, Selectrail and Unipart Dorman. STT Solutions plans to demonstrate a working level crossing control system connected to an animation of it in operation and also linked to its LED road traffic lights. CPMS will cite its ability to recover the problematic Great Eastern Overhead Line Renewal as testimony to its project management expertise. Among other participants covering the electrification sector and related products will include LC Switchgear, Prysmian Cables & Systems and ROV Développement, with systems for the maintenance, control and observation of the overhead power supply system. Swedish company SRS Sjölanders will highlight the Type FRB25 Multipurpose Road Rail Vehicle built on a Volvo FM 330hp 6x4 rigid chassis, an example of which was ordered by Keltbray Rail. On-track plant suppliers
Linsinger Maschinenbau from Austria and Germany’s Windhoff will be present too. And making its debut at Infrarail will be NAEF from Italy, showcasing a product range that includes vehicles for the installation and maintenance of overhead line equipment. Depot and vehicle maintenance equipment will also be featured at Infrarail. On show by Semmco will be access equipment for rolling stock maintenance, including pit boards and handrails in high-strength lightweight aluminium and GRP, and the Eco Platform providing a working height of 4.2m. LISTA (UK) plans to highlight its capabilities in the design and manufacture of innovative, efficient, modular storage and workspace systems. Many of the exhibitors at the Civil Infrastructure & Technology Exhibition – CITE 2016 (www.cite-uk.com) which will share the ExCeL London venue with Infrarail will also be presenting products and services with rail applications. Check the website for details. Pre-register for free entry to Infrarail via the onscreen link at www.infrarail.com. This facility will remain open until midnight on 11 April, the day before doors open. Registration also gives free access to all the activities taking place as part of Infrarail, as well as entry to CITE and its supporting events. For on-site registration there will be a £20 entry fee.
Above SRS TRB25 MPRRV supplied to Keltbray Below Aluminium Lighting Company lighting columns incorporating the Echalon Hinge installed at a rolling stock stabling facility in Brighton
Infrarail 2016 Venue:
ExCeL London, Hall Entrance N1/N2
Dates:
12 – 14 April 2016
Opening times: Tuesday 12 April 10:00 – 17:00 Wednesday 13 April 10:00 – 17:00 Thursday 14 April 10:00 – 16:00 Show website: www.infrarail.com Contact:
infrarail@mackbrooks.co.uk
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NEWS I Appointments Michael Brown moves to Petrotechnics as rail expert
Chris Dulake to join Mott MacDonald
Rudie Basson to take rail and port practice lead in Africa
l Petrotechnics has appointed Michael Brown as rail subject matter expert to support its expansion in the sector. Michael has 18 years’ experience in the rail industry. Having worked on major infrastructure projects including London Thameslink and Crossrail, he was most recently seconded from Balfour Beatty Rail into Network Rail on their ‘planning and delivering safe work’ programme. Operating in Europe, Michael will be responsible for the optimal configuration of Petrotechnics’ flagship solution Proscient for rail clients. His role will also be to act as a conduit between the rail industry and Petrotechnics, including developing HSEQ best practices. “I’ve seen the UK rail industry go through many changes since privatisation,” he commented. “Joining Petrotechnics has given me a fresh perspective on the sector. The company has a wealth of experience in optimising operations and managing risk for hazardous industries. I’m delighted to take up this new post and to be driving Petrotechnics’ expansion in the rail space.”
l Chris Dulake is moving from HS2, where he is phase 1 engineering director, to Mott MacDonald. He takes up the post of major projects portfolio director in May, and will play a leading role engaging with customers and positioning Mott MacDonald for major United Kingdom and international infrastructure projects. Chris has nearly 30 years’ experience as a civil engineer and has worked on major infrastructure projects around the world. Prior to working on HS2 he spent seven years as chief engineer on the Crossrail project. During this time he was the single point of engineering technical authority for the programme, providing technical leadership to deliver a world-class level of performance. Mike Haigh, Mott MacDonald Group board director, said: “Chris has great insight into the priorities for clients undertaking major infrastructure projects. He will be a hugely valuable resource for our staff due to his vast experience and our clients can only benefit from his knowledge to help realise their project ambitions.”
l Mott MacDonald, has appointed Rudie Basson as its rail and port practice lead in Africa, where he will promote best practice and support professional excellence networks. Rudie will also assist with business development in the sectors, helping support the company’s global rail and port business initiatives and building further links with Transnet. An experienced project manager, Rudie has over 30 years’ experience of infrastructure projects, beginning his career as a site engineer on a new coal export rail line in South Africa. He joins Mott MacDonald from Transnet where he has spent most of his career. During this time he was directly responsible for Transnet’s R340bn rail and port infrastructure expansion, including projects such as the upgrading of heavy haul rail lines for Manganese and Iron ore exports. Rudie has spent time in the private sector where he was involved in export logistics, before returning to Transnet in 2006 to head up the port and rail investment programmes.
New management board member at init AG l Following an internal restructuring within init AG, the supervisory board of init innovation in traffic systems AG has unanimously appointed Matthias Kühn to the management board, with effect of 1st April 2016. Init is a worldwide supplier of intelligent transportation systems and electronic ticketing systems for public transportation. Matthias, who is 43 years of age, takes up the position of COO for the segments ticketing, vehicle hardware and service. He has been with the company for 15 years. After completing his degree in communications engineering at the University of Karlsruhe, Matthias joined INIT GmbH as software developer in 2001 and became team leader of the mobile telematic and electronic fare collection systems division in 2006. In 2014, he was given power of attorney and assumed the management of the mobile telematic and electronic fare collection systems division. He was appointed managing director of INIT GmbH in 2015. 22
Ex Amtrak CEO joins Network Rail Consulting’s board l Network Rail Consulting has appointed Thomas Downs as group nonexecutive director and chair of its North American business, Network Rail Consulting Inc. Tom has over three decades of railway experience, including most recently four years at Washington Metropolitan Area Transportation Authority where he served as a member of the board of directors, the last two as chair. Tom began his railway career as a White House fellow serving as an executive assistant to the US secretary of transportation. Since then, he has taken on a number of CEO roles and has been both president and chief executive of Amtrak, the United States’ national railway passenger corporation. Nigel Ash, managing director of Network Rail Consulting, said: “ Tom’s leadership experience in the US rail market will offer a fresh perspective and serve to strengthen our position in North America. I look forward to working with him over the coming years.”
Graham Goswell joins Hitachi Information Control Systems Europe l Graham Goswell joined Hitachi Information Control Systems Europe (HICSE) on Monday 29th February, and is now director, railway operations. Graham has a strong background in control room and operations management and he joins from Network Rail where he was the professional head of operations. Graham also represented Network Rail on a number of EU rail industry forums. Graham is a strategic addition to the HICSE leadership team and brings a wealth of end-user experience to HICSE to inform product and service development strategy. He has worked in front-line operations functions for the last 18 years having started as a signaller in 1998, and then progressing through management and specialist roles in the Network Rail HQ team. Graham also brings considerable experience from the European rail industry, particularly around ERTMS and other technology deployments across railway operations and the application of the European TSI standards.
NEWS I Conferences & Exhibitions Forthcoming Conferences and Exhibitions This listing represents a selection of the events about which we have been notified. It is strongly recommended that direct contact should be made with the individual organiser responsible for each event before booking places or making travel and accommodation reservations. Cancellations and other last-minute alterations are liable to occur. The editor and publishers of RAILWAY STRATEGIES are not responsible for any loss or inconvenience suffered by readers in connection with this guide to events.
12-13 May IET International Railway Engineering Conference Where: Brussels, Belgium Organiser: The Institution of Engineering and Technology Tel: 01438 767 687 Email: dmckenzie@theiet.org Web: www.theiet.org/events/2016/225180.cfm
28-29 June AfricaRail 2016 Where: Sandton Convention Centre, Johannesburg, South Africa Organiser: Terrapinn Tel: +2711 516 4044 Email: tarryn.theunissen@terrapinn.com Web: www.terrapinn.com/exhibition/africa-rail
18 May Scottish Transport Applications and Research (STAR) Conference Where: University Of Strathclyde, Glasgow Organiser: Transport Scotland & partners Email: enquiries@starconference.org.uk Web: www.starconference.org.uk
29 June -1 July Next Generation Rail Where knowledge creates solutions Where: National Training Academy for Rail, Northampton Organiser: RRUKA Email: secretariat@rruka.org.uk Web: www.rruka.org.uk/events/ngr2016
26-27 May World Metrorail Congress, Light Rail, Rail Tel and Rail Power Where: Business Design Centre, London Organiser: Terrapinn Tel: 02070 921 125 Email: philip.kwok@terrapinn.com Web: www.terrapinn.com/conference/metrorail
13 July UK Rail Station Regeneration and Development Conference Where: Pinsent Masons, London Organiser: Waterfront Tel: 02070 671 597 Email: nigelbranson@thewaterfront.co.uk Web: www.waterfrontconferencecompany.com/ conferences/rail/events
22-24 June Global Rail Freight Conference Where: Van Nelle Factory, Rotterdam Organiser: UIC Tel: +31 6 8104 3666 Email: jrodenhuis@europoint.eu Web: www.grfc2016.com
20-23 September InnoTrans 2016 Where: Messe, Berlin Organiser: Messe Berlin Tel: +49 30 3038 2376 Email: innotrans@messe-berlin.de Web: www.innotrans.de/en
5-7 October European Transport Conference Connecting the worlds of research, consultancy, policy and practice Where: Barcelona, Spain Organiser: Association for European Transport Web: etcproceedings.org 14-15 November Rail Revenue, Rail Customer, Rail Ticketing, Rail IT Where: Sofitel Legend The Grand, Amsterdam Organiser: Terrapinn Tel: 02070 921 237 Email: daniel.boyle@terrapinn.com Web: www.terrapinn.com/conference/rail-revenue 22-24 November Intelligent Rail Summit Where: Railway Museum, Naples, Italy Organiser: Railtech Tel: +31 627 841 198 Email: mbrouwers@europoint.eu Web: www.railtech.com/intelligent-rail-summit-2016 28-30 March 2017 RailTech 2017 Where: Utrecht, the Netherlands Organiser: RailTech Tel: +31 306 981 802 Email: sales@railtech.com Web: www.railtech.com/railtech-2017
Institute of Mechanical Engineers Training Courses Technical training for the railway industry A listing of courses currently available from the IMechE (Unless stated otherwise, all courses are in London) 23-27 May Introduction to railway signalling technologies An overview of railway control systems, subsystems and technologies used on UK main line and metro railways 5 July Introduction to rolling stock Provides a basic understanding of the role of traction and rolling stock within the context of railway systems as a whole. 6 July Traction and braking Principles of traction and braking for railway engineers 12 July Vehicle dynamics and vehicle track interaction Understand the dynamics of railway vehicles to improve safety, comfort and asset life 13 July Vehicle acceptance and approvals Introduction to acceptance procedures which apply across the rail network
1 November Introduction to rolling stock Provides a basic understanding of the role of traction and rolling stock within the context of railway systems as a whole. 2 November Traction and braking Principles of traction and braking for railway engineers 3 November Vehicle acceptance and approvals Introduction to acceptance procedures which apply across the rail network 7-11 November Introduction to railway signalling technologies An overview of railway control systems, subsystems and technologies used on UK main line and metro railways 8 November Fleet Maintenance - Introduction Improve your processes and fleet maintenance processes
9 November Fleet maintenance - Advanced Understand the issues affecting rail vehicle performance and cost of maintenance 10 November Train communication and auxiliary systems New and existing systems in use on today’s rolling stock fleet 22 November Train control and safety systems Learn of the systems used on UK fleets that provide safety and train operational control 23 November Vehicle dynamics and vehicle track interaction Understand the dynamics of railway vehicles to improve safety, comfort and asset life For more information Tel: 02037 331 214 Email: training@imeche.org Web: www.imeche.org/learning-and-development/ courses/railway
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Qatar Rail
I undertaking
A vast
Qatar Rail is making significant progress into developing the country’s rail network that will be critical to Qatar’s future vision of economic growth Above right Al Waab underground station of the Gold Line
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n 2008, under the light of continuous and rapid economic and social development in Qatar, the country’s Emir launched the Qatar National Vision 2030, a scheme to manage and implement this development in the most productive way possible. One significant part of this development framework is the Qatar Rail Development Programme (QRDP), a vast project managed by the newly formed Qatar Rail to deliver a complete rail network to support the growing population and economic activity in and around the country’s capital, Doha. “Our vision is to create the favourite mode of transport for everybody and to provide an integrated railway together with a public network of bus systems,” begins Senior Programme Director at Qatar Rail, Dr-Ing Markus Demmler. “We want to make it attractive and sustainable, both in terms of economic and ecological impacts, and to make sure it is of the highest quality whilst remaining economically viable. Ultimately, it will run parallel to
achieving Qatar’s overall vision to reduce emissions, as most of the country is run on cars at present, to ease congestion and improve travel times both into and within the city.� An overview of the planned network for the development project serves to display the sheer scale of Qatar Rail’s undertaking. The programme is split into three separate projects, the Doha Metro, a Long Distance network and a light rail network in the up-and-coming city of Lusail. The long distance network is designed for both high-tech passenger and freight services across five lines and 502 km of railway connecting population centres with major industrial hubs and forming critical connections with neighbouring countries. The lines include: a mixed passenger and freight line from Doha to Saudi Arabia; a high-speed passenger line from Doha to Bahrain, capable of speeds up to 270km/h; a freight line from Mesaieed Port to Ras Laffan; plus two mixed lines from Doha to Dukhan, and Doha to Al Shamal. By 2021, 8000
passenger trips are expected to travel on the network every day, with this rising to 24,000 by 2031. To facilitate the developing city of Lusail, a light rail, tram-based network is being developed across four lines and 37 stations, two of which will link to the Doha Metro network. In a city that is predicted to house up to 450,000 residents in the near future, the Lusail network has been designed for a capacity of 50,000 passenger trips a day by 2021 and 120,000 a decade later. With an average speed of 29km/h, the lines will take an average of one to two minutes between adjacent stations. The Doha Metro project, a strategically planned underground network to serve the expanding city of Doha, is undeniably the most complex of the three. As part of phase one, planned to be completed and operational by the end of 2019, 37 stations will connect nearly 86km of track spread across three separate lines. The Red Line, which will also be known as the Coast Line, is planned to run for 41 kilometres from Al Wakra
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Qatar Rail
in the south to Lusail in the north and will stop at 18 stations along the way. The Red Line will connect Hamad International Airport to the city centre and it is estimated that a trip from the airport to Lusail will be 36 minutes compared to current peak times of an hour and half. Other notable stops will include West Bay, Katara and
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Qatar University. At its deepest, the Red Line’s tunnels will operate as far as approximately 46 metres beneath Doha’s surface. Connecting Al Riffa in the East to Al Mansoura in the West and passing through Education City, the Green Line will stop at 11 stations along its length of 22 kilometres. Significant stops for the Green Line, or the Education Line as it is also known, will be the Hamad Hospital, Al Shaqab and the currently in development, Qatar National Library. Extending 14km from Ras Bu Aboud in the west and Al Aziziya in the west will be the Gold Line, or Historic Line. Stopping at 11 separate locations, the Gold Line will be a crucial link for the Qatar National Museum, Souq Waqif, Al Waab and Sports City – a key hub for the 2022 Qatar World Cup. Due to be expanding with additional line extensions and a brand new line in phase two according to the city’s growth, the total number of stations will be increased by over 64 across more than 200 kilometres of track. Upon completion by 2021, the entire metro system aims to take 17,000 cars off the road, having a significant impact on the city’s carbon footprint. When finished all lines will intersect at the central Msheireb station, the largest in the city, which will also serve as an iconic landmark in Doha. Station design is a key factor for the entire Doha network and an architectural branding scheme has been established to ensure continuity of local favours and personality throughout the metro system. All stations will adhere to a contemporary ‘vaulted space’ concept, reflecting the heritage of the region’s traditional Bedouin tents. Functionality has also been designed into the aesthetic value of ornamental panels, which will form the backbone of a dynamic lighting and ventilation system. Through the use of traditional elements of Islamic and local art, each station will be a unique tribute to Qatari heritage with dhow-inspired exteriors and a ‘pearl-effect’ aesthetic on the inside. “In terms of timescales, we released the first civil design and build contracts for the Metro scheme in 2013,” explains Markus. “Work, including MEP and architectural fit out, will be completed by 2018. The railway systems contract, which is separate, is due to finish in 2019 with the aim to be fully operational by 2020, if not the end of 2019. So far, we are 36 per cent towards overall completion (as of March 2016) and have already achieved 85 per cent of the tunnelling work, for which we have employed a record-breaking 21 simultaneously operating TBMs. Significantly, we have only dropped behind schedule by 2.3 per cent.” As a young and burgeoning company taking on a project of such scale, Qatar Rail has faced a number of challenges, particularly in the development of the Doha Metro network, but has been able to overcome many through significant strategic decisions and management processes. “When it came to our contractor strategy
amount of concern about this approach initially, but it has saved us a lot of time and because of its proven success in the QRDP other authorities are now taking this approach as well.” Another significant aspect of the programme, which highlights both the scale and success of Qatar Rail’s management, is its health and safety record. Markus points out that the project has a target of a 0.1 per cent AFR (accident frequency rate), but is currently operating at 0.06 per cent. “Overall, we have over 112 miillion man-hours worked on the project so far, so this is outstanding,” he says. “To achieve this we are constantly running extensive training centres with our contracting partners, so that every person who comes through a contractor is fully trained in line with our zero harm policy before going onto site. This focus on wellbeing is continued in the general facilities, such as accommodation, as a lot of the labour is coming from abroad.” Successful progress defines the Qatar Rail project so far in terms of operation, management and safety, and this is set to continue throughout its course. “By the beginning of 2017 all TBM work will be completed, with
we decided it would be more beneficial to allocate many of the risks to contractors because they have the knowledge and experience,” highlights Markus. “This is what we have done through the awarding of design and build contracts, eight of which are civil with one overarching systems contract.” However, here arises the challenge of successfully managing a number of contracts in parallel to each other. As such, Qatar Rail has set up both a delivery division, to oversee the project management of all contracts with support from consultants, and a technical division, which ensures that significant design decisions regarding certain aspects that needed to be implemented across all lines are made in harmony with one another. Due to time pressures put upon the scheme the QRDP and Qatar Rail have achieved a number of unique milestones in the way it operates in Qatar. First of all is its contract strategy, as Markus explains: “The usual way in the Middle East is to take a design-bid-build approach. However, because of the time constraints a design and build contract was decided upon to be more viable. Because of its irregularity in the region there was a certain
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Qatar Rail
the Red Line North and Green Line tunnelling work to be finished by the end of March,” explains Markus, looking ahead at the coming 12 months. “Before the second half of the year all MEP and architectural contracts will have been awarded, and we have just had approval from his Highness the Emir for all mock-up architectural finishes, so we will be ready to begin fit-out works this year. The ultimate goal is to finish all civil structures, and this means that underground stations will be around 85 per cent complete and ready for the systems contractors to begin work on track installation and technical systems. “Of course, with more subcontractors moving in manpower will be increasing to around 35,000 across the metro project, which brings its own challenges, so as the project changes in nature, so too do its challenges. Looking further ahead we are already preparing for phase two of the programme. Although this hasn’t been confirmed as yet, we think it would be wise to continue directly on from phase one as we have all the machinery, equipment and labour on site.”
FOCUS ON: Red Line South – Elevated and at Grade project Right Aerial view of the Msheireb underground station Below Al Bidda underground station of the Red Line
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Due to be completed by 2020, ahead of the 22nd FIFA World Cup in Qatar, the Doha Metro Phase One network is being achieved through eight separate projects. Three of these projects relate to 17km of elevated and at grade (EAG) routes, plus six stations, all of which will be above ground and highly visible. These are the Red Line North (RLN) – six kilometres of track and two stations, to be completed by December 2018; Red Line South (RLS) – six kilometres and three stations, to be completed
by autumn 2016; and Green Line (GRN) – another six kilometres and just one station to be completed by December 2018. RLS EAG will include approximately six kilometres of viaducts and extend from Al Wakra, 15km south of Doha, to the Old Airport, where it will meet with the RLS Underground project. Three elevated stations at the Economic Zone, Ras Bu Fontas and Al Wakra will be vital elements to this section of the network. This will be the first project to be finished allowing the track and three stations to be used as a test section up to a year in advance of other Metro lines being ready to open to the public. Consequently, it is further advanced. Being a highly visible part of the metro network, the EAG structures have been designed in accordance with the Qatar Rail Architectural Branding concept whilst also taking the surrounding environment into account. Most of the viaduct spans are simply supported bridges. The viaduct substructure requires construction of in-situ foundations, sometimes on piles, supporting slender tapered box section piers, topped off with precast pier caps. The superstructure then consists of slender precast segmental post-tensioned concrete troughs with a U-section. The stations have been designed over three levels in order to cater for the needs of all travelling public and railway operations. The civils work for these is relatively simple with excavations, walls and columns, whereas the interior fit out and finish is more challenging. State-of-the-art construction methods for segmented pre-casting, span-by-span construction, and full-span precast installation have all been employed in order to complete the huge amount of work involved in the RLS
EAG project in just 31 months, alongside the busy Al Wakra to Doha highway. As of September 2015, 19 months in and a year to go before completion, the RLS EAG was working at full capacity to achieve such a vast undertaking and is exemplary of the mass engineering that is going into the Qatar Rail Integrated project as a whole. The enabling batching plant and precast yard are currently fully operational with the precast yard turning out eight pier caps, 26 viaduct deck segments, and one singletrack beam every week. All foundation, pier and precast mock-ups, in order to prove the materials, methods and workmanship have been completed. In terms of construction, more than 75 per cent of all foundations, 50 per cent of all in-situ piers and 35 per cent of all 206 pier caps have been installed in preparation for the actual viaduct installation. So far, three launching gantries have been manufactured, shipped to Doha and erected, and two of these have begun the installation of viaduct spans. Three viaduct spans had been completed by September.
As for the stations, mock ups for finishes and fittings are seeing good progress and construction of the three are in various stages. The Economic Zone and Ras Bu Fontas have progressed to concourse level.
www.qr.co.qa
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telent
Making
connections Leading the way in communications technology across multiple UK industries, telent is playing a key role in the development of a digital railway
I
n 1897 Guglielmo Marconi founded The Wireless Telegraph and Signal Company, a business that pioneered wireless long distance communication and mass media broadcasting throughout its long history. Numerous acquisitions, mergers and sales took place throughout the twentieth century and today a number of leading names across the world can attribute part of their history to the company. One such company is telent, a now privately owned business with a long history of industry experience often found at the cutting edge of communication technology’s rapid progress. At telent’s heart sits an unrivalled reputation for service delivery and a total commitment to innovative communication technologies. From this core the business’s market presence is multifaceted, serving key infrastructure sectors such as telecoms, traffic, rail,
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emergency and commercial markets. telent currently holds over 30 years of experience delivering systems and services to the rail industry, providing projects to TfL, Network Rail and numerous TOCs across the network. “One of the great strengths that we have is the company’s level of capability in complex technical communication,” explains Stephen Pears, Managing Director of telent’s Rail division. “We are able to forge ahead with the latest communication technologies whilst being able to deal with old and obsolete systems. Crucially, as we are very much a service organisation, this is underpinned by our people and we possess some very talented and motivated individuals who work really well with clients, have a strong commitment to innovation and to solid service delivery.” telent’s business in the rail industry is supported by a
foundation of maintenance and management services presently being delivered to over 1000 stations on the national rail infrastructure, plus all London Underground stations. Such a widespread workforce not only gives the company an excellent relationship with its clients, but also forms a solid platform upon which innovative technologies and solutions can be built. Such a strong service and dedication to innovation results in a company that is highly flexible and able to develop its capabilities and expertise in response to market trends. The digital railway undoubtedly dominates the industry’s current focus, and Stephen notes that even over the last 18 months, since Railway Strategies last featured telent, the transition to such a network has made significant progress. “What’s changing for us as a business is the impact of
technology and our investment into technology to move forward in support of this transition,” he says. “One of our biggest moves to facilitate this was the acquisition of Telindus UK, which has brought with it Gold Partner status with Cisco and Elite Partner status with Juniper. This really helps take the business into the world of the digital railway and makes sure that we have the future capability and expertise to fully support it.” One key area where a digital railway is already beginning to be realised is in the current electrification programme being rolled out across the UK. Presently telent is delivering a five-year contract to develop the national electrification supervisory control and data acquisition (SCADA) system. By utilising a variety of communications systems to provide control to remote equipment, the SCADA control systems allow for a single national control infrastructure, which integrates legacy equipment with new systems, thus allowing much greater flexibility of control. Back in 2014 when we last spoke with telent, Stephen discussed the roll out of SCADA to Network Rail infrastructure. Today, he happily reports that TfL and the London Underground are keen to bring the technology into their own network. “They have now come to market with their requirement for a traction power SCADA system,” he explains. “The approach is similar to the Network Rail project where we’re seeing the need for a centrally managed system that can be operated from multiple locations.” Demonstrating the company’s consistent occupation right at the leading edge of technological innovation, telent’s roll out of SCADA has become very closely aligned with a growing need for cyber security development. Over the last 18 months the company has taken part ownership of a cyber security company in anticipation of this rising demand. “The design of a network, the implementation of a security solution that provides defence in depth, the ability to carry out penetration testing and so on are all becoming key requirements of these new systems,” Stephen continues. “Having the capability to understand cyber security and to deliver these requirements to our customers is incredibly important. At the same time this is new ground for a lot of our customers so it is critical that we can not only respond to these requirements but also support them in the transition.” In addition to the SCADA programme, telent has also been busy continuously developing and implementing its station management system, known as MICA (Management Integration and Control of Assets), which has been in the market since 2006. By enhancing the communication between multiple systems such as CCTV, public address systems, passenger information displays
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telent
Samsung The award-winning SRN-4000 minimises the total cost of owning a video surveillance system by offering an extremely robust, outof-the box Linux based video recording solution. An ability to record in real-time images from 64 x 2 Megapixel is impressive, but the SRN-4000 also stands out from the crowd because of a feature set which ensures it can be relied upon to deliver a highly resilient, low maintenance recording solution. These features include a built-in hard drive ‘Hot Swap’ facility which ensures that recording is not interrupted if a fault occurs, whilst power reliability is enhanced by way of a dual power supply.
and help points, as well as fire and intrusion detection systems and lift and escalator monitoring MICA provides a fully integrated management system. CCTV management forms a very important part of MICA and, acting as a management service provider as well as the project delivery partner, telent currently looks after 30,000 cameras across the UK’s station network. “Since we last spoke there has been a marked beginning to the transfer from analogue to IP CCTV systems,” outlines Stephen. “We currently have 1000 IP cameras in seven TfL stations, and by working with a lot of the leading camera and video encoder suppliers in the market, like Samsung, Axis and Bosch we are integrating their systems into ours and helping to develop this for the rail environment. Part of this development provides mobile CCTV monitoring to a local monitor or handheld device.” Whilst MICA was initially rolled out into the TfL network, over the last year Network Rail stations such as Reading and London Bridge have begun to implement the same technology. As with SCADA, cyber security plays an important role in the current development focus of MICA. Stephen points out that with the raised threat of attack to critical infrastructure following events in Paris, the need to increase station security has followed. He highlights that recent development for MICA has been centred on how secure it is and following tests, telent is confident about its credentials. “It is very important to be able to provide
high quality services and to make sure these systems are functioning very well,” he adds. Another area of recent focus for telent is in improving its complete service offering, having agreed a managed service contract for CCTV systems to provide 10-15 year periods of renewals and support for a known cost. “For an operator this means that they don’t need to worry about going out to market every time they need renewals, instead they get a service that supports them for the duration of their franchise,” Stephen explains. “It is not just technological innovation that we are developing but also the way in which we contract and support our clients from a service point of view. It also means we’re operating in the provision of capital, which is made possible by our own financial strength.” With demand for a digital network growing across the UK’s rail industry, telent and its expanding
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telent
PB Design & Developments PB Design’s battery chargers are supporting the telent SCADA system that will manage the major new traction power control network in the South. PB Design was selected because of its reputation in this technology sector, and long experience of producing PADS approved chargers. Although there will be up to 250 separate RTU locations, PB Design worked closely with telent to reduce the number of charger variants to just three - minimising costs and simplifying production.
capability are perfectly placed to continue its leading role in the communications sector. A look at the current market conditions goes some way to bolstering this positivity as Stephen references the ongoing Crossrail and upcoming HS2 projects, plus the possible Crossrail 2 and HS3. “This suggests that the rail network has a great future in terms of investment,” he says. “However, at the same time we are seeing Network Rail and TfL becoming more aligned with the government and therefore having tight budget pressures, so it’s a bit of a mixed picture. “Ultimately, the industry has set the strategic vision for
a digital railway and the requirements which that entails, but it’s very much in its infancy. At the heart of this vision is a secure communications network and this has to be highly reliable and able to reach all segments of the industry, it has to have the capacity and the availability, and it has to have the cyber security pedigree. We will be central to supporting this vision and by working closely with our customers and partners we can make sure that these things are delivered along side the best applications to interface with them.”
www.telent.com 35
Birchwood Price Tools
A leading light
F
Birchwood Price Tools is leading the way when it comes to innovative solutions and powerful brands for the world’s tradesmen
irst established in 1974 and becoming a flagship trade brand branch of Travis Perkins plc in 2011, Birchwood Price Tools (BPT) is a pioneer in the design and development of innovative and high quality brands for tradespeople. Under its umbrella sit eight exclusive brands including, Scruffs, for safety workwear and footwear; Defender, a site power and lighting brand; Van Vault, for secure storage solutions; Bullet, a professional fixings brand and Punk, a range of power tool accessories. The company also acts as a distribution partner for well-known brands such as Bosch, Makita and Stanley.
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“We design, develop, market and sell brands that are ‘built to inspire’,” begins COO of BPT, Fiona Hornsby. “A focus on quality and innovation is at the heart of everything we do and our product development process is focused on adhering to ever changing health and safety regulations. We are passionate about delivering long-term sales and profit-growth for UK and international customers by providing outstanding performance and value.” Based in Nottingham and served by around 150 dedicated employees, BPT currently distributes throughout 27 countries worldwide. Strong branding and striking marketing campaigns support the development of innovative products, and it this very market-led and unique approach that has awarded the company with the ability to compete in a challenging global market. Serving through both the retail and hire sectors with leading merchants, hire companies and wholesalers, as well as over 8000 national and independent electrical, plumbers and builders merchants with a growing international base, as well, BPT’s performance in the market is unrivalled. Fiona highlights that in 2015, despite challenging marketing conditions, the business was able to outperform many of the more established brands in the market. “We have ambitious growth plans and are confident that we can continue to outperform the market over the coming years as well,” she adds. Also setting it apart in the market as a supplier is its portfolio of owned and exclusive trade brands. To do so, it has in-house expertise in product design, development, engineering and manufacturing across all its brands “We have a set of strong values which drive everything we do,” Fiona continues. “We challenge ourselves to stand out by developing innovative, award-winning products, creating powerful brands and delivering impactful communication both on and offline. As such, our design and marketing
are both recognised as being the best in the industry.” Demonstrating the strength of BPT’s position in the industry particularly well is its long-established Defender brand, which has been developing and delivering cuttingedge power distribution and lighting solutions to the industry for over 20 years and is now represented in over 20 markets around the world. “Whether it is illuminating a site to support maintenance and engineering works underground or a railway track, it all comes down to performance and safety for Defender,” outlines Fiona. “We continue to work hard to create exceptional products that users can trust to deliver the light and power needed to get a range of jobs done. A prime example of the brand’s success is the award winning Defender Uplight product range, which has revolutionised lighting, delivering shadow-free illumination perfect for plastering and decorating. The Uplight is celebrating its 15th anniversary in 2016, demonstrating its success and continued demand in the market.” Defender is also a pioneer in LED site lighting, having been the first into the UK market in 2009 and BPT continues to develop sustainable solutions that challenge the norm and meet more user requirements. For instance, the LED Light Cannon Rechargeable Floodlight is a lightweight, portable solution that is essential kit for use when access to power is limited. In 2016, the company has also launched the LED Luminator Floodlight Tower, a portable solution delivering 30,000 lumens of super bright light. The product is wind resistant up to 65mph and made from solid materials designed to be safe and durable on site. “Key benefits of the tower include its four-metre extendable mast and its ability to alternate light spread from 360 degrees to
180 degrees, helping to save energy and manage light pollution,” Fiona notes. Another well-known brand within the BPT portfolio is Van Vault, the UK’s first purpose-built range of mobile site security containers when it was launched in 1997. Van Vault has maintained this leading position in the market as a frontline defence system to defeat the rising tide of tool theft and protect livelihoods. “Indicating the level of
brand success Van Vault has achieved, it has over 80 per cent brand awareness amongst tradesmen,” points out Fiona. “The range includes security solutions for both commercial vehicles and onsite uses. The original Van Vault-2 is a high security steel storage box for commercial vehicles and continues to remain a best-selling line. Equally, the onsite range features purpose built solutions suitable for storing flammable liquids and hazardous
chemicals, offering safety and security on a worksite.” Brand development and product innovation continue to be the driving forces behind BPT’s success. Moving forward the company has an ongoing pipeline of products and patented technologies that will be brought to market over the coming years in line with the ever-changing demands and regulations within the marketplace. “Making sure we are agile and able to respond quickly to these evolving needs is a big challenge, as is protecting our intellectual property from competitors,” says Fiona. “However, we also see some major opportunities, particularly in our digital presence and how we can serve, support and communicate with our customers through these new channels. We also see some big opportunities to strengthen the presence of our key brands in international markets.” The plan for the next 12 months very much falls in line with these challenges and opportunities. Continuing to invest in innovation and developing a product pipeline for the next five years, building its digital capability, continuing to internationalise and maintaining investment into its people and process to ensure it can continue to deliver the best quality and service to its customers, will all be central to 2016. Following a year in which BPT gained ISO 9000 and Investors in People accreditation, further reinforcing its drive to ensure it has the best approach to quality management and the best people in place to serve its customers, the future for BPT looks bright. “We have ambitious plans over the next five years,” Fiona concludes. “Our vision is to continue being an innovator and supplier of exciting brands, to grow internationally and to double our turnover.” For more information on BPT
www.birchwoodpricetools.com 37
Datum
strength Composite
Datum’s reputation as a leading provider of composite solutions to the rail industry places it in high regard with the leading OEMs and puts it in good stead as the industry moves forward
F
irst appearing in the market 1997, Datum will soon be celebrating two decades supplying into the UK rail industry. As experts in pattern making and foundry work, the company has taken advantage of its transferable skills and grown a strong composites division, which first launched in 2002. Over this period, the company’s reputation for supplying fire resistant GRP/composite products and turnkey solutions has firmly rooted itself in the market and Datum now counts leading OEMs such as Bombardier, Alstom, Siemens and Hitachi amongst its client base. “It’s this long standing experience of supplying phenolics into the rail industry that gives us a solid grounding for success,” says current Managing Director, David Taylor. “I believe this has made us one of the key go-to suppliers for this commodity.” With its facilities
based in the East Midlands, the company has also built itself a complete design and manufacturing capability – making Datum’s competence one of the most far reaching offerings in the marketplace. “We manufacture all of our own tooling in-house, so we can take a basic sketch, CAD design or historic part and run the entire process right through to the actual series production of a part,” David adds. “Throughout 2016 we will be installing a painting facility into the plant which completes this offering. Before we were spending a significant portion of our budget in sub-contracted paint services, but by pulling this in-house and adding another string to our bow it not only means we can provide fullyfinished, ready-to-go parts straight from the factory, but it also gives us more control over the entire process and makes us more profitable.”
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Datum
When Railway Strategies last spoke with David back in 2014, he talked about the development of a brand new PRM compliant toilet module in collaboration with Birley Manufacturing and APA Design Ltd. The two-piece module has been designed to provide quicker installation times and therefore quicker rolling stock maintenance times, and thanks to the single joint reduces the risk or water ingress and subsequent corrosion issues. Over the two years since, he notes that the company is still heavily pushing the project, but that it has been a bit slower to forge significant inroads to the market. “We have undertaken further development and testing and we have our first unit in operation on a new Class 144 E running around the country, so its great to have some public testing,” he says. “We’re positive that its performance will prove successful and that this success can convert into more orders throughout 2016 and into 2017. I think there is still a lot of work that needs to be done by the TOCs relating to PRM compliance and we feel that we are in a good place in the market with a good product and a good price point to support this in the best way possible.” Another significant success in this time is the recent awarding of a contract to supply the new Crossrail cab fronts for Bombardier, in collaboration with Garrandale Group. Running from 2016 to 2018, the contract is hugely significant for Datum, providing the company with long-term stability to its order book and with it the confidence to invest in people, skills, machinery and processes. “On top of this it helps to strengthen our relationship with Bombardier and we are excited about where it may take us in the future,” David notes. Running alongside this, the company is keen to continue building its relationships with its other key OEM customers. An ongoing relationship to provide work and depot support for Hitachi is positive, as is additional work with Alstom and Siemens. Its depot spares business is also providing strong levels of business with a recent contract with Rail Order to provide Class 321 replacement bonnets. “The market for rolling stock at the moment is very
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buoyant, which provides great opportunities for the major OEMs and in turn for companies like us in the supply chain,” outlines David. “However, one of the biggest challenges facing the UK industry at present is the global purchasing power and international networking of these OEMs, and we are facing growing pressure from cheap imports from overseas.” Keen to try and alleviate some of this pressure, Datum has turned its attention to its production facilities over recent years. In February 2016, the company opened a new factory adjacent to its existing site, centralising all production operations into one location, doubling its footprint and capacity, and improving its manufacturing efficiencies. Investments into a new oven and the new painting plant will also help to drive down costs and improve productivity within the plant, ultimately impacting on the company’s profitability. Further investment over the coming 12 to 18 months will be into pushing for full IRIS accreditation by 2017 to support the continuous improvement of its quality and management procedures. Other areas of focus for 2016 will be maintaining its order book with Bombardier, increasing its work with Hitachi and developing its production competencies. In the longer term, David hints that Datum may be looking into what value it can add to other transportation segments, as well as other advanced materials and composites. He will also be continuing his role as an Executive Director of the Rail Forum – East Midlands (RFEM) – a role that recently saw Datum host Lilian Greenwood, Shadow Secretary of State for Transport along with other industry SMEs for a key lunch meeting. All in all, it has been a successful couple of years since we last spoke with Datum. Driven by both the continued development of products as well as its own service capacity, the future for the Midland business looks bright as it maintains the growth of its reputation with some of the biggest names in the industry.
www.datum-patterns.co.uk
RTA
A key
network
In a city experiencing incredible growth, Dubai’s public transport system is the backbone to safe and smooth public mobility and RTA is responsible for ensuring capacity remains in line with demand
B
eing one of the fastest growing cities in the world, Dubai is a place of global economic and social attention. RTA, its Roads and Transport Authority, was established to ensure the provision of high quality infrastructure facilities and an advanced transport network that covers the city’s road and public transport systems. In line with unprecedented population growth, plus rising levels of tourism, the need to provide safe, smooth and environmentally sustainable transport has been top of the agenda and a commitment to providing key rail networks is central to this. As such the RTA Rail Agency was created to provide all modes of rail transportation, including metro, highspeed rail and trams to help ease the congestion growing in Dubai. In 2005 a design and build contract was awarded to the consortium known as Dubai Rapid Link (DURL), which is made up of five Japanese and Turkish companies, to implement RTA’s metro projects. Consequently, in 2009 the first phase to build the Dubai Metro Red Line was inaugurated and in 2011 the second phase for the Green Line followed. The Dubai Metro is a cutting-edge, fully automated, driverless system comprising of both underground and elevated viaduct spans. The Red Line extends 52.1km from Rashidiya to Jebel Ali, and is built mainly above ground on a viaduct that follows the famous Sheikh Zayed Road, whilst a shorter section between the City Centre and Burjuman stations is constructed
underground. Across the line a total of 25 overground and four underground stations connect the Dubai International Airport to some of the cities most iconic landmarks. Intersecting with the Red Line at two stations, the 23 km Green Line extends between Etisalat Station in Al Gusais to Creek station and stops at 20 stations. A total of 15km remains elevated above ground, whilst the remaining eight kilometres are built underground. Joining the Rail Agency’s network in Dubai in 2014 following five years of development was the Tram network, again one of the most modern of its type in the world. The current route of the network is 10.6km in length, with further extensions planned, and connects the Dubai Marina with Al Sufouh, passing through 11 stations - seven at grade and four elevated. Significantly, the tram network is the world’s first with full-line third-rail ground based power supply, the first with air conditioned passenger stations and the first to be equipped with full platform screen doors, which align with the tram doors’ opening and closing mechanism to provide maximum convenience, safety and security for passengers. Illustrating the level of growth being experienced in Dubai in terms of population and required capacity for public transport are 2015’s passenger figures. Public transport clocked an average daily ridership of 1.5 million during 2015, comparing well to 1.475 million in 2014 and 1.3 million in 2013. The Metro lines themselves saw passenger numbers rise from 137.8 million in 2013 and
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RTA
164.3 million in 2014 to 178.6 million. In its first full year of operations as well, the tram network transported just over four million riders, seeing an increase of around 20 per cent over the course of the year. These increases contributed to public transport holding a 15 per cent share of the people mobility around the Emirate of Dubai in 2015. Remarkably this figure sat at just six per cent in 2006 and puts RTA on a good course as it targets 20 per cent by 2020 and 30 per cent by 2030. In collaboration with the city’s rising population in general, much of this is also being driven by a change in culture and a transformation of attitudes towards public transport. RTA has continually focused its efforts on promoting the benefits of the system, many of which centre around physical relief, peace of mind, financial savings, higher safety and lower personal transport expense. As far as the future is concerned, the short to medium term focus is to concentrate on gearing up for Expo 2020, the six month world event which is expected to attract up to 25 million visitors, 70 per cent of who will be travelling to the city from abroad. Alongside various upgrades to road systems around the site, the Red
Line of the Dubai Metro will be undergoing an extension programme to improve capacity and direct connection to the Expo’s location. Over the same period new rolling stock will be introduced onto the network in order to keep up with the sustained growth in the number of passengers using the metro.
www.rta.ae
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Editor Gay Sutton
editor@railwaystrategies.co.uk Sales Director Joe Woolsgrove
jwoolsgrove@schofieldpublishing.co.uk
www.railway-strategies.com
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